Study: More than 1M EV chargers coming to U.S. by 2015— Autoblog Green

While it's been debated that themajority of electric vehicle (EV) owners will find little need for public chargersand will instead choose to juice their EVs up at home each night, a study from the clean technology market research firm Pike Research indicates that chargers are coming anyways. Tons of them. Even Pike's own study reveals that at-home charging will be the norm, but that won't stop vendors, municipalities and utility companies from installing all those public charging stations.

Funded mainly by government dollars, Pike is predicting the U.S. will have more than one million public chargers by 2015, the vast majority of which willoffer low-fee or free charging. Pike Research also suggests that retailers will install charging stations in an effort to draw in consumers by alluring them with the offer of free charging while they shop. Coincidentally, the number of chargers predicted by Pike Research line up with many studies suggesting that the U.S. could havemore than one million EVs scattered across our roadways by 2015. If you add in all of the million or so home charging units, it seems like we could end up with a charger overload. Follow the jump for more on the predicted expansion of our EV charging infrastructure.

{Source: Pike Research}

PRESS RELEASE

More than 4.7 Million Electric Vehicle Charge Points to be Installed by 2015

The automotive industry will reach a turning point during 2010, as it begins the gradual transition away from the internal combustion engine and towards electrification. According to a new report from Pike Research, this evolution will require the ongoing buildout of electric vehicle (EV) charging infrastructure, ranging from residential equipment to public, private and workplace charging stations. The cleantech market intelligence firm forecasts that a total of 4.7 million such charge points will be installed worldwide during the period from 2010 to 2015.

"The success of hybrid vehicles in the 2000s gave drivers a taste for propulsion by electric power,"says senior analyst John Gartner,"and governments around the world are now highly focused on creating the charging infrastructure to support the arrival of EVs in significant numbers."Gartner expects that by 2015, more than 3.1 million EVs, including plug-in hybrids and all-electric vehicles, will be sold worldwide.

Pike Research's analysis indicates that the market for EV charging equipment is likely to become increasingly crowded by the end of 2011. While the initial wave of vendors was led by niche vendors such as AeroVironment, Better Place, Coulomb Technologies, and ECOtality, heavyweight technology players such as GE, Panasonic, Samsung, and Siemens are now making bold moves into the space.

Since initiating its coverage of the EV charging equipment sector in 2009, Pike Research has downgraded its forecast slightly to the current level of 4.7 million charge points installed between 2010 and 2015, from its original estimate of 5 million charging stations during that period. Gartner comments that this is due to a somewhat slower projected rate of sales for EVs, in addition to the continued lack of a clear business model for public charging stations."The economics of selling a few kilowatt hours per charge are very challenging, and as such we anticipate that public charging station deployments will be driven mainly by government initiatives over the next several years."

Pike Research's study,"Electric Vehicle Charging Equipment", analyzes technology and business issues related to the buildout of EV charging infrastructure in global markets. It examines the market for residential, public, private, and workplace charging stations as well as reviewing the key operational and technological impacts of plug-in hybrid and battery electric vehicles on the grid. Analysis includes an in-depth assessment of market drivers and barriers, along with profiles of charging infrastructure vendors and utilities. Detailed forecasts for EV charging equipment are included through 2015. An Executive Summary of the report is available for free download on the firm's website.

Pike Research is a market research and consulting firm that provides in-depth analysis of global clean technology markets. The company's research methodology combines supply-side industry analysis, end-user primary research and demand assessment, and deep examination of technology trends to provide a comprehensive view of the Smart Energy, Clean Transportation, Clean Industry, Corporate Sustainability, and Building Efficiency sectors. For more information, visit www.pikeresearch.com or call +1.303.997.9765.

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Autocar says range-extenders are the future. Do you agree?— Autoblog Green

BMW Megacity– Click above for high-res image

Autocarassociate editor Hilton Holloway recently attended atwo-day technical briefingonBMW's Megacity Vehicle projectand, while he admits that the pure electric Megacity is fascinating in its own right, it's the possibility ofBMWintroducing a range-extended version at a later date that has him grinning from cheek to cheek. Holloway firmly believes that the range-extended setup is the most promising form of advanced vehicle technology available right now. He describes the virtues of range-extended technology and the drawbacks of pure electric vehicles this way:

One of the biggest problems for pure-electric vehicles is not just the driver's 'range anxiety' but also the huge draw on battery power required by lights and heating in winter. Cold weather also wallops the battery's performance. Using a range-extender layout fixes these problems and should be no more expensive than a pure electric car. The key about combining a petrol engine/generator and battery pack is that it can deliver the performance of a big internal combustion engine along with very low emissions of both CO2 and pollutants.

Holloway backs up some of his claims by referring to the abilities of vehicles such asJaguar's Limo Green projectand theVauxhall Ampera, both of which are prime examples of range-extended technology. Finally, Holloway closes with this prediction:

Ten years from now, the Mk5, all-aluminium, Range Rover will weigh 1900kg, be powered by a 1.3-litre petrol engine/generator and compact battery pack. It will be good for 135g/km and the air coming out of the exhaust will have lower pollutant levels than the air going into the engine. Try calling that a gas-guzzler.

