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  1. #136

    Default CNG Trucks ...






    PRESS RELEASE
    First CNG Alternative-Fuel Trucks Arrive at Southern California Ports to Combat Air Pollution

    Last update: 12:19 p.m. EST Dec. 2, 2008

    LOS ANGELES, CA, Dec 02, 2008 (MARKET WIRE via COMTEX) -- To help reduce air pollution at the busiest container seaports in the United States, Southern California Gas Co. (The Gas Company) – joined by officials from the ports of Long Beach and Los Angeles and the South Coast Air Quality Management District (AQMD) – today launched a 12-month demonstration of the nation's first clean-burning compressed natural gas (CNG)-fueled drayage trucks to transport containers off-loaded from ships.

    To study the use of natural gas in port operations, four heavy-duty CNG trucks will move containers between the San Pedro Bay ports to nearby freight-consolidation yards. The CNG truck engines are certified to meet the U.S. Environmental Protection Agency's stringent 2010 on-road emission standards. The trucks are expected to reduce nitrogen-oxide (NOx) emissions -- a precursor to smog -- by 80 percent, as compared with the cleanest diesel truck.

    "We envision these clean-fuel trucks playing an important role in the ongoing efforts to improve air quality around Southern California's busy ports," said Hal D. Snyder, vice president of customer programs at The Gas Company, who is serving as project lead.

    About two-thirds of the 15 million container units coming into the San Pedro Bay ports annually are moved by truck within a 25-mile radius of the docks. In an unprecedented environmental program to clean up pollution from diesel big rigs by 80 percent by 2010, the ports of Long Beach and Los Angeles, working with trucking companies and other stakeholders, launched the Clean Trucks Program Oct. 1. According to port officials, this is the most ambitious anti-pollution plan ever developed at a global seaport. The natural gas-fueled trucks launched into service today, with co-funding from both ports, will play an important role in that effort. The demonstration project's overall cost is about $1.7 million. The ports each contributed about $112,000, with $1.1 million from The Gas Company and $421,000 from the AQMD.

    "Long Beach welcomes the new CNG trucks to our port service," said Long Beach Mayor Bob Foster. "These four trucks will be added to the growing number of clean trucks that will help make the Port of Long Beach one of the cleanest ports in the world."



    As a low-carbon fuel choice, the use of CNG in these trucks also will help California achieve its goals under its Low-Carbon Fuel Standard and reduce greenhouse-gas emissions by approximately 20 percent.



    “AQMD's funding of the Cal Cartage fueling facility will help reduce drayage truck emissions at the ports of Los Angeles and Long Beach, which are the largest fixed source of air pollution in the Southland," said Barry Wallerstein, AQMD's executive officer. "This effort also will help the ports implement their clean port initiative goal of converting half of the truck fleet working in and around the ports to clean-burning natural gas."

    Following the initial 12-month demonstration project, The Gas Company hopes to then further reduce emissions from the CNG drayage trucks by switching the fuel from CNG to a CNG/hydrogen blend. This CNG/hydrogen fuel blend is widely regarded as an important gateway to a hydrogen future for the transportation sector, because the fuel has been proven to reduce nitrogen-oxide emissions from natural gas vehicle engines by an additional 30 percent to 50 percent.



    The Port of Long Beach is one of the world's premier seaports, a pioneer in goods movement and a trailblazer in environmental stewardship. One of Southern California's key economic engines, the Port with its precedent-setting Green Port Policy is protecting wildlife habitats, improving air quality and making positive contributions to the greater Long Beach community.

    The Port of Los Angeles, also known as "America's Port," has a strong commitment to developing innovative strategic and sustainable operations that benefit the economy and the quality of life for the region and the nation it serves. A recipient of numerous environmental awards, including the U.S. Environmental Protection Agency's 2007 Clean Air Excellence Award, the Port of Los Angeles is committed to innovating cleaner, greener ways of doing business. As the leading seaport in North America in terms of shipping container volume and cargo value, the Port generates 919,000 regional jobs and $39.1 billion in annual wages and tax revenues. A proprietary department of the City of Los Angeles, the Port is self-supporting and does not receive taxpayer dollars. The Port of Los Angeles - A cleaner port. A brighter future.

