The Car Tech blog

Half of a TDI engine plus an electric motor equals twice the fuel economy. That's our kind of math.

(Credit: Josh P. Miller/CNET)

Volkswagen unveiled one of the few new concepts at the 2009 LA auto show, a tiny hybrid concept called the Up Lite concept (or Up! Lite, if you have a penchant for gratuitous punctuation). This small turbo-diesel hybrid possesses a small physical footprint--being much smaller than the VW Golf--and a super small carbon footprint, reaching an astronomical 70 US mpg fuel economy on the EU testing cycle.

VW Up Lite (photos)

To create the power train for the Up Lite, VW took its 1.6-liter TDI engine, chopped it in half, and slapped an electric engine on the back. Of course, we're sure there's more that went into the development than that, but what you end up with is a two-cylinder 0.8-liter TDI engine mated to a 10kW electric motor that spins its flywheel to the tune of a maximum of 64 horsepower. However to attain the Up's insane 70 US mpg, the drive train must be placed in ECO mode, which limits output to 34 horsepower. Putting that power to the front tires is a seven-speed DSG gearbox.

The electric motor is a multitasker, performing as a motor, a regenerative brake, and as a starter for the diesel engine. Able to be operated in an all-electric mode, the Up Lite is a full-fledged hybrid. When in EV mode--for coasting, at low speeds, and when stopped--the small grill opening at the base of the front air dam slides shut to reduce aerodynamic drag. Like any good full hybrid, the electric motor can also work in tandem with the TDI engine when maximum acceleration is necessary.

The Up Lite is thrifty, but obviously not very powerful. However, thanks to the torquey nature of electric and diesel powerplants, the up is still able to hustle to 60 mph in just over 12 seconds before reaching a top speed of 100 mph.

While the Up Lite's hybrid power train is mostly responsible for the lofty fuel economy and low emissions, it does get a little help in the form of weight saving and aerodynamic measures. Besides just being physically small, the Up Lite keeps its mass down through extensive usage of aluminum. With the exception of its carbon fiber roof and plastic bumpers, all of the Up Lite's body panels are made of aluminum, as are parts of its underlying unibody.

To cut down on aerodynamic drag, the Up Lite utilizes a narrow and long body and the aforementioned opening and closing grill. In place of turbulence creating side mirrors, the Up Lite has a pair of cameras that work in tandem with the rearview camera to offer a blind-spot-free panoramic view of the road behind you. Expect practical mirrors to be back in placer before this puppy reaches production.

In addition to loads of green tech, the Up Lite concept features a good array of good ol' fashioned cabin tech.

(Credit: Josh P. Miller/CNET)

In addition to green technologies, the Up Lite will be equipped with a full array of safety features (airbags, stability control, etc.) and a cabin tech package that includes MP3 playback, hands-free calling, video playback, and a trick navigation system that utilizes traffic, time, and terrain data to find the most fuel efficient path from point A to B.

The Up Lite concept is the harbinger of Volkswagen's new small car platform that should bear fruit in the form of a production Up Lite as early as the second half of 2011.

Mazda, EnerDel, Think Global, and others are partnering on a test project that will pair all-electric cars with stationary storage units as charging stations, EnerDel and Mazda announced this past week.

Mazda plans to convert some of its Mazda2 vehicles (known as the Mazda Demios in Japan) to all-electric cars running a Think drivetrain with EnerDel lithium ion batteries.

The Mazda2 (called the Demios in Japan) is expected to become available in the United States in 2010.

(Credit: Mazda)

The cars will be offered to Japanese customers through a rental car program, called the Tsukuba Environmental Style Test Project, which should be up and running by March 2010 in Tsukuba City, Japan, near Tokyo, according to Mazda.

U.S. battery manufacturer EnerDel has described the test project as the Japanese equivalent to Zipcar in the States, a program in which customers join a car club that offers car rentals on an hourly or daily basis.

Instead of recharging stations tapping directly into a smart grid, those in the Tsukuba test project will use stationary grid storage units also developed by EnerDel. The stationary storage units will enable the rapid charging of the all-electric Mazda2 cars, while avoiding the possibility of having to tap into a smart grid during peak usage hours.