That's an appealing vision and it makes us bring up the oft-asked question: Will the future of automobiles (long term, say 15-20 years from now) be driven by range-extender technology, or is it more likely that pure electric vehicles will dominate?

{Source:Autocar}

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Mitsubishi admits i-MiEV's total cost of ownership might be higher than expected due to serious depreciation— Autoblog Green

Mitsubishi i-MiEV– Click above for high-res image gallery

For years now, some electric vehicle advocates have argued that despite the higher up-front cost of batteries, plug-in cars would be cheaper to own and operate in the long run. The problem was, until the Tesla Roadster came along a couple of years ago, there were no factory-built and sold electric vehicles (EVs) to gather any real evidence from. The real test will begin in the next few months whenNissan,General Motors,Mitsubishi,Fordand others start to sell EVs to the masses.

Two big factors really can't be argued against right now. Even with government incentives, EVs will be more expensive to buy than an equivalent internal combustion vehicle and energizing them from the grid will cost less. However, one of the big arguments against buying most new cars, regardless of power plant, has been that they lose a good chunk of their value as soon as you drive them off the lot. The rate of depreciation varies widely and is often connected to how well they hold up after several years on the road. A typical car might be worth half or less of its original value after just five years.

How will this affect plug-in cars? With an EV, the battery pack often accounts for a much larger percentage of the car's original value other types of vehicles. While an engine that has been maintained properly can easily exhibit most of its original performance after 100,000 miles– and many can often go 200,000 miles or more– the same cannot reliably be said (yet, as far as we know) of a battery in an EV. The reality is that no one really knows how much value a battery will retain after 50,000 or 100,000 miles. It's a hard number to calculate. Nissan hassaid that the Leaf battery might only hold 80 or 70 percentof its original charge after ten years, for example, which will make it worth less. Speaking to theBBC, Mitsubishi has acknowledged that the i-MiEV's depreciation over three years could turn out to be more than the original cost of an internal combustion car (a Fiat 500 Lounge 1.2 petrol, in the example given). That's a tough bunch of numbers.

Gallery:Mitsubishi iMiEV production model

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{Source:BBC}

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Study: Average male drives extra 276 miles/year because he won't stop for directions— Autoblog Green

That long-running joke about men being unwilling to stop for directions? Well, it's no joke, at least not according to British insurance firm Sheilas' Wheels. In fact, the average male motorist in Britain travels some 276 extra miles per year simply because he refuses to ask for directions. Worse yet, that amounts to£2,000 ($3,100) worth of wasted fuel over the stubborn man's lifetime.

In the UK, 25 percent of all men would rather wander aimlessly for up to a half hour before stopping to ask for directions, and one in 10 simply refuse to ask altogether. On the flip side, three quarters of women polled have zero qualms about asking for help. And here's our favorite stat: 41 percent of men admitted to telling their passengers that they knew where they were going... even though they didn't.

Though the study took place in the UK, we'd bet that, if anything, it's worse here in the States. After all, as a much larger country with sometimes huge stretches between destinations, we probably waste more time and fuel pretending like we know exactly where we're going.

{Source:Telegraph| Image: Andreas Rentz/Getty Images}

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Kettering University unveils Flint's first biomethane-powered truck— Autoblog Green

Researchers atKettering University, along with officials fromSwedish Biogas Internationaland Flint, MI Mayor Dayne Walling have unveiled Flint's first biomethane-powered truck. Students and faculty members at Kettering set out on the ambitious project of converting aChevrolet Silverado2500 HD to run on a duel-fuel system supplied byBaytech. Corporation. The converted truck can automatically switch between good ol' gasoline and the renewable alternative fuel, biomethane.

It gets better (i.e., more local). The converted truck will run on homegrown fuel fromFlint's relatively new Wastewater Treatment Plant and Swedish Biogas project. The plant, constructed alongside the city's waste water treatment facility, produces and purifies methane from the sewage. Both the converted truck and Flint's biogas production site came to fruition along with the help of collaborative partners, including Swedish Biogas International, Kettering University, the city of Flint, C.S. Mott Foundation and the Michigan Economic Development Corporation. It may have taken a significant amount of time and the generous help of many, but a biomethane-powered vehicle has now been added to Flint's automotive history.

{Source:Kettering University}

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AutoblogGreen Q&A with Transonic Combustion: can supercritical fluids give a 30% mpg boost?— Autoblog Green

Given that the traditional four-stroke Otto-cycle engine piston engine only has a thermal efficiency of 25-30 percent, there is clearly still plenty of room for improvement. While most of the green automobile attention in recent years has been focused on electrification, liquid fuels still have about 100 times the energy density of today's best lithium-ion batteries, a difference that probably won't change significantly any time in the near future.