    AQMD is the air pollution control agency for Orange County and major portions of Los Angeles, San Bernardino and Riverside counties.



    Copyright 2008 Market Wire, All rights reserved.

  2. #137

    Default

    Report: Toyota developing solar powered green car

    By YURI KAGEYAMA (AP Business Writer)
    From Associated Press
    January 01, 2009 2:31 AM EST


    TOKYO - Toyota Motor Corp. is secretly developing a vehicle that will be powered solely by solar energy in an effort to turn around its struggling business with a futuristic ecological car, a top business daily reported Thursday.

    The Nikkei newspaper, however, said it will be years before the planned vehicle will be available on the market. Toyota's offices were closed Thursday and officials were not immediately available for comment.

    According to The Nikkei, Toyota is working on an electric vehicle that will get some of its power from solar cells equipped on the vehicle, and that can be recharged with electricity generated from solar panels on the roofs of homes. The automaker later hopes to develop a model totally powered by solar cells on the vehicle, the newspaper said without citing sources.

    The solar car is part of efforts by Japan's top automaker to grow during hard times, The Nikkei said.

    In December, Toyota stunned the nation by announcing it will slip into its first operating loss in 70 years, as it gets battered by a global slump, especially in the key U.S. market. The surging yen has also hurt the earnings of Japanese automakers.

    Still, Toyota is a leader in green technology and executives have stressed they won't cut back on environmental research despite its troubles.

    Toyota, the manufacturer of the Lexus luxury car and Camry sedan, has already begun using solar panels at its Tsutsumi plant in central Japan to produce some of its own electricity.

    The solar panels on the roofs add up in size to the equivalent of 60 tennis courts and produce enough electricity to power 500 homes, according to Toyota. That reduces 740 tons a year of carbon dioxide emissions and is equal to using 1,500 barrels of crude oil.

    Toyota is also likely to indirectly gain expertise in solar energy when its partner in developing and producing hybrid batteries, Panasonic Corp., takes over Japanese rival Sanyo Electric Co., a leader in solar energy, early next year.

    Copyright 2008 The Associated Press.

  3. #138

    Default Cobbled together from several interactive screens ...







    At highway speeds, most of the energy needed to move a car down the road goes to pushing air out of its way. On the EPA highway cycle with an average speed of 48 mph, 54% of the energy required to move a car goes to aerodynamic drag. Because drag increases with the square of speed, more than twice as much energy would be required to overcome drag at 70 mph.

    Three factors determine a vehicle's drag: 1) its speed, 2) the cross-sectional area it presents to the wind, and 3) its drag coefficient or Cd. The drag coefficient is a measure of the "overall slipperiness" of a vehicles shape.


    Aerodynamic Vehicles of the Future

    Concept vehicles developed as a part of the government/industry cooperative partnership for a new generation of vehicles have 40% less aerodynamic drag than a conventional vehicle.








    Idling Losses – 17.2%

    In urban driving, significant energy is lost to idling at stop lights or in traffic. Technologies such as Integrated Starter/Generator (ISG) systems help reduce these losses by automatically turning the engine off when the vehicle comes to a stop and restarting it instantaneously when the accelerator is pressed.

    Integrated Starter/Generator (ISG)

    These systems automatically turn the engine off when the vehicle comes to a stop and restart it instantaneously when the accelerator is pressed so that fuel isn't wasted for idling. In addition, regenerative braking is often used to convert mechanical energy lost in braking into electricity, which is stored in a battery and used to power the automatic starter.

    Potential Efficiency Improvement: 8%
    Savings Over Vehicle Lifetime: $1,200*


    Accessories – 2.2%

    Air conditioning, power steering, windshield wipers, and other accessories use energy generated from the engine. Fuel economy improvements of up to 1% may be achievable with more efficient alternator systems and power steering pumps.


    Driveline Losses – 5.6%

    Energy is lost in the transmission and other parts of the driveline. Technologies, such as Automated Manual Transmission (AMT) and Continuously Variable Transmission (CVT), are being developed to reduce these losses.

    Automated Manual Transmission (AMT)

    Automated manual transmissions combine the best features of manual and automatic transmissions. Manual transmissions are lighter than conventional automatic transmissions and suffer fewer energy losses. However, most drivers prefer the convenience of an automatic.

