Hybrid // Current TV

The Truth Behind the 230 MPG Claim From the Chevy Volt: Analysis

It's all in the numbers: The EPA has finally figured out exactly what the testing procedures might be (the regulation hasn't formally been adopted yet) for plug-in hybrid vehicles like the Chevy Volt. This week Chevy announced that the Volt will deliver 230 mpg. Other plug-in-hybrid manufacturers won't be long in announcing similarly astonishing fuel-economy numbers. But where on earth does that number come from?

The Volt's complex drivetrain uses a 16-kWh battery pack (of which only about 8 kWh will be usable, to preserve battery life). This battery pack will be recharged overnight, a process that will take 8 to 12 hours from a 110-volt outlet, and 3 to 4 hours from a dedicated EV charging station installed in your garage, or maybe at a public station near your office. This battery pack, fully charged, has enough energy to propel a Volt for 40 miles, according to GM. When the battery pack's state of charge is low enough, a four-cylinder sustainer motor, running on gasoline, kicks in and provides electricity to power the car's electric motor for an additional 250 miles or so. The sustainer motor will never charge the battery. The pack can only be recharged by grid-supplied power.

Consequently, if your daily commute is 40 miles or fewer, the gasoline engine will never operate, and your fuel economy—gasoline-wise—is essentially infinite. However, when the Volt is operating in range-extender mode, when the gasoline engine is running, the actual economy is 50 mpg, according to GM. Then, after a fresh charge, you can drive for another 40 miles on the battery pack.

So where does 230 mpg come in? It's an artifact of the way the EPA has structured the test cycle. And incidentally, the EPA has said it cannot confirm the Volt's 230 mpg claim until it has tested the vehicle officially. The EPA test normally uses an 11-mile loop to do what is referred to as the Federal Test Procedure (FTP). Based on the results of an 18-month study done by Argonne National Labs, the EPA tests plug-in hybrids like this: Drive the vehicle without recharging, through 51 miles of FTP repeatedly. This means most of this cycle will be on battery power—in the case of the Volt, almost four full FTP tests end-to-end. The total mileage includes, in the case of the Volt, 11 miles or so with the internal combustion engine running. Figure out the total amount of gasoline consumed, and divide for the mileage. If all this seems rather arbitrary, it is. This procedure obviously rewards vehicles with larger battery pack capacity. But it's based on studies that found that 78 percent of drivers go fewer than 40 miles per day. The upcoming Prius PHEV, with an electric-only range of approximately 20 miles, won't look quite so compelling.

With the announcement comes some fine print. The EPA fuel economy for PHEVs, the big numbers you see on the window sticker, will also include the energy demands to recharge the battery, expressed as kWh/100 miles. So, you can also calculate the amount of electricity to go the 230 miles that burns up one gallon of gas. With the average cost of electricity nationwide at 11 cents, it works out to about 3 cents per mile. Some utilities are planning to offer substantially lower rates for off-peak charging, with Portland General Electric planning on halving rates off-peak, while Pacific Gas & Electric in San Francisco promising a differential as high as 5:1. —Mike AllenIt's all in the numbers: The EPA has finally figured out exactly what the testing... more

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Transformers Corvette Stingray Concept Specs: Does Radical Hybrid Super Car Predict 2013 Corvette C7

The future of America's sports car, the Chevrolet Corvette has always been shrouded in speculation. In the 1970s, many thought the C4 Corvette of the 1980s would roll onto dealer lots with a mid-engine chassis. It never did. Recently those same rumors surrounded the next C7 Corvette, due in 2013, though they were later debunked. So what does the future hold for the next generation Vette? Some hints might lie in GM's recent Corvette Stingray concept.

