204-hp electric MINI E to debut at LA Auto Show

Late last spring, MINI’s parent company BMW announced plans to build and lease a fleet of 500 MINI Cooper-based electric vehicles starting in the spring of 2009.

After many months of highly secretive R&D, BMW has released photos and full specifications on the MINI E, the company’s first pure-electric vehicle.

Based on the 2009 Mini Cooper, the Mini E ditches the stock 1.6-liter 118 horsepower DOHC four for an electric motor producing 204 horsepower and 162 pound-feet of torque.

Inside, the rear seat has been displaced by an air-cooled bank of lithium-ion batteries with a total storage capacity of 35 kilowatt-hours, enough to cover about 150 miles on a full charge.

The tradeoffs don’t stop there; as you might expect, the batteries impose a penalty when it comes to weight. Whereas the flyweight MINI Cooper comes in at a scant 2700 pounds, the electric MINI E tips the scales to more than 3,200.

MINI stresses that the MINI E has been designed to preserve the Cooper’s unparalleled agility. The MINI E uses unique dampers and springs tuned to compensate for the extra weight. Also, the E’s battery pack was intentionally moved to the rear seat in order to concentrate the car’s mass near the center of the wheelbase. Even with the batteries for ballast, the MINI E can scoot quite well. MINI quotes a 0-62 mph time of 8.5 seconds, roughly on par with the naturally-aspirated MINI Cooper.

The E uses a single-speed transmission in lieu of the Cooper’s six-speed box, a decision made to simply production. Since electric motors produce maximum torque at zero rpm, the added gears are superfluous for a city car. Accelerating is simply a matter of stomping on the “gas” pedal and steering.

While the MINI E features regenerative braking to help sustain the batteries, the car doesn’t have an on-board generator. Once the batteries are depleted, the car must be recharged by plugging into a wall socket.

Those who lease the MINI E next spring will also receive a high-current charging station to speed the recharging process. Using the station, MINI claims it can fully recharge the MINI E’s battery pack in two and one-half hours.

Instantly a MINI, yet unmistakably unique
From the outside, the MINI E carries all the visual cues to associate it with it’s petrol-burning brothers. A small stylized “E” badge is mounted to the front grille. Where the standard Cooper features ornamental grilles on each front fender, the MINI E receives a pair of numbered plaques.

All MINI E will wear the show car’s metallic Dark Silver paint, offset by the roof, which is painted in Pure Silver.

Most of the iconic MINI design cues remain inside as well. The most readily apparent change is the E’s exclusive yellow interior trim. A large battery charge and regenerative braking gauge replaces the standard Cooper’s steering column-mounted tachometer.

Both the speedometer and charge / regen meter use yellow lettering on a charcoal grey background. Even with the battery back replacing the rear seat, the E still offers a generous amount of space for cargo.

500 MINI E up for lease in Spring 2009
Production of the E fleet has already begun.

500 MINI E’s will begin life on the main MINI production line in Oxford, England. There, the Es will be fully assembled aside from their engines, transmissions and related wiring. Each E will then be whisked away to a special assembly line at the BMW plant in Munich, Germany, where they will receive their electric motor, transmission and battery pack and drivetrain wiring.

And starting early next year in California, New York and New Jersey, BMW will start leasing the fleet of 500 MINI Es to the public through the MINI dealer network.

Lessees will be asked to provide feedback to BMW on a regular basis to gauge real-world performance and driver satisfaction. In addition to making a capital investment in gas-free motoring, BMW is using the MINI E program to learn more about future electric vehicles and how driver behavior will influence their design.

In each market, BMW will establish a set of specially-staffed and custom-equipped service centers to handle maintenance on the MINI E, which includes an early inspection at 3,000 miles and a battery (pardon the pun) of tests once the customer's lease term is up. We'll have more details on the lease term and cost as they become available. Stay tuned.

