Algae slime makes good “Fuel” for moviegoers

For an alternative perspective on the future of the automobile, it may help to look at an alternative film. “Fuel” by Josh Tickle is a thought-provoking documentary that examines America’s addiction to oil and what we can do about it.
 
Tickle does a good job of keeping the serious subject rather upbeat and hopeful, as he travels the world in his so-called Veggie Van, fueled by used vegetable oil. The film is engaging and friendly, cajoling audiences into sympathy with its message, not browbeating them.
 
Tickle is a fan of biodiesel, and a lot of the movie is focused on that fuel. Biodiesel is a promising alternative that until recently had problems only with scalability. It worked terrifically for the few consumers who made the commitment to use it, but it looked difficult to supply enough to fuel more than a million or so of America’s roughly 240 million cars. (Read “Diesel vs. biodiesel vs. vegetable oil.”)
 
“Fuel” also documents the growth of the algae biofuel movement, which promises to create economies of scale that biofuels have not had before. (We’ll look into this fuel movement and share our own findings later.)
 
Statistics on alternative fuels are notoriously squishy. Different studies show different advantages. But as a student of these studies, Tickle’s numbers are within the range of those cited by neutral sources, unlike those of some other documentaries on the automotive industry.
 
That’s not to say the movie doesn’t occasionally paint a rosy picture. As with other documentaries, its problems are more of omission, rather than commission. Framing the discussion around biofuels results in a myopic exclusion of any discussion of fuel cells, batteries, or the micro-level economics fundamental to most American families.
 
For example, after it spends a significant amount of time interviewing officials and citizens of some European countries moving off of oil, and noting how they may pay less for biodiesel than for petroleum-based fuel, it fails to mention that consumers in the United States almost always pay more.
 
And “Fuel” misses the point that the government is now heavily subsidizing the development and distribution of electric cars and plug-in hybrids to wean the U.S. off of oil. And while it touches on the future of wind and solar power, it never mentions the fact that these alternatives also need advanced batteries that can piggy-back off the development of new batteries for cars.
 
One amazing statistic in the film compares the cost of funding wars in Iraq and Afghanistan (to protect American access to oil, the film posits) with the cost of providing enough solar panels to meet the electricity needs of every household in the United States. Based on our check of government and solar industry figures, the cost would be about $350 billion, or about three years of averaged war funding. (Admittedly, the issue is more complex than pure dollars, but it is an interesting bit of trivia, nonetheless.)
 
Accepting the biodiesel emphasis for what it is, leaves an informative and engaging documentary. It raises interesting questions worth considering, and it’s worth seeing even for those who consider themselves pretty well informed on alternative fuel issues.

—Eric Evarts

Chrysler disbands ENVI electric car group

At last year’s LA and Detroit auto show, back when it was owned by Cerberus Capital Management, Chrysler’s concept cars were all electric, including a battery-powered Town & Country minivan, 200C sedan, Dodge sports car, and Jeep Patriot. The message was clear: electric cars would were to play a key role in the company’s future.
 
Now that the company has been bought by Fiat, it has announced new product plans that  focus on improving its conventional cars. (See "Chrysler’s business plan: The Fiat platforms.") Consumer Reports was not able to recommend a single Chrysler model from 2007 or 2008. For 2009, we were finally able to recommend the redesigned Dodge Ram pickup. (See “Detroit report cards.”)
 
Now Chrysler has emphasized its fresh product plans by disbanding its electric vehicle division, ENVI (short for environmental), announced last year. Chrysler says its electric car development will now be rolled into its standard product development, according to Reuters.

In Chrysler’s future product plan presentation earlier this month, company Chairman Sergio Marchionne said electric cars are expected to account for less than two percent of Chrysler’s sales by 2014, far less than the 300,000 envisioned under ENVI.
 
—Eric Evarts

2009 SEMA Show: All shades of green project cars

There are almost as many ways to go green at the Specialty Equipment Manufacturers Association (SEMA) show as there are choices of chrome wheels, but not quite. (There are a lot of wheels on display!) Here’s a quick look at a few of the diverse vehicles on display at the “Making Green Cool Zone.”
 