The Corvette Stingray concept, which debuted at the 2009 Chicago Auto Show and had a starring role in Transformers: Revenge of the Fallen, on the surface looks as though it could provide some design and powertrain influence for the next C7 Corvette. However Tom Peters, designer of both the Stingray concept as well as the new Chevy Camaro, told Jalopnik's Ray Wert "It's not the C7, but that's not to say there aren't elements here that could translate into what the C7's about." Peters took the methodology used designing the Stingray concept and applied it to both the C6 Corvette as well as the new Chevy Camaro. That's why you'll see design elements from the Stingray concept in both the C6 Corvette (like the raking in the side coveys) and the Camaro.

Taking cues from art and the exterior, GM interior designer Micah Jones built a dual-cockpit design. On the steering wheel are two spherical balls. Right side controls shared functions like entertainment, climate control and navigation. The center console screen is a dramatic and expansive display with five settings controlled by a haptic touch screen—the same five you find on the wheel—Entertainment, Air, Home (laptop mode), Nav and Race modes.

But it's what resides under the hood of this concept (in theory at least) that is most compelling—a radical conceptual hybrid powertrain mates hybrid technology to a high performance V8 engine with cylinder deactivation. The theoretical concept includes the ability to switch from pure electric mode for city driving to full use of the big LS-series V8 engine with five different settings controlling the feel and sharpness of the shifts, and the intensity and sensitivity of regenerative brakes. GM claims that if this system were functional, you could control the electrical output ranging from a more eco-friendly mode or crank it up to ultimate power. This is a Corvette after all.

Despite the lettering "Hybrid Stingray" emblazoned on the packaging, the concept merely represents a futuristic vision from the design studio, not a powertrain exercise. So don't expect a hybrid C7 Corvette. To get a taste of what its like behind the wheel of this radical Corvette Concept, Jalopnik editor (and sometimes PM contributor) Ray Wert drove the car yesterday at GM's Warren Tech Center. Check out all the details on this amazing concept here.The future of America's sports car, the Chevrolet Corvette has always been... more

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Hybrid mandate for taxis reversed

A federal judge struck down yesterday a year-old rule requiring Boston cab owners to... more

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Repairing a Hybrid Doesn't Have to Cost A Lot

The government backed “Cash for Clunkers” rebate program helped dealers sell off 2009 models, and a wave of new vehicles is coming in anticipation of the federal mandate that cars average 35.5 mpg by 2016. If you haven’t updated your vehicle in years, it will be more important than ever to analyze your needs and wants before you buy.

The choice is much more complicated than simply picking a small, mid-size, or large vehicle. If you’re considering a hybrid, you might be happy to hear the reality behind some common myths about the dependability of dual-powered vehicles.

Fleets of Toyota Prius and Ford Escape hybrid taxis in Vancouver, San Francisco, and New York City have reliably been in service for more than 200,000 miles. The first generation Toyota and Honda hybrids were introduced more than a decade ago and there are definitely thousands of satisfied hybrid owners.

Another misconception of gas-electric hybrid vehicles is that they are expensive to maintain. With the exception of the hybrid's battery system, there is some crossover in parts between hybrids and gas-powered vehicles.

The batteries in a hybrid or electric vehicle don't get better with age. No one expects the batteries in a 15-year-old electric razor to still hold a charge, and the same will probably be true for a 15-year-old hybrid vehicle. Hybrid batteries are typically covered by at least an eight-year warranty. The replacement cost for new nickel-metal hydride Prius batteries keeps dropping, but a new battery pack still costs around $2,000.

A check of the RockAuto.com online auto parts catalog shows hybrids often share fuel injectors, oxygen sensors, water pumps, brake pads, shock absorbers, air conditioners and other commonly replaced parts with conventional, gasoline-powered models. Hybrids do have unique and expensive parts like the Prius’ $3,700 power inverter, but RockAuto.com shows routine repairs and maintenance for a hybrid do not always have to cost more.

The RockAuto.com Repair Index automatically pulls prices from the company’s vast auto parts catalog based on year, make, model and type of part. It’s a quick, easy way to compare parts costs for different models and the results can be surprising.

While some cars may be appealing because they are better for the environment or great on gas savings, for the average driver some fully electric cars may not be worth the cost to purchase or maintain.