    AMT operates similarly to a manual transmission except that it does not require clutch actuation or shifting by the driver. Automatic shifting is controlled electronically (shift-by-wire) and performed by a hydraulic system or electric motor. In addition, technologies can be employed to make the shifting process smoother than conventional manual transmissions.

    Efficiency Improvement: 7%
    Savings Over Vehicle Lifetime: $1,000

    Continuously Variable Transmission (CVT)

    Most conventional transmission systems control the ratio between engine speed and wheel speed using a fixed number of metal gears.

    Rather than using gears, the CVTs in currently available vehicles utilize a pair of variable-diameter pulleys connected by a belt or chain that can produce an infinite number of engine/wheel speed ratios.

    This system has several advantages over conventional transmission designs:

    • Seamless acceleration without the jerk or jolt from changing gears
    • No frequent downshifting or "gear hunting" on hills
    • Better fuel efficiency

    Efficiency Improvement: 6%
    Savings Over Vehicle Lifetime: $900*


    Engine Losses – 62.4%

    In gasoline-powered vehicles, over 62% of the fuel's energy is lost in the internal combustion engine (ICE). ICE engines are very inefficient at converting the fuel's chemical energy to mechanical energy, losing energy to engine friction, pumping air into and out of the engine, and wasted heat.

    Advanced engine technologies such as Variable Valve Timing & Lift (VVT&L), Turbocharging & Supercharging, Direct Fuel Injection, and Cylinder Deactivation can be used to reduce these losses.

    In addition, diesels are about 30-35% more efficient than gasoline engines, and new advances in diesel technologies and fuels are making these vehicles more attractive.

    Variable Valve Timing & Lift (VVT&L)

    Also called variable valve actuation (VVT), variable-cam timing and variable valve timing and lift electronic control (VTEC®)

    Valves control the flow of air and fuel, into the cylinders and exhaust out of them. When and how long the valves open (timing) and how much the valves move (lift) both affect engine efficiency.

    Optimum timing and lift settings are different for high and low engine speeds. Traditional designs, however, use fixed timing and lift settings, which are a compromise between the optimum for high and low speeds. VVT&L systems automatically alter timing and lift to
    the optimum settings for the engine speed.

    Potential Efficiency Improvement:
    5%

    Savings Over Vehicle Lifetime:
    $700*

    Turbocharging & Supercharging

    Turbochargers and superchargers are fans that force compressed air into an engine’s cylinders. A turbocharger fan is powered by exhaust from the engine, while a supercharger fan is powered by the engine itself.

    Both technologies allow more compressed air and fuel to be injected into the cylinders, generating extra power from each explosion. A turbocharged or supercharged engine produces more power than the same engine without the charging, allowing manufacturers to user smaller engines without sacrificing performance.

    Potential Efficiency Improvement: 7.5%
    Savings Over Vehicle Lifetime: $1,100*

    Direct Fuel Injection (with Turbocharging/Supercharging)

    Also called fuel stratified injection or direct injection stratified charge

    In conventional multi-port fuel injection systems, fuel is injected into the port and mixed with air before the air-fuel mixture is pumped into the cylinder. In direct injection systems, fuel is injected directly into the cylinder so that the timing and shape of the fuel mist can be precisely controlled. This allows higher compression ratios and more efficient fuel intake, which deliver higher performance with lower fuel consumption.

    Potential Efficiency Improvement: 12%
    Savings Over Vehicle Lifetime: $1,800*

    Cylinder Deactivation

    Also called multiple displacement, displacement on demand (DOD), and variable cylinder management

    This technology merely deactives some of the engine's cylinders when they are not needed. This temporarily turns a 8- or 6-cylinder engine into a 4- or 3-cylinder engine. This technology is not used on 4-cylinder engines since it would cause a noticeable decrease in engine smoothness.

    Potential Efficiency Improvement: 7.5%
    Savings Over Vehicle Lifetime: $1,100*


    Overcoming Inertia; Braking Losses– 5.8%

    To move forward, a vehicle's drivetrain must provide enough energy to overcome the vehicle's inertia, which is directly related to its weight. The less a vehicle weighs, the less energy it takes to move it. Weight can be reduced by using lightweight materials and lighter-weight technologies (e.g., Automated Manual Transmission (AMT) weigh less than conventional automatics).