1956 Ford F100
Built by Steve’s Hot Rods of Marcy, New York, this pickup is powered by a 460-cubic-inch Ford V8 engine fueled by liquid propane. Builder Steve Hale says horsepower is estimated to be in the 450-500 range, and that the truck produces close to zero emissions. Other benefits include lower fuel costs, and that the cleaner burning fuel means the engine stays cleaner on the inside, too. Another green touch: The paint is water-based.
 
1985 Chevrolet Blazer hybrid
A regular smorgasbord of alternative energy, this Blazer hybrid starts with a 1.0-liter diesel engine and lead-acid battery power. A solar thermal collector on the roof heats water that is then routed to an exhaust gas-driven turbine that powers an auxiliary alternator to help charge the battery. A large wind turbine mounted in the grille drives another alternator. But all that’s rookie stuff compared to the Blazer’s shock absorbers, each of which spins yet another energy-producing turbine as their hydraulic fluid goes through compression and rebound.
 
Nissan Altima “Hot rod hybrid” race car

This Altima started out as a stock hybrid, but has morphed into a racer and test bed for battery maker Braille Battery of Sarasota, FL. With a gutted interior, full roll cage, and racing suspension, brakes, and tires, the supercharged Nissan is claimed to produce 450 hp and be able to run a 12.9-second quarter mile. Further, it is capable of 1.02 g of lateral acceleration—that’s road-holding beyond what most sports cars can claim. Students from the Universal Technical Institute in Orlando assisted in the build, along with high school students from Clermont, FL, who applied the green water-based paint.

—Jim Travers

Also see from the 2009 SEMA show:
Better than expected, future looks greener
Tire testing and the transformation of the tire industry
Our favorite modified Chevrolet Camaros
New iPhone apps for auto diagnostics
World's fastest Honda Civic circa 1976
Surfrider Toyota Camry hybrid CNG
Kustomizing the Toyota Prius
Hot rodders turning green
Auto aftermarket prepares for show time in Las Vegas

Video: Diesel comparison - BMW, Mercedes-Benz, Volkswagen

For buyers looking for a fuel efficient car, diesels provide an alternative to hybrids. Popular in Europe for years, more diesels are making their way to the U.S. market.

Modern diesels escape many of the liabilities of earlier designs. They are quieter, burn cleaner, and have much improved acceleration. Fuel economy is considerably improved over gasoline-powered versions.

But buying a diesel usually means paying more up front. Finding a diesel pump isn't quite as easy as locating gasoline, and diesel fuel prices recently have fluctuated widely. Except for Volkswagen, diesel vehicle availability is also limited to high-price luxury brands.

In this video, we take a look at four diesels—Mercedes-Benz GL320 Bluetec, BMW 335d, BMW X5, and the Volkswagen Jetta TDI—and their pros and cons.

—Tom Mutchler

How electric cars will become affordable

The challenge for electric vehicles is how to make them affordable. Industry leaders at the Business of Plugging In conference in Detroit this week conveyed some ideas about how to put electric vehicles’ cost on par with conventional cars.

Why are they so expensive today? There are three main reasons:

• Car batteries are an emerging technology
• Automotive-grade electronic components need to be much more robust than those currently built for cell phones and other devices, therefore driving cost.
• No such parts are mass produced today, preventing economies of scale.

Many electric-car components today have to be custom made. One example cited by Tony Posawatz, the director of the Chevrolet Volt program, is the on-board charger. Posawatz says the charger cost GM two or three times what it could have, because no company mass-produces a large enough charger for the Volt’s 16-kwh battery pack--one capable of charging from both 110- and 220- volt outlets, lasting for 10 to 15 years in harsh environment including extreme hot and cold temperatures, and enduring constant vibration. Once production of the Volt and other electric cars ramps up, such chargers will become commodities (like cell-phone chargers today) and will therefore become less expensive.