A new lithium ion battery pack for the fully-electric Tesla Roadster – with a sticker price of $101,500 – costs around $36,000. New 100 percent electric vehicles by Chevrolet, Chrysler, Nissan and Mini will have lithium battery packs that cost more than $10,000. A battery pack’s limited shelf life means a fully electric or even a gas-electric hybrid might not be the best choice for a retiree planning to drive 3,000 miles a year for 20 years and then pass the vehicle down to a favorite grandchild.

For more like this join the green transportation group at http://current.com/groups/green-transportation/The government backed “Cash for Clunkers” rebate program helped dealers... more

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BMW to premiere powerful new 7 Series and X6 hybrids at Frankfurt

BMW has announced that a production version of the 2010 X6 ActiveHybrid will be unveiled at the Frankfurt Motor Show in September and will arrive in Canadian showrooms late this year.

BMW says the X6 hybrid sports activity coupe will be 20% more fuel efficient than its non-hybrid sibling.

The direct-injection, 400-horsepower twin-turbocharged 4.4-litre V8 powering the X6 hybrid will be paired with two electric synchronous motors delivering 91 hp and 86 hp, respectively, bringing the total output to 480 hp and 575 pound-feet of torque. That power will be relayed through the X6's xDrive system via a two-mode, seven-speed automatic transmission.

During European testing, BMW says the X6 hybrid can sprint from a standstill to 100 kilometres an hour in 5.6 seconds.

The X6 is BMW's first full hybrid model and is powered by the electric motors up to speeds of 60 km/h, with the combustion engine activated automatically when required.

The electric motors are powered by a nickel-metal hydride battery pack that is positioned under the floor of the luggage compartment, which BMW says does not compromise cargo capacity, which is the same as the regular X6. Regenerative braking is used to charge the battery. The BMW will also have an Auto Start Stop feature that will turn the engines off when idling. More details will be available closer to the vehicle's launch.

Also to be premiered at Frankfurt is a production 2010 BMW 7 Series ActiveHybrid, which will arrive at Canadian dealerships in the spring.

The luxury hybrid sedan will be powered by a 4.4L direct-injection, twin-turbocharged V8 engine and a three-phase synchronous electric motor that will produce a combined 455 hp and 516 lb-ft of torque.

BMW says the 7 Series ActiveHybrid achieved a five-second acceleration time from a standstill to 100 km/h during European testing while delivering a fuel economy that is 15% less than a conventional 750i.

Power will be transmitted through an eight-speed automatic transmission.
The hybrid powertrain will work like that in the X6 hybrid above.

For more like this join the green transportation group at http://current.com/groups/green-transportation/BMW has announced that a production version of the 2010 X6 ActiveHybrid will be... more

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2010 Lexus HS250 Hybrid vs. 2010 BMW 335 Diesel 390-Mile Fuel Economy Comparison Test Drive

Not long from now, the idea of a luxury fuel-efficient vehicle will most probably become ubiquitous. As the US government slowly raises the Corporate Average Fuel Economy rating, in a 5 percent annual ramp up to 35.5 mpg by 2016), automakers will need to manufacture more fuel frugal cars and trucks. And that of course includes luxury cars. But luxury cars buyers don't want to sacrifice comfort, performance or technology to save at the pump—or to save the planet. Who says they have to? Here, we take two forward-looking, fuel-efficient vehicles—one, a hybrid; the other, a diesel—from Lexus and BMW for a 390-mile test drive.

Both BMW and Lexus have launched new cars this year that offer two very different approaches to delivering luxury and fuel economy. BMW has brought its potent 335d to the states, packing a mammoth 425 lb.-ft. of torque. The BMW is rated to return 23-mpg city and 36 mpg on the highway. Lexus has built its first dedicated hybrid, the HS250h—a car that offers only modest accelerative performance by comparison, but delivers 35-mpg city and 34 on the highway in a much less expensive package, with about the same level of tech as the BMW. Let's see how they stack up in a fuel economy face-off.