    In addition, any time you use your brakes, energy initially used to overcome inertia is lost.








    _____________
    • Fuel cost savings are estimated assuming an average vehicle lifetime of 185,000 miles, a fuel price of $1.66, and an average fuel economy of 21 MPG. All estimates are rounded to the nearest hundred dollars.

  4. #139

    Default

    Toyota to Sell Tiny U.S. ‘Urban Commuter’ Battery Car by 2012


    By Alan Ohnsman

    Jan. 10 (Bloomberg) -- Toyota Motor Corp., working to hold a lead in advanced vehicles over General Motors Corp. and smaller startups, plans to sell a tiny, battery-powered car in the U.S. by 2012 that can be recharged at electrical outlets.

    A concept version of the FT-EV “urban commuter” car will be at the North American International Auto Show in Detroit starting tomorrow, Toyota said in a statement. The world’s largest seller of hybrids didn’t say how much the model, a modified version of the iQ minicar sold in Japan, may cost.

    Toyota is readying the FT-EV as alternatives to gasoline expand. They range from plug-ins, including a version of Toyota’s Prius and GM’s Volt, to electric cars from Nissan Motor Co., Tesla Motors Inc. and Fisker Automotive Inc. Gasoline prices, which set a record in the U.S. last year, and pressure from governments to trim carbon dioxide emissions, are driving demand.

    “Last summer’s $4-a-gallon gasoline was no anomaly, it was a brief glimpse of our future,” Irv Miller, U.S. group vice president of environmental and public affairs for the Toyota City, Japan-based company, said in the statement today.

    “We must address the inevitability of peak oil by developing vehicles powered by alternatives to liquid-oil fuel, as well as new concepts, like the iQ, that are lighter in weight and smaller in size,” he said. “This kind of vehicle, electrified or not, is where our industry must focus its creativity.”

    Plug-In Prius

    Toyota’s two-door electric car, similar in size to Daimler AG’s Smart minicar, seats four people and would travel at least 50 miles “between home and work,” the company said. Toyota hasn’t yet set a total driving range per charge for the FT-EV, said Jana Hartline, a spokeswoman.

    The company also said today that later this year it will begin delivering an initial 500 plug-in Prius hybrids with lithium-ion battery packs. Of the fleet customers that will lease them, 150 will be in the U.S.

    Toyota hasn’t yet said when such Priuses, which can be recharged at household electric outlets, will be sold to individuals. Its current hybrids, as well as those sold by Honda Motor Co., GM, Nissan, Ford Motor Co. and Mazda Motor Corp., use nickel-metal-hydride batteries that recharge from braking and deceleration when the vehicle is moving.

    Toyota plans to unveil a new Lexus hybrid tomorrow in Detroit and a restyled Prius on Jan. 12. The company will have as many as 10 U.S. hybrids on sale in the early 2010s, Miller said. Toyota’s U.S. sales unit is based in Torrance, California.

    U.S. hybrid sales fell 11 percent last year to 316,013, according to data compiled by Bloomberg. Toyota sold 158,884 Prius hatchbacks, a 12 percent drop from a year earlier. Toyota’s share of all hybrid sales fell to 76 percent, from 78 percent.

    To contact the reporter on this story: Alan Ohnsman in Los Angeles at aohnsman@bloomberg.net

    Toyota Press Release


    TOYOTA MAINTAINS PACE, BROADENS SCOPE OF ADVANCED ENVIRONMENTAL TECHNOLOGIES


    EV Concept Confirms Battery-Electric Vehicle in 2012;

    First of 150 Plug-ins Arrive Late '09 to Lease-Fleet Customers;

    As Many As 10 New Gas-Electric Hybrids by early 2010s


    Detroit, January 10, 2009 - - Toyota Motor Sales (TMS), U.S.A., Inc. today announced that it will display the Toyota FT-EV concept on opening Media Day at the North American International Auto Show (NAIAS), confirming its plan to launch an urban commuter battery-electric vehicle (BEV) by 2012. This announcement, coupled with its compressed natural gas powered Camry Hybrid concept display at the 2008 Los Angeles Auto Show, signal Toyota's intention to broaden the scope of its advanced alternative-fuel vehicle development.