2009 MINI E: FULL SPECS
Type: Three door, two seat compact hatchback
Length: 3.714 mm (146.2")
Width: 1.683 mm (66.3")
Height: 1.407 mm (55.4")
Curb weight: 3,230 lbs
Weight dist. F/R: 1,651 lbs/ 1,575 lbs

Wheelbase: 97.1"
Track F/R: 57.2" / 57.5"
Turning circle: 35.1 feet

Suspension
Front: Single-joint McPherson spring strut axle with anti-dive control
Rear: Longitudinal link with centrally mounted control arms.
Steering: Rack and pinion with electric power steering assist, total ratio 14.1:1

Brakes:
Front: Vented disc, 11.6" dia.
Rear: Solid Disc, 10.2" dia.

Drivetrain
Asynchronous electric motor: 204 hp, 162 lb-ft @ 0 rpm; 12,500 rpm maximum speed.
Transmission: Single-stage helical gearbox, derived from the Cooper S helical gearbox

Electrical System
Battery: Lithium ion, 5,088 cells. Air cooled via temperature-, load- and speed-sensitive fans
Peak current: 900A
Battery capacity: 35kWh
Battery weight: 573 lbs
Charge time: 2.9h @ 240V/48A

Performance
Power-to-weight ratio: 9.76 kg/kW
Acceleration 0-100 km/h (0-62 mph): 8.5s
Top speed: 152 km/h (95 mph)
Range: 240 km (150 miles)

Energy use: 0.12kWh/km (0.19 kWh/mls)
CO2 Emissions: 0 g/km

[BMW USA]

2010 Pininfarina B-Zero debuts at Paris, on the road by 2009

When mentioned, Pininfarina is a firm most often recognized for designing nearly every Ferrari production car in the last fifty years. Less well known is the fact that Pininfarina is more than just a design agency. Over the years they've produced car bodies for Fiat, Alfa Romeo and Peugeot -- all of them mainstream consumer brands.

In it's latest project, Pininfarina collaborated with French battery maker Bolloré to develop the 2010 B-Zero, a four door, four seat plug-in electric vehicle.

Designed for use as a city commuter car, the B-Zero relies on a 30 Kilowatt-hour lithium-polymer battery to drive its front-mounted electric motor. The battery's charge is preserved by a regenerative braking system that relies on a bank of capacitors to temporarily store the electric current generated by slowing the car.

While capacitors have little to offer when it comes to storing an electrical charge, they can absorb and release electrons much faster than a battery. By using capacitors, the B-Zero can capture more electrical energy from regenerative braking and deliver more energy to boost acceleration from a standstill.

The B-Zero is also equipped with a bank of solar cells across the roof and nose to continually charge the battery via ambient light. All told, a single charge will provide 153 miles of range with a maximum speed of 80 miles per hour, according to Pininfarina.

Pininfarina expects to start production of the B-Zero in late 2009, though that date may slip if battery production is slowed. The company claims the battery pack will last for 125,000 miles.

As more extended-range electric vehicles and plug-in electric vehicles come to market, we draw closer to a viable post-gasoline future — one that combines the mobility we expect with the benefit of low or no emissions.

While the process of recycling lithium batteries at the end of their lives remains an issue, the B-Zero remains a solution to 21st century urban mobility.

[Pininfarina]

Nissan Nuvu Concept takes bio-design to aquatic extremes

Within the world of concept car design, inspiration can come from almost anywhere.

With its cobalt hues and fluid form, the Renault Ondelios has a distinct Blade Runner vibe. The Mini Crossman takes the cheery countenance of the Mini Cooper and injects a hearty dose WWE-strength 'roid rage.

But rarely has one design theme been carried to its natural conclusion in one fell swoop.

Meet the Nissan Nuvu — an organic design concept built for the future of urban driving.

Unveiled among many other pie-in-the-sky concepts at the Paris Motor Show this week, the Nuvu is Nissan's take on what the metropolitan electric vehicle will become by the end of this century.