The Specs
The HS250h may be a new Lexus hybrid, but it shares a powertrain with the Toyota Camry hybrid. The Atkinson-cycle 2.4-liter four-cylinder is linked to a 40 hp electric motor and CVT transmission. The hybrid system generates 187 total system horsepower and Lexus says that's good enough for a 0-60 mph time of 8.4 seconds. Like most hybrids, the Lexus has an Eco mode and a pure EV mode that allows the car to be driven under electric power for short distances. The BMW 335d in comparison uses a twin-turbo 3.0-liter inline six-cylinder with 265 hp and 425 lb.-ft. of torque that peaks way down at 1750 rpm. It's paired to a six-speed automatic and will produce 0-60 mph sprints in less than 6 seconds.

The BMW 3 series is perhaps the sports sedan benchmark. And our $50,895 335d test car was equipped with the $2,150 Sport Package that includes 18-inch summer tires and an even more aggressive suspension than the standard car. The rear-drive chassis is tuned to balance handling with a supple ride with MacPherson struts upfront and a multilink design in the rear. Lexus's HS250h is based on a front-wheel drive chassis that shares components with the European Toyota Avensis sedan. Our 3740 pound Lexus came with the $1600 Tuning Package that includes sportier 18-inch tires and a firmer suspension as well as the $2125 Navigation Package bringing the sticker up to $38,800—or $12,095 less than the BMW.

Inside, the 3835-pound BMW was trimmed with beige leather and dark burl walnut wood. And our test car had plenty of technology, including adaptive light control, dynamic cruise control, an iPod adapter and satellite radio. But strangely—for a $50,000 car—the 335d did not have a navigation system. Our Lexus wore a darker leather two-tone interior (part of the sport package) and absolutely no wood. But it did have heated seats and Lexus' wonderfully easy-to-use Remote Touch haptic controller behind its intuitively brilliant navigation system.

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For more like this join the green transportation group at http://current.com/groups/green-transportation/Not long from now, the idea of a luxury fuel-efficient vehicle will most probably... more

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BREAKING NEWS! New Buick Plug-In Hybrid Due By 2011

TRAVERSE CITY, Mich.—Soon after the Chevy Volt debuts late next year, Buick will... more

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2010 Lexus HS 250h Hybrid Review: Engine, Features, Performance, and Pricing

The 2010 Lexus HS 250h will be the brand's first dedicated hybrid sedan when it reaches showrooms in the fall of 2009. Lexus's three gas-electric hybrid vehicles currently on sale were originally developed as gas-engine models, then converted or updated for hybrid operation.The HS 250h, based closely on the familiar Toyota Prius, is a hybrid vehicle exclusively, no gas-engine-only version is available. Think of the HS 250h as an upscale Prius with Lexus-style amenities and dealership experience and you won't be far off the mark.

The HS 250h has similar exterior dimensions to the Prius, on an identical 106.3-inch wheelbase. Whether the two cars share an underlying platform or foundation we don't know. The HS 250h certainly looks different than the Prius: more stylized, perhaps, with a formal rear deck and trunk rather than a hatchback. And Lexus's figures confirm what an educated eye might guess. With a drag coefficient of 0.27, the HS 250h is slightly less slippery in the air than the Prius (0.25 Cd). That means that, other things equal, the Lexus will deliver slightly poorer fuel economy than Toyota's Prius in exchange for flashier exterior design.

Like the Prius, the HS 250h will run on its electric motor whenever travel speed, conditions or driving demands allow. The gasoline engine will charge the battery pack and provide extra power for maximum acceleration or high-speed travel, switching off and on automatically whenever the car stops or demands full power.

The HS 250h engine is larger than that in the 2010 Prius (1.8 liters), and it's Lexus's first four-cylinder to date. This 2.4-liter inline-4 operates on something engineers call the Atkinson-cycle, which tends to improve fuel efficiency at the expense of peak power. The company claims that this new engine was developed with an emphasis on noise, vibration and harshness control, with premium features such as piston-cooling oil jets and balance shafts that counter vibration generated by the pistons' movement in the cylinders. We expect that means smooth and quiet.