    "Now, more than ever, while we are so focused on the pressing issues of the moment, we cannot lose sight of our future," said Irv Miller, TMS Group Vice President, Environmental and Public Affairs. "Nowhere is this more important than with our industry's duty and commitment to provide true sustainable mobility with vehicles that significantly reduce fuel consumption, our carbon footprint and overall greenhouse gases."

    The FT-EV concept shares its platform with the revolutionary-new iQ urban commuter vehicle. Already a huge hit in Japan, the iQ is lightweight and seats four passengers in comfort and security, while delivering exceptional mileage, sporty performance, unique refinements and a fun, youthful image.

    Toyota's FT-EV concept imagines an urban dweller, driving up to 50 miles between home, work and other forms of public transportation, such as high-speed rail. Although, for now, the FT-EV remains a pure concept, it represents a natural pairing of product strategies.

    "Last summer's four-dollar-a-gallon gasoline was no anomaly. It was a brief glimpse of our future," said Miller. "We must address the inevitability of peak oil by developing vehicles powered by alternatives to liquid-oil fuel, as well as new concepts, like the iQ, that are lighter in weight and smaller in size. This kind of vehicle, electrified or not, is where our industry must focus its creativity."

    Although BEVs and new smaller vehicles like the iQ will be a key component of Toyota's sustainable mobility strategy, the conventional gas-electric hybrid, like the all new third-generation Prius, is considered Toyota's long-term core powertrain technology.

    Last year, Toyota announced that it planned to sell one million gas-electric hybrids per year sometime during the early 2010s. To accomplish this, Toyota will launch as many as 10 new hybrid models by the early 2010s, in various global markets. The new third-generation Toyota Prius and all new Lexus HS250h, both debuting in Detroit, are the first two examples of that effort.

    Also, last year, Toyota announced that it would roll-out a large number of plug-in hybrid vehicles (PHVs) to global lease-fleet customers in 2010. That schedule has been moved up.

    Beginning in late 2009, Toyota will start global delivery of 500 Prius PHVs powered by lithium-ion batteries. Of these initial vehicles, 150 will be placed with U.S. lease-fleet customers.

    The first-generation lithium-ion batteries powering these PHVs will be built on an assembly line at Toyota's PEVE (Panasonic EV Energy Company, LTD) battery plant, a joint-venture production facility in which Toyota owns 60 percent equity. During its development, the new Prius was designed and engineered to package either the lithium-ion battery pack with plug-in capability, or the nickel-metal hydride battery for the conventional gas-electric system.

    The 500 PHVs arriving globally in late 2009 will be used for market and engineering analysis. Lease–fleet customers will monitor the performance and durability of the first-generation lithium-ion battery, while offering real world feedback on how future customers might respond to the plug-in process.

    "Future customers will have high expectations for these emerging technologies. This Prius PHV fleet program is a key first step in confirming how and when we might bring large numbers of plug-in hybrids to global markets," said Miller.

    "Our business is no longer about simply building and selling cars and trucks. It is about finding solutions to mobility challenges today and being prepared for more daunting challenges in our very near future."

  5. #140

    Default

    Lithium Supply & Markets 2009
    Santiago, Chile | 26 January 2009 - 28 January 2009

  6. #141

    Default

    Quote Originally Posted by ZippyTheChimp View Post
    Toyota to Sell Tiny U.S. ‘Urban Commuter’ Battery Car by 2012
    Glad to see a glimmer of creative formatting survives on this thread. ^

    Halo effect?

  7. #142
    Chief Antagonist Ninjahedge's Avatar
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    Default

    One question.

    If this car is being designed as an "urban commuter", where do they think they will be able to plug in?

    Run an extension cord?

  8. #143

    Default

    Exactly, what if you live on the 6th floor?

  9. #144
    Chief Antagonist Ninjahedge's Avatar
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    Alonzo, I guess it means all OTHER urban commuters outside the NYC area. You know, like Austin!


    I can see this being a problem if they want to do it. You would have to install sockets in garages and have some sort of lockable extension and timer for the outlet....


    Hmmm, parking meters with outlets..........

  10. #145

    Default

    Thats what I pictured, in garages. IE the suburbs.

  11. #146

    Default

    It's a niche-market concept.

    Described as an urban commuter, the target would not be a place like Manhattan or a distant suburb, but a city with poor mass-transit. Also would be good as a suburban go-shopping car.