"The unique combination of on-site battery storage with rapid charging allows the use of direct current throughout the system, sharply reducing the amount of time needed to charge a vehicle," according to a statement from EnerDel.

The recharging stations, which will draw from solar panels as well as grid power, will be located at Family Mart convenience stores in the Tsukuba City area.

Itochu, a Japanese conglomerate that has partnered with EnerDel on energy projects since 2003, owns the Family Mart chain. It was through a partnership with Itochu that EnerDel and Think Global converted and tested a fleet of trucks to all-electric vehicles for the Japanese Postal Service.

California will be the "lead market" for the Chevy Volt when the electrically driven car is available at the end of next year, General Motors said Wednesday.

California was chosen because the state has the largest U.S. car market, and Californians are "known to be leaders in adopting groundbreaking new technologies," GM's vice president of global Chevrolet brand, Brent Deware, said in a statement pegged to this week's Los Angeles International Auto Show.

Production of the Volt is scheduled to start in late 2010. GM has not announced pricing for the 2011 model, though newly dethroned CEO Fritz Henderson acknowledged earlier this fall that the price would be about $40,000. (GM's board on Tuesday asked Henderson to resign, effective immediately.)

California, here we come.

(Credit: General Motors)

As part of the California rollout, GM plans to make 100 Volts available to three utilities for testing. The cars will be used as fleet vehicles, and performance data will be collected via GM's OnStar in-car communications for a Department of Energy-run research program.

Financially strapped GM has a lot riding on the Chevy Volt. The car is designed to run for 40 miles on its lithium ion batteries and then use an engine-generator combination for longer rides. GM expects that most customers will do the majority of their driving on electric charge only, making the cost per mile cheaper than gas-only cars.

Even with the public excitement over electric cars, automakers are still not totally sure how consumers will adjust to the new technology and how electric components will operate in real-world conditions.

GM, as well as other automakers, plans to offer electric vehicles in certain regions that will invest in the infrastructure to support them. The California research program calls for the installation of 500 charging stations at people's homes, at businesses, and in public places.

The CMT-380 serial hybrid sports car is built on a Factory Five Racing kit car platform.

(Credit: Capstone)

In an unlikely alliance, Capstone, manufacturer of electricity-generating microturbines, and Electronic Arts Chief Creative Director Richard Hilleman have built a hybrid sports car for the upcoming Los Angeles Auto Show. The CMT-380 uses an electric power train with a range-extending diesel-fueled microturbine. A lithium polymer battery pack gives the CMT-380 80 miles of pure electric range, and the microturbine generates power for an additional 500 miles.

The car itself is built on a kit car platform, the Factory Five Racing GTM supercar. Capstone cites performance figures of 3.9 seconds to 60mph and a 150mph top speed. Impressively, the microturbine burns its fuel so cleanly that no catalytic converter or other exhaust treatment is needed for the car to meet California's Air Resources Board emissions requirements.

Not the first name that comes to mind in the automotive industry, Capstone has been making microturbines for stationary facilities and hybrid public transport vehicles since 1988. The microturbine in the CMT-380 is the company's smallest, generating 30 kilowatts. Capstone claims many benefits of its microturbine technology over an internal combustion engine, such as compact size, low maintenance, and efficient operation.

But forget buying your own CMT-380. Capstone says it may build a limited number based on interest at the Los Angeles Auto Show, but the car really serves as a demonstration of microturbine technology. Capstone will look for interest in the technology from automakers.

Nissan's all electric Leaf goes into mass production next year.

(Credit: Josh Miller/CNET)

Automakers tend to agree that the electrification of the car is inevitable, but Nissan is leading the way by readying a mass-market, affordable electric car for production. The Leaf is a midsize hatchback with a range of a little more than 100 miles, according to Nissan. Although Nissan didn't let us drive it, the company brought the Leaf to CNET's headquarters so we could get a close look at what might be the future of driving.