Lexus hasn't released horsepower or torque ratings for the HS 250h gas engine, but the company says that the engine and electric motor will deliver combined peak horsepower of 187. That's substantially more than the Prius (134 hp). It suggests the HS 250h will have more uumph under hard acceleration, but it also means that the Lexus should deliver at least slightly lower fuel economy than the Prius. Still, Lexus claims the HS 250h will provide at least 30 percent better fuel mileage than any of the other three hybrids in its lineup.

Underneath, the HS 250h will use a sophisticated, fully independent double-wishbone rear suspension, compared to the Prius's solid torsion beam rear axle. That should improve both ride quality and handling. The HS 250h will come standard with 17- inch aluminum wheels, and optional 18-inch wheels. And in the Lexus tradition, the HS 250h will feature a host of noise and vibration dampening features not typically expected in a Toyota, including active dampening engine mounts, special sound-dampening material inside the body panels and more costly seals around the doors and hood.

Inside, the HS 250h will be the first Lexus with carbon-neutral ecological plastic materials. These plant-based plastics emit less carbon dioxide during their lifecycle than plastic made solely from petroleum, and they account for 30 percent of the panels inside the LH 250h. A windshield with infrared-ray reduction properties will keep the interior cooler, and it should reduce the amount of energy required to operate the air conditioning.

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For more like this join the green transportation group at http://current.com/groups/green-transportation/The 2010 Lexus HS 250h will be the brand's first dedicated hybrid sedan when it... more

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Amphibious Hybrid car shows artificial intelligence in different terrain

The Amphibious Hybrid car is the ultimate in terrain-compatiblilty intelligence. A... more

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A Supercar Builder Takes a Shot at a Hybrid RV! What?

Shelby Super Cars' SSC Ultimate Aero tops out at 257 miles per hour. For its next... more

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Report Shows Diesel Drivetrains Have Quicker Payback Time Than Hybrids

SANTA MONICA, California — With gasoline and diesel fuel prices staying low (and uncharacteristically consistent) as the summer progresses, data analysts at Edmunds conducted a recent crunch of the often-discussed payback times for the nation's two competing fuel-saving drivetrains: hybrid-electric and diesel vehicles.

The latest round goes to diesel. There are two factors currently working in diesel's favor. First, diesel fuel prices have dropped precipitously since last summer's explosion to $4 per gallon (and beyond) and normalized to pricing quite near regular unleaded gasoline.

Second, the price "premium" for diesel technologies is low — and in a few cases, combines with federal tax credits to make the diesel-powered vehicle actually cheaper than a comparable gasoline-engine variant of the same model. For those vehicles, diesel-engine payback time is immediate.

Conversely, Edmunds.com analysts point out that as gasoline prices stay low, hybrids struggle to justify their typically higher initial-cost premium. The average premium for all hybrids is $4,981, with premiums ranging from just a few hundred dollars (Toyota Camry Hybrid: $289) to big-bucks upcharges such as the GMC Sierra Hybrid ($7,493) and perhaps the ultimate hybrid, the Lexus LS 600h L ($15,969) from Toyota's upscale division. The average diesel-engine premium, meanwhile, currently is just $2,360.

Using current gasoline and diesel fuel prices — $2.53 per gallon for gasoline and $2.54 for diesel — hybrids can't touch the payback times for diesel-powered models.

With a 15,000-mile annual driving figure, the lowest hybrid payback time is slightly more than six months for the Camry Hybrid. But most hybrid models take longer to recoup their initial extra cost at today's gasoline prices. One typical example is the 2010 Ford Fusion Hybrid: Its $4,175 premium over a conventional Fusion requires 8.1 years to achieve payback, say Edmunds.com data analysts. A Honda Civic Hybrid: 13.3 years. The longest hybrid payback time: the already mentioned Lexus 600h L — 70.3 years at current gasoline prices.