    One and two-family homes with off street parking. I doubt the company is looking for high volume, rather establishing a presence in the marketplace.

  12. #147

    Default



    April 6, 2009, 9:17 pm

    G.M. Conjures Up a People-Moving Pod


    By Jim Motavalli


    G.M.’s P.U.M.A. prototype in Manhattan.


    General Motors may be so short of cash that bankruptcy is among its dwindling options, but the company is still in the business of creating dreams.

    Its latest dream, the P.U.M.A. mobility pod, to be unveiled Tuesday in New York, is pretty far out — and as such, requires no big immediate investments. Indeed, Larry Burns, G.M.’s vice president for research and development and strategic planning, said the P.U.M.A. prototype cost “only one half of one percent of G.M’s typical engineering budget” for a year.

    Of course, the P.U.M.A. (for Personal Urban Mobility and Accessibility) is not really a car, and it’s not really being introduced, except as a bit of blue-sky thinking about better ways to move around crowded urban areas than driving an automobile.

    Mr. Burns has used the phrase “reinvention of the automobile” before, in relation to fuel-cell vehicles like the G.M. Sequel. But the P.U.M.A., a joint project with Segway, the New Hampshire-based creator of self-balancing two-wheel scooters, is quite different. Think of a larger, two-passenger, sit-down version of the Segway PT, with two gyroscopically balanced wheels. The prototype has minimal bodywork, but podlike enclosures (which look like computer mice on wheels) are imagined for production. If it gets that far.

    If all of this conjures visions of a rickshaw, well, the prototype does somewhat resemble one. Mr. Burns imagines Singapore, which has rickshaws, as one possible early market.

    The P.U.M.A., which will be displayed at the New York International Auto Show (which opens to the public on Friday), is an electric vehicle powered by lithium-ion batteries. James D. Norrod, the president and chief executive of Segway, says it has a 35-mile range and 35 m.p.h. top speed. A three-hour charge costs, not surprisingly, 35 cents. It is, in essence, a neighborhood electric vehicle, or N.E.V., whose limited speed keeps it off highways (and, in most states, off roads with speed limits over 35).

    Mr. Burns said that six P.U.M.A.’s would fit in a standard parking space.

    A new N.E.V. — many are little more than glorified golf carts— is not going to reinvent the automobile. Despite the claims by proponents of such vehicles that they serve the driving needs of many millions, they have failed to make much of a dent in the car market. Ford abandoned its Neighbor N.E.V. when it sold the Norwegian company that made it, Think Nordic, at the end of 2002. Fewer than 6,000 Neighbors were sold in the United States that year. Chrysler still sells Global Electric Motorcars vehicles, which have had some success in gated communities.

    In a meeting Monday with editors and reporters at The New York Times, Mr. Burns pulled out his cellphone to make a point: Project P.U.M.A. vehicles would be designed to tap into the two-way communications made possible by G.M.’s OnStar technology, which has six million North American subscribers. The vision is expansive: using “vehicle to vehicle,” or V2V, communications, these “100 percent digital” devices would communicate with one another over a quarter-mile range to prevent collisions, eventually allowing what G.M. calls “autonomous driving and parking.”

    Mr. Burns imagines a hands-free urban driver ignoring dense city traffic to concentrate on sending text messages from a PDA clipped in to serve as a dashboard, while the mobile Internet pod moves toward its destination. “My daughter sleeps with her iPhone in her hand,” Mr. Burns said. “At this point, is using a cellphone the distraction, or has driving become the distraction?”

    There’s more: the pods would also be equipped to communicate with the smart grid of the future (as is the Aptera EV, another podlike electric vehicle that is due to be introduced in the fall), returning electricity to utilities during times of peak demand. That’s not V2V, it’s V2G — vehicle to grid.

    NYT_VideoPlayerStart({playerType:"article",videoId :"1194839263765",adxPagename:"wheels.blogs.nytimes .com/video"});

    The Segway PT costs $5,000, so the more capable 600-pound P.U.M.A. would presumably be priced considerably higher, though Mr. Burns declined to speculate where the sweet spot might be. “This is a prototype, not a product,” said Mr. Norrod of Segway. “We have not made a decision to commercialize it.”