With that in mind, there is still plenty of effort being expended on improving the humble internal combustion engine. These efforts range from completely different architectures likeEcoMotors' opposed piston opposed cylinder (OPOC)to new combustion processes such ashomogeneous charge compression ignition (HCCI). One of the more interesting combustion-related developments comes from a California-based startup known asTransonic Combustion. In 2007, the company was claiming itcould get an ICE vehicle to 100 miles per gallon. A lot has happened since then, and we finally have a better idea what the company's technology is. We sat down with CEO Brian Ahlborn to learn more about what the company is working on, and you can read all about it after the jump.

Gallery:Transonic Combustion

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The heart of Transonic's technology is a new fuel delivery system conceived by company founder Mike Cheiky. Cheiky's idea was to get the liquid fuel into asupercritical statebefore injecting it into the combustion chamber. Traditionally, matter has been thought of as having three states, solid, liquid and gas and any given material can exist in one of those at any point in time depending on the temperature and pressure. Fuels like gasoline and diesel generally only burn after they are vaporized.


The supercritical state is essentially a fourth phase of matter that lies between liquid and gas that has properties of each as well as unique properties of its own. Achieving a supercritical state requires raising the temperature above the boiling point of the fluid while also increasing the pressure. According Ahlborn, the supercritical fluid can burn much faster than it can in a"normal"gaseous state, something that provides a number of advantages with respect to efficiency and emissions.

There are two major aspects to Transonic's technology, the fuel preparation and the direct injection system. The fuel delivery system is an evolution of current direction injection systems that use a common high-pressure (200-300 BAR) rail to deliver fuel directly to each each combustion chamber through individually controlled injectors. Before fuel is injected, the preparation system gets it into the supercritical state and this, according to Ahlborn, is where the"secret sauce"lies.

Ahlborn was reluctant to get into too many details of its proprietary system, but did reveal that the fuel temperature is increased from about"100 degrees centigrade to approximately 350-400."The fuel is also catalyzed, and although Ahlborn again declined to be specific about exactly what this means, he did respond to our query with,"I wouldn't necessarily draw the conclusion that we heat it in the presence of a catalyst."Ultimately, the goal is to have the fuel"be better prepared for an optimal combustion"says Ahlborn.

In a traditional piston engine, up to one-third of the energy of combustion is lost to heat transfer through the cylinder walls and into the coolant. One way to reduce some of this energy loss would be to have the actual combustion concentrated closer to the center of the cylinder and away from the walls. The claim from Transonic is that the faster burn rate of the supercritical fuel consumes the fuel before the flame front gets to the cylinder walls, thus reducing the heat transfer. In this way, more of the available chemical energy in the fuel can be transformed into mechanical energy to push the piston down.

With traditional fuel delivery systems, ignition typically occurs while the piston is still rising up in the cylinder, leading to pumping losses as the expanding gases push back against the piston. The faster burn rate of the supercritical fluid would make possible to delay ignition to either top dead center or afterwards, thus reducing those losses. Transonic's current prototype engines use compression ignition, like a diesel, while running on regular 87 octane gasoline. However, unlike homogeneous-charge-compression-ignition (HCCI) engines, they require no spark-plug or cylinder pressure sensor. As with many other details, Ahlborn declined to reveal the compression ratio being used in the prototype Transonic engines, although it's believed to be about 15:1.

The Transonic system also allows the engine to run at air-fuel ratios that are, in Ahlborn's words,"much leaner than conventional,"going as high as 80:1. Normally, such lean air-fuel ratios can lead to combustion temperatures that rise above 600 degrees C, which in turn leads to the production of nitrogen-oxides. This is exactly what happened in modern diesel engines as the air-fuel ratios got leaner, in part to reduce particulate emissions. Ahlborn declined to get specific about the combustion temperature but acknowledged that it is below the NOx generation temperature and the engineers are doing some"neat tricks"to keep it there.

Transonic has consistently claimed that its engines are able to meet all current Tier 2 Bin 5 emissions limits without resorting to the expensive and bulky particulate filters and selective catalytic reduction systems required on contemporary diesel engines. The only after-treatment required by a Transonic-equipped engine is a conventional three-way catalytic converter. Supercritical fluid fuel injection is also claimed to be compatible with a range of fuels including gasoline, diesel, ethanol and butanol. While the engines have been tested with multiple fuels, most of the ongoing work is focused on optimizing for gasoline since the retail infrastructure is the most prevalent.

While Transonic's approach will obviously slash the cost of the exhaust after-treatment, it's unclear how much of a price premium the fuel pre-treatment will add. According to Ahlborn, the system is still being optimized for production and the engineers are continually reducing the part counts. As with many other aspects of the design, details were scarce.