And one intriguing "special" comparison comes between Toyota's redesigned 2010 Prius and Honda's all-new Insight. Consumers and hybrid enthusiasts have argued about each car's "value" compared with the other, but judged strictly by their price in relation to their EPA fuel economy, the Prius costs $4,030 more than the Insight and would require 26.2 years of driving to recover its "premium" over the price of the Insight.

Thanks mostly to markedly lower cost premiums and the widespread availability of tax rebates, diesels currently are a much better payback proposition. Current market conditions also mean many diesels are selling for less than MSRP.

Those looking to maximize payback will, in most cases, shop Mercedes-Benz: Generous tax credits have diesel-powered variants of the GL- and R-Class currently with True Market Value (TMV®) figures less than their gasoline-engine counterparts. A diesel-powered 2009 GL320 CDI is a giant $2,745 less than the GL450 (which uses a gasoline V8), leading to a payback immediately upon purchase of the diesel model.

Other diesel payback times include Volkswagen's popular Jetta TDI, at 4.1 years to pay back its $1,760 premium; BMW's 335d, at 5.6 years to pay back a $2,558 premium; and BMW's X5 xDrive 35d at 4.6 years to pay back its $1,732 premium. The longest diesel payback time is 20.6 years for Mercedes' E320 Bluetec.

Inside Line says: Although diesels may have the advantage in the payback department, that fact still doesn't hinder the demand for popular hybrids like the 2010 Toyota Prius. — Bill Visnic, Senior Editor, Edmunds' AutoObserver.comSANTA MONICA, California — With gasoline and diesel fuel prices staying low (and... more

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First public drive for Fisker Karma plug-in hybrid scheduled for Pebble Beach Concours

Fisker Automotive's long awaited plug-in hybrid Karma sedan has only ever been... more

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Is there a Porsche 911 hybrid in the works?

Electricity and high-performance cars may or may not mix, depending on your frame of... more

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Flash: Arnold shops for new Hummer?

Hybrid or not, there is gov love for autos.

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Toyota Unleashes Giant Solar-Powered Flowers On Unsuspecting Cities

In an effort to remind you that the new 2010 Prius was created from the loins of... more

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Toyota Deploys Solar Sculptures To Market Prius And Provide Free Wi-Fi/Power

Toyota has begun 'planting' large 18 ft tall solar powered flower... more

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The One TV Mirror

You can shave, bathe or 'chill-out' on the toilet seat while watching the... more

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Canon's Hybrid Image Stabilizer tech takes the blur out of your twist and shake

In the past few years image stabilization has gone from a big-money feature available... more

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Would you like to make your car a hybrid? What if it cost less than a paycheck?

Few people have heard of it, which is why its here. There is a guy (not listed below) that has a DIY system that will work for the average person. I am thinking of doing a pod on it... but, would like some group feedback first. Let me know, what do you think?

Power Your Vehicle With Water
For months, we all have had troubles as per how we would be able to fill up our car's gas and fuel tanks when the gas prices were soaring like they have never soared before. For months, we have tried to find ways and even alternative answers to this dilemma that all car owners were facing. If only water could be used as fuel for our vehicles, we would have done so even before. But is it possible to use water as fuel?

Of course, many people would answer no. And many scientists have tried looking for ways to actually make and create a vehicle that could run on water as fuel. And it looks like their efforts have not been put to waste.

You see, the HyPower Fuel Inc. has already announced to the world that they have been able to successfully make a vehicle run and function with only water as its main source of fuel. The company also did share that the vehicle is just an ordinary Volkswagen GTI with also ordinary Volkswagen car parts making up the vehicle. But the only thing not so ordinary about this Volkswagen GTI is the fact that underneath its hood, HyPower has installed an H2 Reactor (or H2R) hydrogen system.