But the charger is only one example. Procuring a steady supply of batteries is even more challenging. Currently, no company builds lithium batteries large enough to power a car in North America. So batteries, known as the heaviest part of an electric car, have to be transported from Korea. They have to come by ship, because they tend to get damaged by the high altitude and cold temperatures in cargo planes, which would have added even more cost anyway. Today, as automakers ramp up production, there is a lot of competition for the relatively few batteries large enough for electric cars. The Volt’s battery is said to make up about $16,000 of its estimated $40,000 price tag. That’s $1,000 per kilowatt hour. So reducing the price of the battery will be key to bringing down the price of the car. GM says its target is $250 per kwh, which would make the next generation Volt competitive with gas-powered cars.

Meanwhile, some electric-car experts at the Business of Plugging in conference observed that the Volt’s high $40,000 price may help it succeed at first. Only committed electric-car fans will buy them, and they may be more willing to endure some inconvenience as early adopters. Other business models that are being talked about are leasing programs for the batteries and a swapping program, much like turning your empty gas grill’s propane tank for a full one. Not worrying about the battery as an integral part of the car might make the transition to electric cars more palatable. Government subsidies, meant to encourage EV use are already in plan in Israel and Denmark.

—Eric Evarts

Edited 11/2/09

Auto X Prize Finalist: OptaMotive E-Rex

The OptaMotive E-Rex electric vehicle has advanced in the Progressive Auto X Prize contest, passing the latest expert review and moving forward to the spring 2010 technical qualifiers. The E-Rex is an electrified version of the Campagna T-Rex, an open-air vehicle derived from a Yamaha motorcycle chassis and powered by a 1,400 cc bike engine. The prototype model on display at the Classic Car Club in Manhattan this week revealed a work in progress that promises to deliver both fun and efficiency in equal measures.
 
For this application, the big bike engine is replaced by an all-electric drivetrain energized by Thunder Sky lithium-ferrous batteries, selected in part for packaging reasons. The three-wheeler uses 96 batteries, each providing 40 amp/hrs. The company estimates a 100-mile range, with a mile per gallon equivalent (MPGe) rating of about 150.
 
Clearly, there isn’t much car to the E-Rex. It is essentially a dressed-up roll cage. The cockpit was more Spartan than other competitors’ vehicles on hand at the recent event. Like all entries, it is a work in progress, and a company representative said the instrument panel is still under development.
 
Ultimately, the open-air design helps keep weight under 2,000 pounds. The upside is that with more than 100 horsepower on direct tap, achieving acceleration of 0-60 mph under 10 seconds may prove to be an easy goal. The configuration also means that it is classified as a motorcycle, thereby sidestepping some federal regulations that can prove costly to meet and verify, as with the Zap Alias.
 
The T-Rex with its dino-juice-drinking internal combustion engine retails for about $50,000. Right now, OptaMotive estimates the pricing for an E-Rex could carry just a slight price premium above the T-Rex.

 —Jeff Bartlett

Learn more about the Automotive X Prize competition. And find out more about driving green in the Consumer Reports special fuel economy section.

Auto X Prize Finalist: Amp Sky

In meeting several Progressive Auto X Prize finalists this week, it was clear that there are many ways to approach the $10 million challenge to develop a marketable car that can achieve a 100 miles per gallon equivalent (MPGe). On hand at the New York City event, Advanced Mechanical Products (AMP) shared their smart strategy for producing electrified cars: convert existing production models.
 
The general concept behind the Amp Sky, and eventually an undisclosed Chevrolet model, is to replace the internal-combustion powertrain with a battery-electric system. And the key here is that Amp is matching the original configuration pound for pound, therefore retaining the weight and weight distribution of the original donor car. The benefit is that General Motors has spent hundreds of millions developing the car, including brakes, suspension, and steering systems. By sticking within basic factory specs, the “Amplified” vehicles should perform in a similar manner and ease future servicing.
 
With the Saturn Sky, Amp removes the engine, transmission, and differential, replacing those components with about 900 lbs. of Valence lithium-ion batteries and motors. The result is a weight balance within one percent of the original car. Amp claims their changes retain similar crash performance as the original car. To keep the transformation discreet, Amp routes the electric powertrain information to the existing instrument panel. Aside from badging and lack of exhaust pipes, one would be hard pressed to identify a parked Amp Sky from a gasoline-fueled model.
 