Transonic has seven engine dynamometer cells at its Camarillo, CA facility and has purchased a number of engines from various automakers that have been modified with its fuel system. The engineers have been able to push the supercritical fuel system to a 25-30 percent improvement in fuel efficiency over the base gasoline engines. In order to validate its own internal test results, Transonic shipped several stock engines plus two modified engines from automakers to a third-party engineering test lab in Detroit earlier this year. The results from the un-named lab achieved a high degree of correlation with those from Transonic. In fact, Ahlborn says that the emissions results achieved both internally and at the outside lab were better than the initial predictions. Subsequent testing and analysis has allowed the engineers to better understand the properties of the supercritical fluid and why it achieved those results.

In addition to engineers and designers that are working on building and developing prototype hardware and control systems, Transonic has 10 PhDs working on mathematical models of supercritical fluids, the fuel preparation components and the injectors. These highly sophisticated models are needed for up-front analysis of component sizing, flows and calibration before prototype parts are produced. So far, Transonic has built and tested between 500 and 1,000 injectors from which they have collected data for the modeling process. Ultimately, using the simulation models should cut the lead time for new product applications from two or three years down to just six months.



While the bulk of the development work has occurred in its own labs and independent of customers, Transonic is working with three different automakers to test prototypes based on modern current-generation engines that have sufficient real-world data to provide a good baseline. Ahlborn explains that he is trying to keep his team focused on the the R&D required to get a viable, robust product to market as soon as possible. However, keeping some potential customers in the loop will also provide a sanity check on their work to make sure that what they create is commercially suitable from a cost, performance and packaging standpoint for different applications. There is always a risk when sharing too much information too early, but Ahlborn feels that the potential benefits in this case are worth it.

Ahlborn's self-proclaimed"big-hairy-audacious-goal"is to have Transonic go into business as a supplier of fuel systems to the auto industry by the 2014-15 time-frame. Given the three to five year lead times required to bring a product to market in this industry, that doesn't leave a lot of time for an automaker to commit to a program with Transonic. Ahlborn is well aware of the difficulty of meeting his target, but he believes the internal combustion engine,"is a long-term product for many decades still to come"and says,"we believe there is a quantum leap breakthrough in what we're doing"and that,"there will be a lot going on commercially next year (2011)."


Evidently Ahlborn is not alone in that belief. Transonic has been able to attract a substantial amount of venture funding from Vinod Khosla and, in May of this year, the company enticed retiredGeneral Motorsexecutives Bob Lutz and Don Runkle tojoin its board of directors. Runkle's presence is particularly interesting since he also currently serves as the CEO of Ecomotors. There's been no public discussion of combining supercritical fluid injection with the Ecomotors OPOC architecture, but there doesn't seem to be any reason it couldn't be done.

Transonic Combustion still has a long road ahead of it to prove that it can beat the fuel efficiency of a diesel engine with cleaner emissions and a lower cost. Much more detail and public testing will be required tovalidate the company's claims, but this seems like one to watch.

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Infiniti getting ready for more hybrid models— Autoblog Green

2010 Nissan Fuga / Infiniti M35h Hybrid– Click above for high-res image gallery

Nissan'sfirstinternally-developed hybridsystem will make its U.S. debut in theInfiniti M35hat theLos Angeles Auto Showin November but the automaker is already thinking about applications in other models. Like the hybrid system developed by theVolkswagen Group, Nissan uses a modular configuration with a disk-shaped motor-generator between the engine and transmission. The battery pack for the Nissan hybrid is also relatively compact since it contains the same type of lithium ion cells that Nissan is using in theLeaf EV.

In its current form, the Nissan/Infiniti hybrid system will fit into any of the automaker's rear-wheel-drive vehicles, including theG37and theEX/FXcrossovers. Because the G shares its platform for the370Zsports car, even that model could potentially be hybridized. The M35h goes on sale in the U.S. in spring 2011.

Gallery:Tokyo 2009: 2010 Nissan Fuga Hybrid

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Photos copyright©2009 Sam Abuelsamid/ Weblogs, Inc.

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Peugeot launches 3008 Hybrid4, world's first production diesel through-the-road hybrid— Autoblog Green

Peugeot 3008 Hybrid4– Click above for high-res image gallery

Peugeot'sfirst production hybrid is finally coming to market next spring, but most of the technical details are out now. The 3008 Hybrid4 is the first light-dutydieselhybridto come to market– it is also the first through-the-road (TtR) hybrid. The midsize crossover uses a system that consists of a fairly conventional 163 horsepower 2.0-liter inline-four diesel engine driving the front wheels and a 37-horsepower electric motor at the rear axle that operates completely independent of the internal combustion drivetrain.

The diesel drives through an electronically controlled and mechanized six-speed manual gearbox that can either be shifted manually or left in full automatic mode. A more powerful 8 kilowatt high-voltage integrated starter-generator on the engine provides automatic start-stop capability as well as the ability to charge the nickel-metal hydride battery from the engine.