Diminutive dimensions, maximum mobility
In the early stages of the Nuvu project, Nissan designers envisioned a far more crowded world. With every major city filled to bursting point, space would become a expensive commodity -- creating pressure on everyone to scale down their lives to a city-friendly scale.

"The most important aspect of Nuvu is the interior design which provides comfort and space in an intelligent package designed to make the best use of our crowded roads and limited parking," said Francois Bancon, general manager of Nissan's Exploratory and Advance Planning Department.

Inside the Nuvu, broad swaths of glass lend the feeling of open space to an otherwise small car. Within its nine-foot, ten-inch length, the Nuvu can seat the driver and two passengers, with the second riding in a fold-out jumpseat beside and behind the front row seat.

The decision to build a 2+1 concept stemmed from research conducted by Bancon and his designers. "We found that for 90 percent of the time, the driver was alone. For five percent of the time there was one passenger and for four percent of the time there were two passengers. You can do the math to find out how often four or more people were in the car." said Bancon.

Responding to this research, the Nuvu's seating configuration offers the flexibility to ferry both people and their things for a typical supermarket or shopping trip, without making the sacrifices brought about by strict two-seaters (I'm looking at you, Smart forTwo).

A tranquil refuge from the urban world
If the present is any indication, our intensely urban future will likely be blighted by the cold cubic subdivisions of concrete and steel as towering buildings become commonplace.

Bancon and his design team sought to create a refuge from such a world. Every surface is bathed in light radiating through the Nuvu's glass roof. Designers chose contrasting blue-green and orange hues creating a haven of green tranquility in stark contrast to the urban jungle.

To reinforce this message, Nuvu incorporates a witty representation of its green credentials: across its all-glass roof are a dozen or so small solar panels. Shaped like leaves on a branch, the power they generate is fed to the drivetrain battery using a tree trunk power conduit within the car.

Under the hood, Spongebob meets kilowatts
The ecological design theme continues outside. Nearly every surface of the Nuvu has an organic quality to it. Aside from the broad sharp outline of the side windows, the Nuvu is defined by sweeping line and bulging surfaces. Painted in a matte orange hue, the car begs comparison to goldfish, guppies and countless other aquatic youngsters.

Distilled to its mechanical essence, the Nuvu is designed for ease of operation and near zero maintenance.

Driver controls are as simple as possible. All the major functions — steering, braking, transmission and throttle — are processed digitally by-wire, while the steering is controlled by an aircraft-style steering yoke. With just one turn from lock to lock, the steering is very direct for agility and maneuverability; the Nuvu's turning radius is barely more than 12 feet.

With a six-foot two-inch wide track and the use of 165/55R16 tires mounted on lightweight wheels, ride comfort, stability and agility are all of the highest order.

Two screens on the dashboard display the view behind the car; there are no door mirrors to disturb airflow. These screens double as monitors for the Nuvu's Around View Camera - a technology already in use on the Infiniti EX crossover — which give a birds eye view of the car when maneuvering at slow speeds.

The Nuvu is powered by a rear-mounted electric motor that offers an estimated top speed of 75 mph and a range of about 78 miles. The motor draws energy stored in laminated lithium-ion batteries that can recharge passively via the integrated solar panel roof. When plugged in, the Nuvu's batteries require 10 to 20 minutes for a quick 25 percent recharge and three to four hours to completely a full charge from a 220V home outlet.

Where will all this go?
Nissan has already announced plans to introduce an all-electric car in Japan and the US in 2010 and market it globally in 2012. Nuvu is not that car, though it uses much of the same technology that will be used in the Nissan's future production electric vehicle.

In the long term, Nissan foresees a future based around a line up of zero emission vehicles regardless of their size, category and usage. Nuvu — or its future production version — is just one element of this emission-free future.



[Nissan]

Chrysler unveils 3 EV prototypes, will enter EV market by 2010

A few weeks after this blog set sail, I wrote at length about the difficulties Chrysler would face and the cause for concern that majority owner Cerberus Capital Management would simply dismantle the company and sell it off piecemeal.