2011 Nissan Leaf photos

When Nissan first released pictures of the car, commenters found it ugly, with its bulbous headlights giving it a frog-like appearance. But in person, the length of the car mitigates that criticism. And looking over those headlights, we could see that they are longer, and more fin-shape than bulbous. The lights are LEDs, used because of their low power draw. The shape of the headlight casings has an aerodynamic purpose, splitting airflow around the side mirrors.

A hatch in front of the car conceals two plug-in points, one a standardized socket for electric vehicles and the other a proprietary Nissan design that can charge the batteries to 80 percent in 30 minutes. The Nissan plug, which would only work with very specific charging stations, uses DC power so that the onboard inverter doesn't have to convert external AC power for the DC batteries. The standardized plug will work with more sources, taking AC power from the grid and running it through the inverter, lengthening the time it takes to charge the batteries.

Nissan developed the lithium ion batteries for the Leaf in conjunction with NEC. The batteries are flat slabs that fit in the chassis of the car. Weighing about 500 pounds, the battery placement and distribution helps to lower the Leaf's center of gravity. Beyond charging from a plug, the Leaf also incorporates regenerative braking. Similar to the Tesla, as soon as you lift off the accelerator, regenerative braking kicks in, sending juice to the batteries and slowing the car.

The Nissan Leaf goes on sale in December of 2010 as a 2011 model. Nissan is counting on 20,000 preorders for the car, and will initially build them in Japan. By the third model year, the company expects to start producing them from its plant in Smyrna, Tennessee.

BEIJING--Lorry driver Zhang Jianwei isn't worried about cleaner fuel requirements that come into force in China next year, raising the price of motor fuels--he will just keep buying cheaper, dirtier diesel at smaller stations.

Zhang's example underscores the cautious approach the world's second largest oil consumer is taking to introducing tougher diesel and gasoline specifications, and shows why there will be little initial impact on China's fuel trade.

Motorists across China will switch to 150 parts-per-million (ppm) sulphur gasoline from January 1, 2010, from 500 ppm, and a lower content of benzene, a carcinogen, three years after the specifications were first announced.

The changes, a hard sell to motorists already facing record pump prices, won't bring China's fuel standards into line with even stricter Western market benchmarks, tempering the risk of Asia's leading gasoline seller flooding export markets with still more fuel.

"It will not allow them to break into advanced markets yet, but I don't think they aimed for that anyway," said Al Troner, managing director of AP Energy Consulting, and an expert on Asian fuel specifications.

But its start to move Chinese oil firms beyond their traditional role of being self-sufficient toward being more like aggressive exporters in South Korea and more recently, India. For example, 150-ppm gasoline will probably help boost Chinese sales into Australia, which uses a similar grade.

Also from January 1, China is launching automotive diesel with a sulphur content of 350 ppm, to differentiate from the 2,000-ppm general diesel used by its vast rural and industrial sectors. However an 18-month "transitional" period is allowed before the specification becomes mandatory.

One significant change in diesel quality is the cap on polyaromatics, a main contributor to urban smog. That requires refiners to use costly hydrocracking and hydrotreating units, instead of traditional catalytic crackers.

Oil duopoly Sinopec and PetroChina have in the past decade or so been spending heavily on units that strip sulphur and crack heavy residues into motor fuels, as China imports a growing share of sour and heavy crude oil.

The new specs mean the cost of fuel is set to rise further, a challenge for refiners like Sinopec to pass on to Chinese drivers already paying record pump prices.

"It's Sinopec's chance to showcase our strength in technology. But as it costs to build and run hydrocrackers to meet the specs, we will expect a premium price for premium quality," Sinopec's spokesman, Huang Wensheng, said.

The diesel factor
The formal introduction of automotive diesel specs highlights the oil industry's focus on meeting the rapid growth in road freight traffic in an economy that is heavy on manufacturing and as the country swiftly expands its highway networks.

China's demand for automotive diesel overtook gasoline in absolute volumes a couple of years ago, and is poised for strong growth in the coming years, analysts said.

Automotive diesel now makes up more than half of China's total diesel use of some 3 million barrels per day, against a third previously.