When the battery has sufficient charge, the electric motor alone can propel the 3008 at lower speeds or provide on-demand all-wheel-drive. The rear-mounted motor also provides regenerative braking to charge the battery. The combined output of the two powerplants? 200 hp and 369 pound-feet of torque. The mechanically simpler TtR hybrid drive allows Peugeot to produce a less expensive diesel hybrid than would be possible with a power-split system like the one used byToyota, all while taking advantage of the highway cruising efficiency of compression ignition. The 3008 Hybrid4 is rated at 61.9 miles per gallon (U.S.) on the EU combined driving cycle with CO2 emissions of just 99 grams per kilometer. Eventually, Peugeot will also add a plug-in version of Hybrid4 with a lithium-ion battery. Click past the jump for the full skinny after looking over our high-res gallery below.

Gallery:Peugeot 3008 Hybrid4

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{Source: Peugeot}

PRESS RELEASE

THE PEUGEOT 3008 HYBRID4– THE WORLD'S FIRST DIESEL HYBRID VEHICLE

• Powered by a 2.0 litre 163 bhp HDi diesel engine and a 37bhp electric motor
  
• Potential 74.4mpg, with 99g/km of CO2
  
• All electric mode (Zero Emission Vehicle)
  
• A maximum combined power output of 200 bhp
  

The Peugeot 3008 Crossover, with HYbrid4 technology, is the first diesel 'Full Hybrid' production car in the world

By launching the world's first diesel full hybrid vehicle - the 3008 HYbrid 4 - Peugeot will be writing a new chapter in motoring history. The combination of a fuel efficient 2.0 litre 163 bhp HDi diesel engine and a 37 bhp electric motor is the optimal combination for a hybrid vehicle. Unlike previous hybrid vehicles which have chosen to use a less fuel efficient petrol engine, the Peugeot 3008 HYbrid4's diesel engine provides superior Combined Drive Cycle fuel consumption of 74.4mpg, and CO2 emissions of 99g/km.

The use of diesel hybrid technology also brings a range of other benefits:

• High performance combined with excellent driveability
  
• Freedom and simplicity of use with the possibility of choosing four different operating modes: ZEV (Zero Emission Vehicle), Four-wheel drive, Auto and Sport
  
• Silent operation, when driving in electric only mode
  
• Peace of mind offered by the safety inherent in a four-wheel drive vehicle
  
• Environmental friendliness with CO2 emissions from 99g/km
  

The Peugeot 3008 Hybrid4 is designed to appeal to demanding, technophile customers who are in search of a rewarding and original vehicle.

In terms of performance, the Peugeot 3008 HYbrid4 benefits from the combined power of the HDi diesel engine and electric motor during acceleration and when an immediate surge of power is required (the"boost"function). The maximum combined power output is 200 bhp, 163 bhp from the 2.0 litre HDi FAP diesel engine and 37 bhp from the electric motor. A maximum torque of 500 Nm is available, split with 300Nm at the front from the HDi diesel engine and 200 Nm at the rear generated by the electric motor.

To manage all the available performance a control selector mounted on the centre console enables the driver to choose between four different operating modes.

• "Auto"mode: the entire system is automatically controlled, including operation of the HDi diesel engine and the electric motor. This provides optimal driving for fuel consumption and dynamic performance
  
• "ZEV"mode (Zero Emission Vehicle) provides access to an extensive all-electric mode. Activation of the HDi diesel engine is programmed to coincide with only more sustained phases of acceleration. This requires the high-voltage batteries to be sufficiently charged and turns the vehicle into a"city run-around"par excellence due to the total absence of noise and emissions.
  
• Four-wheel drive mode (4WD) instructs both power trains to operate together as far as possible; the rear wheels are driven by the electric motor and the front wheels by the HDi diesel engine. It offers peace of mind, safety, improved driveability and accentuates the vehicle's dynamic character. At low speed it allows"all-terrain"capabilities equivalent to those of an SUV. The driver will, therefore, no longer be concerned by the prospect of a slippery track or a snowbound uphill drive to a ski resort
  
• Sport"mode favours quicker gear changes at higher engine speeds than normal mode. In this mode, the notion of"controlled power"comes into its own, coupling the diesel engine with the electric motor provides more dynamic performance, optimally distributed and transmitted to the road by the four wheel drive for a level of stability and driveability that will appeal to motoring enthusiasts.
  

With the Peugeot 3008 equipped with HYbrid4 technology, the aim is to appeal to customers who expect both environmental-friendliness and technological sophistication, and also genuine driving enjoyment.

Indeed, as well as the social benefit of the steep reduction in fuel consumption, the level of performance provided by this technology will delight even the most demanding customers in terms of road holding, responsiveness, driveability, peace of mind regardless of road conditions and the possibility of enjoying silent operation in town in the all-electric mode.

HYbrid4 technology brings together Peugeot's best technologies and experience: HDi diesel engines, electric vehicle knowledge, second-generation Stop& Start and electronically-controlled sequential manual gearboxes.