The two rear-mounted motors can accelerate the car “quicker than the original.” Published company estimates for 0-60 mph times range from six to eight seconds. Top speed is 90 mph. Based on usage, Amp figures 150-mile range per charge – much farther than the average commuter drives daily. Recharging fully drained batteries would take 3.5 hours, though a typical day may require just 1.5 hours from a 220-volt outlet. The company estimates its MPGe rating to be 125.
 
Amp is accepting preorders on the Sky, and the conversion cost is $25,000 plus a donor car. The batteries and motors are warranted for three years, 36,000 miles, and the company predicts the batteries will retain 80 percent of capacity at 100,000 miles.
 
 —Jeff Bartlett

Learn more about the Automotive X Prize competition. And find out more about driving green in the Consumer Reports special fuel economy section.

The Business of Plugging In: Hybrids or battery-only electric cars?

Whatever you've heard about the electric car, it is plug-in hybrids that will lead the way. That's the emerging consensus from  the wide-ranging “The Business of Plugging In” conference in Detroit this week. As automotive, technology, and policy experts share their perspectives at this industry event, there is much agreement that plug-in hybrids (PHEVs) are a necessary intermediate step on the road to pure battery-electric cars. Plug-in hybrids have one obvious advantage over other purely electric cars and some that aren’t so obvious. (See our test of the converted Prius plug-in.)

The obvious advantage is that plug-in hybrids have an internal combustion engine that eliminates concerns about electric cars’ limited range. You can drive a plug-in hybrid anywhere gasoline is available—even places without recharging stations.
 
The best-known plug-in hybrid coming down the road is the Chevrolet Volt. This sedan uses a large 16-kWh battery pack, and GM claims a 40-mile driving range on electric power alone. And it has a gasoline engine  that acts as a generator to provide electricity to drive the electric motor for longer trips. The farther you drive it without plugging in, the more of the time you’re likely to run on plain old-fashioned gasoline, even though that engine does not send its power directly to the wheels. 
 
Range anxiety
A study by the Japanese Ministry of Transport showed that when a fleet of electric-car drivers had only one charging station to use, they were only comfortable using just half their cars’ range. When a second station was installed at the end of those existing trips, drivers went farther and used virtually all of their cars’ range. But they almost never charged at the second station. It was important for them to know it was there just in case they needed it.
 
That leads to the second benefit of plug-in hybrids over pure battery-electric vehicles: They don’t necessarily require any additional infrastructure. One of the big debates in the electric-vehicle community is whether electric vehicles will necessitate some costly new infrastructure, such as a nationwide network of high-voltage charging or battery-swap stations, or whether home recharging facilities will be all that’s needed.
 
One of the main advantages of any electric car, plug-in or pure battery, is that they can recharge when power demand is low and the grid is underutilized, such as at night. But as the Japanese case showed, that won’t be enough if people are afraid they won’t be able to get a recharge in a pinch. 
 
Another benefit of the plug-in hybrid is that their expected popularity--and a growing population of drivers wanting to maximize the miles they travel on electricity alone--will provide an incentive for companies (or municipalities) to build charging stations ahead of pure EVs going mainstream.
 
Plug-ins aren’t stopping several automakers from rolling forward with all-electric cars. BMW is already leasing the Mini-E, electric car, Ford plans to roll out all-electric versions of the Transit Connect minivan and Focus small car next spring, and Nissan plans to introduce the all-electric Leaf in Japan next fall.
 
Now automakers have the flexibility to meet it by selling relatively few electric cars, or greater numbers of plug-in hybrids. Automakers can also trade in credits they’ve earned for building PZEV (ultra-clean) gasoline cars and other forms of electric vehicle before the regulations take effect. The mandate starts phasing in between 2011 and 2014. Those next few crucial years will give us a better idea whether plug-in hybrids or pure electric vehicles are more likely to earn space in consumers’ garages anytime soon.