While the storm clouds have yet to fully part, today's announcement is precisely the type of good news the market has waited months to hear.

After a brief preview on CNBC yesterday, Chrysler LLC unveiled a trio of electric vehicle prototypes this morning.

* The Dodge EV, an all-electric sports car developed with British automaker Lotus.
* The Chrysler EV, an extended-range electric vehicle based on the Chrysler Town & Country minivan.
* The Jeep EV, an extended-range electric vehicle based on the Jeep Wrangler Unlimited.


Chrysler said it would bring one of the three prototypes to market in 2010 -- precisely when Chevrolet will start selling the Volt plug-in electric sedan.

The Dodge EV sports coupe — based off the Lotus Europa — takes direct aim at the Tesla roadster, relying on a 26 killowatt-hour lithium-ion battery pack to power the car's electric drivetrain. Chrysler claims a driving range of 150 to 200 miles and a 0-60 time under 5 seconds.

The Chrysler EV and Jeep EV both use a drivetrain similar in concept to that of the Volt. Electric power drives the wheels at all speeds. When the on-board battery is depleted, a small gasoline engine drives a generator to simultaneously recharge the battery pack and power the vehicle's electric motor. An AC-to-DC converter is included to allow overnight charging via a 110 or 220-volt power outlet.

Chrysler chose the Town & Country minivan as the benchmark vehicle for developing a front-wheel-drive setup, while the Jeep Wrangler was used to explore use of an electric drivetrain in a body-on-frame SUV.

And lest the idea of an electric-powered trail-blazing SUV sound preposterous, think for a moment of the advantages. Instant torque at zero rpm from an engine that doesn't mind which way it's oriented. No noise for your spotter to shout instructions over.

And the fuel savings are substantial. Chrysler claims that with approximately eight gallons of gasoline, both EVs have a range of 400 miles, including 40 miles of zero fuel-consumption, zero-emissions, all-electric operation.

The end goal of Chrysler's EV program is to build a "plug-n-play" electric-gasoline drivetrain that can be offered across the entire Chrysler range.

To that end, Chrysler has launched a new web site to spread the word on the company's electric and extended range electric vehicle development programs. Seeing as how Chrysler is ostensibly betting the company's future on electric power, we'll be keeping a close eye on future developments.

[Sources: Chrysler LLC, CNBC, AN, AO, MT]

2011 Chevrolet Volt debuts on General Motors' centennial

A day after a tidal wave of insolvency inundated Wall Street creditors and set the Dow Jones tumbling, General Motors celebrated its centennial.

And in the midst of such turbulent economic tides, there was hardly a better way to celebrate than with the unveiling of the production ready 2010 Chevrolet Volt.

“It is a great way to open our second century,” said Rick Wagoner, GM Chairman and CEO. “The Volt is symbolic of GM’s strong commitment to the future … just the kind of technology innovation that our industry needs to respond to today’s and tomorrow’s energy and environmental challenges.”

Innovative design throughout
At first glance, it's clear that a healthy amount of time was spent honing the Volt's aerodynamics. On the whole, the production appears retains much of the concept's design essence while at the same time making concessions to aerodynamic and cost efficiency.

The Volt's rounded and flush front fascia, tapered corners and grille are the most readily apparent changes, all designed to minimize turbulence and the aerodynamic drag that results. Out back, the rear fender, spoiler and steeply raked rear window combine to form a faceted, sleek composition that allows air to flow off and away quickly.

Inside, the Volt offers a broad, airy cockpit for four, packed with leading-edge technology. Prominently placed in the center console is the Volt's standard touch-sensitive infotainment screen. The screen is used to display information about the battery's state of charge, climate control and audio systems.

Standard audio will include a six-speaker MP3 enabled CD player with AM/FM radio, as well as Bluetooth networking for hands-free phone integration and music streaming from a Bluetooth-enabled personal music player. Navigation will be offered as an option; the system will also include an on-board hard drive for storing both the navigation system's maps and music recorded from CDs.