"The improvement in auto diesel standards in the past has been slowed in part because of China's massive use of rural diesel by tractors. Auto diesel is growing rapidly," said Lu Changjiang, Sinopec's fuel quality and efficiency chief.

China's environmental watchdog wants to fast track the more stringent standards, and Sinopec says it has the technical ability to produce Euro V motor fuels with sulphur content of 10 ppm and steeper cuts in polyaromatics.

"We're aiming to catch up with European standards (V) by around 2015/2016," said Tang Dagang, head of vehicle emissions control of the Ministry of Environmental Protection, adding that mationwide specifications for 50-ppm gasoline, already in use in Beijing and Shanghai, are expected to be announced soon.

For the country's swelling fleet of private car owners--car sales in China recently passed those in America to make it the world's top market--the mandatory shift to cleaner petrol of 150 ppm will put China in the league of clean fuel markets like Japan and Australia.

And the cut to 1 percent from 2.5 percent of benzene places China at the top of the moderately high quality ranks, said AP Energy's Troner.

But both the government and oil firms will need to gauge if users like lorry driver Zhang are going to pay up, after a doubling of prices in the past five years and a dwindling of China's exports, which has heightened competition among truckers.

To cut the bills for his 1,000-liter tank, Zhang says he may stop more often at gas stations near his mountainous hometown in Fujian, where cheaper and lower-grade fuels are popular, before hitting the 4-lane interprovincial highways dotted by petrol outlets run by state giants Sinopec and PetroChina.

"If it can save me 300 to 400 yuan ($45 to $60) per trip, I will not hesitate to refuel at the smaller stations," said Zhang.

Story Copyright (c) 2009 Reuters Limited. All rights reserved.

(Credit: Automotive News)

DETROIT--BorgWarner forecasts about $1.8 billion in new powertrain business in the next three years as automakers revamp their engines and transmissions to meet stricter government mandates on emissions and fuel efficiency.

Analysts, who had expected the supplier's plan to take a sharper hit from the global recession, were surprised by the strength of the forecast.

The suburban Detroit company, which last month posted a third-quarter profit after four straight quarters in the red, said half of the new business would come from Europe, the main market for advanced gasoline and diesel engine technology. Asia will account for 30 percent of the new business and the Americas, 20 percent.

When it unveiled its three-year plan a year ago, BorgWarner said it expected to bring in $2.1 billion in new business from 2010 through 2012.

"The size of the drop is somewhat smaller than expected, given the decline in expected global light-vehicle production," David Leiker, an analyst with Robert W. Baird & Co., said in a research note. Last year's projection came in late October, "when the global financial crisis was still in its early stages," Leiker said.

North America soon should bring in more drivetrain and engine air management business, CEO Tim Manganello said last week during a conference call.

For instance, Chrysler Group does not account for any new business in BorgWarner's backlog of orders. That could change because Chrysler's future vehicles with smaller-displacement gasoline engines are to be powered with engines from Fiat S.p.A.

BorgWarner already supplies the control module for Fiat dry-clutch transmissions and turbochargers for diesel and gasoline engines. The supplier's contracts include turbochargers for Fiat's 1.8-liter gasoline engine, which Manganello said could power a number of Chrysler vehicles.

Manganello said he expects that by 2013 or 2014, North American car and truck production will return to rates seen in late 2007 and early 2008. Production then was around 3.5 million vehicles a quarter but has dropped to around 2.5 million now.

Dual-clutch transmissions make up about 13 percent of BorgWarner's 2010-12 backlog of orders. Manganello said he expects dual-clutch transmissions to occupy a larger share of sales in 2013 to 2015, noting a "very strong" development program with a Japanese carmaker for dual-clutch technology.

(Source: Automotive News)

(Credit: Automotive News)

The federal government is taking public comments on proposed changes to the long-standing corporate average fuel economy mandate. Those proposed changes include considering new approaches to improving fuel economy and, for the first time as part of CAFE, reducing emissions.

New CAFE rules are being hammered out by the EPA and the National Highway Traffic Safety Administration, an agency of the Transportation Department.