The"hybrid"power train simply combines an HDi diesel engine and an electric motor. With their exceptional efficiency, HDi diesel engines are thermodynamically more efficient than a petrol engine and offer a 30% reduction in fuel consumption. Clearly the HDi diesel engine is the best internal combustion engine choice.

For the"electric"component, Peugeot has historical expertise in the field of electric vehicles. To date, the 106 Electric, marketed between 1995 and 2003, remains the world's best selling zero emissions car (in total nearly 10,000 vehicles were produced). At the end of 2010, Peugeot will become the first to launch a latest-generation 100% electric vehicle in Europe, the Peugeot i0n.

Pursuing the common sense approach of capitalising on the best existing components and expertise, it was only natural to use Peugeot's electronically-controlled 6-speed manual gearbox, not only for its engine management capabilities but also for its ability to optimise fuel consumption. To improve performance even further a second-generation STOP& START system is also used.

The choice of hybrid architecture was also guided by the search for optimal efficiency and consistency. Hybrid technology uses two power trains which can operate alternately or simultaneously:

• The HDi diesel engine operates in its most optimal operating window on longer, out-of-town journeys. A diesel engine still remains the most efficient and versatile choice to power any vehicle
  
• The electric motor takes over from the HDi diesel engine in phases of lower power demands, particularly when pulling away, driving at low speed and decelerating (for energy recovery). These are precisely the features that characterise urban driving
  

Changeover from the HDi diesel engine to the electric motor occurs automatically, due to a STOP& START system which places the HDi diesel engine in standby and restarts it as and when conditions require (the operation of the accelerator pedal, low battery charge level, etc...).

The two power sources also complement each other in certain driving conditions ("boost"effect during hard acceleration, or when overtaking another vehicle, for example). The performance of the HYbrid4 is therefore directly comparable to that obtained with a single HDi diesel engine of a much higher capacity, with good levels of responsiveness backed by a real breakthrough in terms of reduced fuel consumption and CO2 emissions (around 35 % less in the combined cycle for equivalent performance).

The electric motor and its ancillary equipment (inverter, converter, etc) are fitted at the rear of the vehicle. This provides a number of advantages not only in terms of customer benefits and it also helps reduce costs and optimise the production process.

The original layout of the Hybrid4 system allows for the possibility of four-wheel drive. The HDi diesel engine drives the front wheels, while the electric motor (in the rear drive train) drives the rear wheels.

Everything is controlled electronically ("by wire") and there are no mechanical links between the front and the rear drivetrains. This gives the system many advantages over a"traditional"mechanical system.

• No structural constraints affecting the layout and design within the passenger compartment
  
• 4x4 and environmental-friendliness are no longer contradicting terms
  

The installation at the rear, of all the vehicle's"electrical components", has further technical and economic benefits.

Firstly, it avoids the need for any major redesign of the vehicle's engine compartment, while also improving weight distribution. It also leaves intact the possibility of using a range of different capacity engines, for possible future introduction.

Secondly, this architecture is achieved by means of the use of a simple and compact rear module containing the electric motor, its ancillary equipment and also the rear drive train and suspension.

The costs of the rear module are, therefore, reduced because of the technical possibility of deploying the same HYbrid4 technology into different market segments, in different body shapes, etc..., regardless of the type of internal combustion engine used.

A real breakthrough in terms of reducing fuel consumption and CO2 emissions, while improving dynamic performance levels, providing four-wheel drive and an electric only mode, HYbrid4 technology brings a number of benefits without compromises.

Furthermore, the driveability, safety and eco-efficiency of the system are based on simple, reasonable and consistent technological choices.

The Peugeot 3008 Crossover was chosen as the first application of this innovative technology.

The Peugeot 3008 HYbrid4– In Detail

2.0 litre HDi FAP 163 bhp diesel engine
With a capacity of 1997 cm³, this Euro 5 engine develops a maximum power of 163 bhp at 3750 rpm and a maximum torque of 300Nm at 1580 rpm. To obtain this level of performance it uses Peugeot's latest generation ECCS (Extreme Conventional Combustion System) combustion chamber design, a variable-geometry low-inertia turbocharger, a high-pressure injection pump allowing a maximum pressure of 2000 bar and solenoid injectors with eight apertures.

Naturally this is combined with the latest generation"octosquare"Eolys additive-enhanced diesel particulate emission filter (FAP) system.

Electronically-controlled 6-speed manual gearbox (BMP6)
The HDi diesel engine is mated to an electronically-controlled manual six-speed sequential gearbox:

• In automatic mode its electronic control helps provide significant savings in fuel consumption, compared to a traditional automatic gearbox or even a traditional manual gearbox
  
• It offers real driving satisfaction derived from the possibility of choosing the gear change mode at any time - manual or automatic - with either the gear lever or via controls behind the steering wheel
  

The gear change quality of the gearbox has been enhanced with HYbrid4 technology, as the rear electric motor is activated during gear changes to improve the smoothness of the operation, and sustains drive in between gear changes.