    Mr. Burns concluded his remarks by offering a glimmer of what his company could become if it managed to transform the urban roadscape. “We were the S.U.V. company, and we accept that,” he said. “We want to become the U.S.V. company — known for ultra-small vehicles.”





    Copyright 2009 The New York Times Company

  13. #148
    Chief Antagonist Ninjahedge's Avatar
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    They need a LOT of work on those.

    The image is complete geek/loser, and unles they market it as something fun, they will get very few people using them to get into and out of the city. I wuold feel very uncomfortable giong through the tunnel in one of those!

    Now, OTOH, if they made incentives such as reduced taxes on parking spots for them, and something like a $1 toll for the bridges/tunnels (you think they contribute to the wear and tear of the infrastructure?) They might become the popular little vehicle for the short-range suburban and other-borough commuters. Maybe even an opportunity for something like a park-and-ride....



    Still, the look needs major work.

  14. #149

    Default iCart?

    e'mo



    e'mo is a lightweight electric car for town and local traffic, of a totally new design. Consistent with the motto of "less is more" e'mo renounces all superfluous unnecessary burdens and places in pole position the original purpose of the automobile, that is individual mobility. The name itself stands equally for electric motion, efficient mobility and for emotion. Thus the central concerns for e'mo are optimal energy efficiency with high suitability for everyday use, an attractive and distinctive package, and all this at an affordable price.



    vision
    e'mo began with a vision: to create a contemporary form of individual mobility for local traffic. A small light vehicle, environmentally friendly and highly energy-efficient while making no compromises as regards utility and safety, to be cool and sexy, practical and manoeuvrable and above all affordable to every man and woman. A car in fact that today's market has not yet seen.

    implementation
    Today's motor vehicles are big and heavy and hence have low fuel efficiency. Even most of the electric vehicles the motor industry is presently planning or has already announced are very heavy, because they are fundamentally based on existing designs using the internal combustion engine, and/or give pride of place to high power instead of high energy-efficiency. Such designs are far from realising the potential of electric vehicles for saving energy. e'mo is a new concept from the ground up, aiming at the target of energy-efficient lightweight construction. Lightweight materials and a thoughtful design that renounces all unnecessary components lead to a uniquely low weight. Furthermore, simple construction with few parts, the use of standard components and uncomplicated technology make for low production costs.



    daily use
    e'mo is the perfect companion for daily travel over short distances. Whether on the way to work, doing the shopping or for a short trip to the countryside, e'mo makes it fun to drive in and around town. As a 2+1-seater e'mo has room enough for most everyday needs. Small and nippy, an efficient money-saver but chic and stylish as well, e'mo is an attractive alternative to the existing range of motor or electric vehicles. Moreover, e'mo is ideal for transport within a closed perimeter, such as the site of a private firm or an airport.



    the vehicle
    e'mo is a lightweight three-seater electrically-driven car. Thanks to its very low ready-for-the-road weight of only 325 km, e'mo is very energy-efficient and so extremely inexpensive to run. A fully-charged battery gives it a normal range of 100 km, but the battery pack can be augmented according to need to extend this range. With the top folded down in summer it's a pure joy to drive, but with the fabric top up there's no problem even on the wettest days. The cheeky little e'mo is very practical, and gives a novel feeling of carefree mobility.

    technical data
    Lightweight electric vehicle
    Load-bearing structure of sandwich panels
    Overall dimensions: L x W x H:
    2725 mm x 1495 mm x 1500 mm ~ (9' x 5' x 5')
    Weight ready for the road: 325 kg ~ (715 lbs)
    Working load: 275 kg ~ (605 lbs)
    Drive: synchronous motor
    Batteries: Rechargeable lithium'ion
    On board battery charger input voltage:
    200 - 240 V
    Charging time:
    100%: 6h / 80%: 2.5h / 50%: 1.5h
    Energy consumption: about 4kWh/100km
    Range: 100km ~ (60 mi)
    Maximum speed: 80 km/h ~ (50 mph)
    Target selling price: 15,000 Swiss francs. ~ ($13,000)

    http://www.e-mo-car.ch/main.en.php?&id=100

  15. #150

    Default

    ^ I clicked on that thinking it was another Mariah Carey video. I thought maybe my speakers were broken. What's going on here? Where am I?

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