—Eric Evarts

Learn about driving green in the Consumer Reports special fuel economy section.

Auto X Prize Finalist: Zap Alias electric car

Arguably the most striking model on display when the Progressive Automotive X Prize announced its 53 finalists this week, the ZAP Alias is racing toward production in mid 2010.
 
By designing the Alias as a three-wheeler, the company is able to cost effectively develop the vehicle without going through the expensive certification process required for four-wheeled cars, thereby saving millions of dollars. That said, safety has remained an engineering focus, as evidenced by the roll cage within the composite body. Zap claims the car will exceed federal automotive safety standards, and the cost savings will be passed on to customers, with an expected $35,000 price. (Reservations are being accepted now.)
 
As he gave us a tour of the three-seat vehicle, Zap CEO Steve Schneider explained that the auto industry meltdown has opened up new partnership and supplier opportunities that are aiding his company, and likely others. He shared a quote, we suspect often used, that the three-wheeled, three-passenger Alias reflects a 25-percent cutback back over four-wheeled vehicles that is well timed in this economy. Clearly, there are practical benefits to design, though he claims the Alias is every bit as stable as a traditional car. 
 
The front wheels are driven by a 216-volt electric motor and energized by a lithium-ion battery pack with a claimed 100-mile range. Zap estimates the miles per gallon equivalent rating will be 150-165 MPGe. Top speed is 75 mph.
 
The design means it would be registered as a motorcycle, and in some states a motorcycle license would be required to drive it.
 
Zap has been developing the Alias for the past four years. (The company itself has been in the electric-car market since 1994.) When production begins next year, they will produce an estimated 10-15 units per month, with larger-scale production planned with a cooperative venture now being developed.

 —Jeff Bartlett

Learn more about the Automotive X Prize competition. And find out more about driving green in the Consumer Reports special fuel economy section.

OnStar will aid electric-car rollout, GM says

Telematics systems can give unique benefits and insights to plug-in cars. In building a fleet of prototype Chevrolet Volts, General Motors has tapped into its OnStar system to monitor batteries, driving data, and charge cycles, as well as update software on the fly. The company has also been studying how drivers use their conventional cars equipped with OnStar in the hopes of gaining insights into their driving and refueling habits.
 
So far, they have made some interesting findings: Looking at ordinary cars in the markets where GM plans to sell the car, OnStar determined that if Chevrolet Volts were used in those same driving cycles, 35 percent of them could run all day in electric mode. Others would have to use gasoline some of the time. (The Volt is advertised to have batteries big enough to drive the car 40 miles without the engine starting.) This differs from Census Bureau numbers that show 78 percent of Americans drive 40 miles a day or less. The government numbers, however, come from a 2002 survey of household travel, and it wasn’t focused on GM drivers.
 
A key lesson here is the importance of adding so-called opportunity charging stations at workers’ office buildings to raise the number of Volts able to drive all day on electric power.
 
Once plug-in vehicles roll out to consumers, OnStar could help for example by providing a remote communication link to the car to tell it when to recharge or avoid recharging at peak energy loads, for example, or remotely turn on the heat or air conditioning to make the interior comfortable using grid power, rather than the on-board battery or engine.
 
This week at The Business of Plugging In conference in Detroit, we had a chance to tour GM’s OnStar Command Center, a high-tech space with monitors along one wall showing nationwide reports of car lockout reports, people asking for directions, and cars in accidents.
 
In another OnStar development last week, for the first time, police disabled a vehicle that had been carjacked in California. The service has been available for about a year in certain 2009 GM vehicles equipped with OnStar. In this case, the driver called OnStar, in addition to the police, after his car was stolen by a man with a shotgun. After verifying the situation and coordinating with police, who were following the car and verified the situation was safe, OnStar disabled the throttle so the engine returned to idle. The car was recovered 16 minutes after it was stolen.
 
Getting the most from electrified powertrains requires smart electronics management, and telematics may play a key role in helping drivers and even communities manage their power.

—Eric Evarts

Learn about driving green in the Consumer Reports special fuel economy section.