Latest-generation STOP& START system
This system places the HDi diesel engine in standby when the vehicle is at a standstill (at traffic lights, a stop sign or in a traffic jam, etc) and when the vehicle is being driven in electric-only mode. It significantly reduces fuel consumption and emissions in urban driving conditions while also enabling.the HDi diesel engine to be restarted instantly and smoothly, when required.

The"high voltage"STOP& START system has a maximum output of 8 kW and can generate enough energy to supply the power requirements for the rear electric motor if required (four-wheel drive mode).

Rear suspension
To ensure a dynamic performance on a par with Peugeot's reputable road holding standards, the rear electric module also includes a multi-arm rear suspension within which are housed the electric motor and the reduction gearbox.

ESP
The ESP system fitted to the 3008 HYbrid4 incorporates an"improved traction control system"(ASR) able to exploit the car's four-wheel drive capabilities to the full on challenging surfaces. The performance of the system can be enhanced by the fitment of optional 16'' 'Mud& Snow' tyres.

Electric motor
The synchronous permanent magnet electric motor is located at the rear of the vehicle. It provides a constant 27 bhp, with a peak output of 37 bhp. It generates a constant torque of 100 Nm, or a peak of 200 Nm when necessary.

PTMU (Power Train Management Unit)
The PTMU is the electronic control unit that automatically manages the different operating modes of the HDi diesel engine and the electric motor, programmed to optimise fuel consumption.

An inverter and a converter are used to control the electric power. The inverter controls the torque of the electric motor by regulating the electrical current supplied from the high-voltage battery pack. It operates in a voltage range of between 150 and 270 volts. The converter reduces the 200 volts from the high-voltage battery pack into 12 volts to supply the vehicle's onboard systems.

On the Peugeot 3008 HYbrid4 all these components have been made as compact as possible to optimise the installation and weight effect in the vehicle.

High-voltage battery pack
The Ni-MH (Nickel Metal Hydride) batteries are located under the boot floor, near the electric motor. The high-voltage battery pack is in addition to the standard 12V battery under the bonnet, which carries on performing its normal duties.

In the medium term, this battery technology remains the most appropriate in terms of cost and industrialisation for vehicles produced in large volumes.

Energy recovery
An energy recovery system (the electric motor becomes a generator) enables the kinetic energy created by the vehicle to be transformed into electrical energy to recharge the Ni-MH batteries during deceleration (release of the accelerator pedal and during braking). This recovery system enables the driver to re-deploy the"free"(Kinetic) energy to reduce fuel consumption accordingly.

Man-machine interface
A 7'' 16/9 colour screen or a multi-function display, according to the car's specification, informs the driver in real time of the operating status of the hybrid power train. It also shows, for a given journey, operating times in different modes and the status of the battery charge.

On the instrument panel the left-hand dial indicates the percentage of power used or recovered during phases of braking or deceleration. Different scales indicate the battery status: Charge, Eco (optimal operating range), Power, Boost (maximum use jointly with the HDi diesel engine).

Suppliers
To develop its HYbrid4 technology, the PSA Peugeot Citroën Group has teamed up with suppliers offering the best expertise in each field. Based on the manufacturer's technical specifications, BOSCH has provided its expertise with respect to the electric motor, the power electronics, the reversible high-voltage alternator / generator and other systems managing the dialogue between these components, the braking and trajectory correction systems (ABS and ESP). Similarly, SANYO has provided its extensive knowledge in the field of Ni-MH high-voltage batteries.

A distinctive design
The new Peugeot 3008 HYbrid4 is distinguished by its cutting-edge technology, combining responsible driving and driving enjoyment, but also by its specific styling.

At the front, Peugeot's latest design cues have been adapted to match the 3008's generous dimensions and to mark a break with existing models. The headlamps now have an integral bar of LEDs providing a daytime lighting function and accentuate the 3008's appearance. The 3008 HYbrid4 also proudly wears the Marque's new Lion badge on its bonnet.

At the rear, the rear spoiler has a two-tone finish with a high gloss black section, helping to differentiate it from the other 3008 models in the range, as do the chrome badges which decorate the sides and rear of the car.

Interior
Inside its roomy architecture, the driving position bears all the hallmarks of a top-of-the-range vehicle, or even that of an aircraft cockpit. An expansive fascia panel, controls within easy hand's reach and an ergonomic centre console clearly separate the territory of the"pilot". Combined with a raised and dominating driving position it has everything in place to reward its drivers and offer a range of new driving experiences not previously found in a conventional hybrid vehicle.

Distinctive materials are deployed throughout to accentuate the Crossover feel and explore new avenues of expression. This is true in particular of the new and specific Guérande& Tramontane two-tone leather finish which subtly combines bright pale grey on the seat cushions with a black finish on the sides of the seats.

The gear lever with its modern and elegant design is a key feature of the HYbrid4 technology. It enhances the technological ambience in the same way as the 7'' colour display which provides information on the flow of energy. A specific steering wheel bearing the signature HYbrid4 adds a touch of exclusivity to the car.