The H2R hydrogen system is actually a system that has the capacity to produce the right amount of hydrogen that the vehicle needs. And all it needs is water so as to create the much needed hydrogen. This system makes use of electrolysis which actually converts water so much so that it becomes hydrogen gas or oxygen gas. And when this has been done, the gas can then be used to give the vehicle power to do what it has been meant to do.

Doug Bender is the president of HyPower and he does share, "This is an extremely significant advance in that a vehicle with a standard internal combustion engine can be powered with hydrogen produced onboard as needed. Other hydrogen vehicles require special storage tanks to supply the highly compressed gas to the engine. This is not yet a practical application as there are simply very few available refueling stations for these vehicles."Few people have heard of it, which is why its here. There is a guy (not listed below)... more

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Watts the Deal With Lithium-Ion Batteries?

Ten years ago, the idea of driving a mass-produced vehicle that could run on electricity seemed like science fiction, yet there are currently over a dozen gas-electric hybrid vehicles to choose from and more on the way. As climate change becomes an increasingly hot topic and our national addiction to oil appears in the news almost every day, alternative-fuel vehicles are entering the mainstream and electric power is leading the way.

Early electric vehicles (EVs) ran on lead acid batteries that were heavy and lacked sufficient power. As technology progressed, the industry moved to nickel metal hydride (NiMH) batteries that were much better suited to the task of propelling a vehicle. Today, with hybrid cars gaining ground and EVs just about to hit the market in earnest, a debate is under way as to whether lithium-ion batteries will (or should be) the next battery system to come into play. Although big names like Toyota and GM are racing to develop them, lithium-ion batteries have yet to be tested on the same mass scale as NiMH batteries. As such, they are not quite ready for prime time.

The Pros
"Lithium has so much potential to be less expensive and has such a higher energy density than other types of batteries that I think it's the future" says Greg Hanssen, CEO of Edrive Systems, a company that retrofits Prius hybrids, allowing them to be plugged in. The energy density — the amount of energy that can be stored within a given space — is one of the biggest selling points of lithium-ion technology. Lithium-ion batteries have an energy density almost twice that of the NiMH batteries currently being used in hybrid vehicles and about six times the energy density of lead acid batteries, the units found in most conventional cars and in GM's ill-fated EV1. Take a vehicle with a 1,500-pound NiMH battery pack and replace it with a 1,500-pound lithium-ion pack, and you'll be able to go roughly twice as far without adding any weight. Or, put in a battery half the size and achieve the same mileage. Either way, you win.

Another plus for lithium-ion batteries, Hanssen points out, is cost. "While lithium is still expensive, it is dropping and at the same time the cost of nickel is rising. Over time, lithium prices will come down to the point where [the batteries] are cheaper. In an industry where automakers will try to shave 20 cents off the cost of a door panel, the price of the battery system can make a huge difference."

On an environmental level, lithium-ions are a big step forward as well. "Since lithium is a lighter element it is less toxic and therefore has less of an impact on the environment," points out Wally Rippel, the principal power electronics engineer for Tesla Motors, makers of the lithium-ion battery-powered Tesla Roadster. Rippel adds that since there is value in lithium it's in the best interests of the battery manufacturers to recycle them. Built into the cost of the Tesla is the price of reclaiming the battery packs, to ensure they will be recycled.

The Cons
The primary concern regarding lithium-ion batteries is safety, fueled in part by the 2006 global recall of lithium-ion laptop batteries after a small number of them overheated or caught fire. Although overheating — or worse, fire — would be a concern to anyone driving a vehicle powered by a battery pack, Hanssen is quick to point out that "whenever you have a high concentration of energy in a very small package, the potential for that energy to react negatively is high," which is why battery packs are equipped with energy and heat sensors and computer safety nets so that the units will shut down should they become unstable.

"Any battery can blow up if treated improperly," he points out, adding that presently, people drive around sitting on top of canisters filled with highly flammable gasoline and think

VISIT LINK FOR THE COMPLETE ARTICLETen years ago, the idea of driving a mass-produced vehicle that could run on... more

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