The two agencies considered more than 35 technologies that automakers could use to improve fuel efficiency and reduce carbon dioxide emissions during the 2012-16 model years, according to the agencies' joint proposal for the new rules.

That proposal, currently the subject of public comment, is expected to be completed around April, a NHTSA spokeswoman said.

The technologies being considered fall into five categories:

1. Engine.

2. Transmission.

3. Vehicle.

4. Electrification/accessory.

5. Hybrid technologies.

Most "are readily available, well-known, and could be incorporated into vehicles once production decisions are made," the 337-page proposal says.

At the same time, though, the EPA has opened the door for automakers to get credits for using new technologies that would reduce greenhouse-gas emissions.

"Eligible innovative technologies would be those that are relatively newly introduced in one or more vehicle models but that are not yet implemented in widespread use in the light-duty fleet," the proposal says.

Combining NHTSA's miles-per-gallon targets for CAFE with the EPA's emissions goals could result in overall efficiency improvements.

Said Jim Kliesch, a senior engineer with the Union of Concerned Scientists, "This is good news from an efficiency standpoint because there's overlap between the amount of greenhouse gas emitted and fuel economy."

(Source: Automotive News)

(Credit: Automotive News)

Whatever happened to ethanol?

With all the buzz about hybrids, full electrics, and plug-ins, the industry doesn't seem to talk a lot about biofuels these days.

But research is continuing. So is a political debate over the amount of ethanol that should be blended with gasoline in the U.S. fuel supply.

Proving grounds tests

Vehicles at General Motors' Milford Proving Grounds in Michigan have started testing cellulosic ethanol made by GM partner Coskata at a new plant in Madison, Pa., outside Pittsburgh. Coskata dubbed its plant, which opened last month, "semicommercial." It is capable of producing 50 million to 100 million gallons of fuel a year from such feedstocks as wood biomass, agricultural, and construction waste, and crops raised specifically to be used for energy.

"The next step is to build full-scale facilities and begin licensing our technology to project developers, project financiers, and strategic partners," Coskata CEO Bill Roe said in a statement.

Among the nation's automakers, GM has been the most visible backer of ethanol. In January 2008, it launched a partnership with Coskata. A few months later, it invested in a second cellulosic-ethanol venture, Mascoma.

Companies such as Coskata and Mascoma are working to address a major criticism leveled against the use of ethanol derived from corn: that it jeopardizes the world's food supplies and raises food prices.

Cellulosic-ethanol companies are looking at ways to make fuel by breaking down cellulose, the material that gives structure to plants. The idea is to get away from relying on corn and other food crops by using waste matter, such as corn stalks.

"We invested in Coskata so that we could enable the rapid deployment of commercially viable and environmentally sustainable ethanol globally," said Bob Babik, GM's vehicle emissions director, in a statement issued at the startup of the Pennsylvania plant.

The debate over cars and ethanol long has centered on the relative scarcity of ethanol fueling stations and the low fuel economy that vehicles achieve when fueled with ethanol.

How much is too much?

Lately, that debate has shifted to how much ethanol should be blended into the nation's gasoline supply.

By law, standard gasoline in the United States can contain up to 10 percent ethanol. Recently, backers of the biofuel, led by a group of ethanol makers known as Growth Energy, have lobbied to increase that limit to 15 percent. High corn prices and a slump in demand, the result of Americans driving fewer miles in the recession, have hit makers of corn-derived ethanol hard. Many ethanol makers have gone out of business.

Flexible-fuel vehicles, which many automakers now offer, are designed to run on such a high concentration of ethanol, a blend specifically labeled E85.

Groups representing carmakers, including the Alliance of Automobile Manufacturers and the Association of International Automobile Manufacturers, are fighting efforts to allow 15 percent ethanol in standard gasoline. They say that engines designed to handle no more than 10 percent ethanol would suffer if the mix rose to 15 percent.

Michael Stanton, CEO of the international association, wrote this summer in a letter to the EPA that if the EPA "were to approve the sale of such fuels, we believe a range of problems would result that could jeopardize the control or reduction of automotive emissions."

(Source: Automotive News)