"Multiflex"interior
Due to its intelligent"Multiflex"interior and clever integration of the batteries and the innovative rear suspension, the Peugeot 3008 HYbrid4 can also be transformed to offer a considerable load capacity under the parcel shelf of 420 litres (362 dm3 VDA), with 66 litres (29 dm3 VDA) available under the boot floor.

The split lower tailgate opens to reveal a boot with a flat floor equipped with longitudinal securing rings that exude quality and strength. From the boot, a rear seat folding system, controlled by switches mounted on the load area side trims, allow the seats in the second row to be folded automatically, 'as if by magic'.

Combined with the folding front passenger seat, the 3008 HYbrid4 offers a perfectly flat floor from the tailgate to the fascia panel. This frees up a gigantic 1501 litre compartment that is easy to load.

Driving aids:
Comfortably seated behind the steering wheel, drivers will note among the equipment at their disposal certain references to the world of aviation.

For example, to ensure that the driver never needs to take an eye off the road ahead, and as in a jet aircraft, essential driving information is projected onto a retractable transparent panel which cleverly extends from the instrument panel. The Head-Up Display system can be adjusted by means of toggle switches.

These switches, located above the centre console, add a further touch of style to the in-car ambience. They also control another original item of equipment - the Distance Alert system. As its name implies, this function helps the driver to keep aware of the safe distance from the vehicle in front, according to the 3008's speed.

Another item of equipment that helps to ensure maximum driving convenience is the Parallel Park Assist (PPA). This system assesses the size of a space during parking manoeuvres and determines the possibility of parking in it.

Similarly, the electric handbrake coupled with the Hill Assist function, helps the driver during manoeuvres but also optimises the interior space within the vehicle.

Finally, a latest-generation satellite navigation system helps to guide users on their travels.

The Peugeot Connect 3-D Media Navigation (NG4) includes all the benefits of the Marque's existing satellite navigation systems. These include a juke-box function, linked to a hard disc, Peugeot Connect services, GSM function, a USB connector, a DVD player, a Bluetooth® system and a display which shows specific buildings in full 3D.

The Peugeot 3008 HYbrid4 is a Crossover with an exceptional technological content offering unique versatility and safety, unrivalled driving enjoyment and CO2 emissions of a very low level. Peugeot's choice of the diesel hybrid demonstrates that it is possible to combine uncompromising environmental demands with driving experiences not previously available in a hybrid vehicle.

The 3008 HYbrid4 will be produced in France (in Sochaux and Mulhouse) and marketed in the spring of 2011 in Europe.

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Nissan Leaf price war wages on! SF dealer to offer 5% off MSRP— Autoblog Green

The price wars for theNissan Leafare well underway, with one dealer committing to $500 off ofthe Leaf's MSRP, and anotherjumping in on the action by offering a $1,000 discount. Of course, this was all followed by yet another dealerclaiming to beat both of those deals. Now, North Bay Nissan is ready to trump all of the existing offers out there by offering an astounding five percent off of the Leaf's MSRP.

A five percent discount would amount to $1,639 off of thebase SV modeland a $1,686 discount on theuplevel SL. Word of the deal was found over at theMyNissanLeaf forum, which is quite obviously the place to go to find out about any hot offers coming in fromNissandealers. North Bay Nissan's eCommerce director, Ron Coury, posted the offer on the forum, stating:

It was great speaking with you today and yes I will give you and anyone in the SF Bay Area group or outside the group 5% off of MSRP...I cannot offer free shipping due to the large discount we have already offered for anyone."

While we're still waiting to see a $2,000 discount, this five percent deduction nearly reaches that mark.Hat tip to EVNow!

{Source:MyNissanLeaf}

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EV sellers will have to teach drivers to treat their car like their phone, plug it in!— Autoblog Green

Chevrolet Volt– click above for high-res image gallery

As much as we talk about range anxiety here, the reality is the vast majority of drivers in America probably aren't even really aware of the term in the automotive context. Yet. But that's because only a tiny fraction of them have ever been in any kind of electric vehicle other than a golf cart.

When theNissan LeafandChevrolet Volthit the market this winter, though, followed by theFord Focusand others next year, more drivers will become aware of the phenomenon. And, when dealers start selling these machines, they are going to have to change the practices ingrained by more than a century of internal combustion.

Marketers and retailers will no longer be able to just hand off the keys and send people on their way. First they will need to evaluate customers and determine if a plug-in vehicle is the choice for their needs. If so, then they have to get them used to doing what most of us now do with our cell phones: plug them in at every available opportunity. When your battery runs dry on the side of the interstate, roadside assistance will have to bring a flat-bed instead of a gallon of fuel, something drivers will want to avoid as much as possible.

Gallery:Chevrolet Volt in 'Victory Red'

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{Source:Automotive News– sub. req'd}

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