In lieu of conventional analog gauges, the Volt uses a color LCD screen which the driver can reconfigure to his or her liking. More details on the instrumentation will come to light as release date nears.

All of this design and technological wizardry is an accessory to the key innovation of the Volt — its electric-gasoline drivetrain.

Under the hood, electrons abound... gasoline optional
Unlike a conventional gasoline-electric hybrid, the Volt's electric motor drives the car's wheels all the time at all speeds. For up to 40 miles on a full charge, the 16 kilowatt-hour lithium-ion battery provides all the vehicle's power, which means no gasoline used and no tailpipe emissions.

When the battery is depleted, a gasoline-powered engine turns an on-board generator, providing electricity to power the Volt's electric drive unit and simultaneously sustaining the charge of the battery.

Unlike previous electric vehicles, the Volt will never leave the driver stranded by a flat battery. Further enhancing the car's efficient drivetrain, the Volt can be plugged into either a standard household 120-volt or 240-volt for direct charging of the onboard battery off of mains power.

At 240 volts, the Volt will fully recharge in three hours; eight hours are required with a 120v outlet. Charge times are reduced if the battery has not been fully depleted. At a cost of about 80 cents per day (10 cents per kilowatt-hour) for a full charge that will deliver up to 40 miles of electric driving, GM estimates that the Volt will be less expensive to recharge than purchasing a cup of your favorite coffee.

Charging the Volt about once daily will consume less electric energy annually than the average home's refrigerator. For a driver that stays within the Volt's 40 mile electric-only range and recharges off of mains power, about 500 gallons of fuel will be saved. At an average price of $3.60 per gallon, that’s a yearly savings of $1,800. Commuters with a 60 mile round trip commute could save up to 550 gallons, or $1,980 per year.

In addition to offering substantial fuel savings, the Volt's electric drive unit offers spirited driving performance in a remarkably quiet interior. The Volt delivers the equivalent of 150 horsepower and 273 pound-feet of instant torque to the wheels. Top speed is electronically limited to 100 miles per hour. The lack of engine noise, combined with special sound-deadening materials make the Chevrolet Volt a particularly quiet vehicle to drive.

An American Revolution (we hope)
The last remaining step in the Volt's production process is to settle on a location for the plant.

Wagoner has expressed interest in keeping Volt production stateside and has begun lobbying Congress for tax incentives both on production and retail sales of the Volt.

Assuming all goes well, the Volt will begin rolling off the line at GM's Detroit-Hamtramck manufacturing facility in late 2010. Pricing has not yet been announced, but we will continue to follow the Volt as further details emerge.

[GM]

SoCal Edison, Mitsubishi to collaborate next summer on electric vehicle fleet test

In a research effort to gauge the impact of electric vehicles upon the power grid, power company Southern California Edison will partner with Mitsubishi, which will provide prototypes of their i-MIEV electric vehicle.

“Southern California Edison has more than 20 years and 16 million EV miles of experience operating the nation’s largest private fleet of electric vehicles,” said Edward Kjaer, SCE’s director of electric transportation in announcement last week. “This new EV collaboration with Mitsubishi complements SCE’s existing work on plug-in hybrids and next-generation advanced batteries and their effective connection and control by Edison’s next-generation meters.”

The partnership with Mitsubishi comes at a time when the Japanese auto maker is preparing to launch its first electric car. Expected to launch in the Japanese market next year, the i-MIEV will cost roughly ¥4 million (approximately $37,496); government subsidies may reduce the price to around ¥3 million.

Mitsubishi originally planned to delay sales until after the SCE fleet test was complete. The company cited favorable market conditions and rising fuel prices as the reason for starting sales a year ahead of schedule.

The i-MIEV will feature a 63 horsepower electric motor powered by 330-volt lithium-ion batteries. The car will run for roughly 100 miles on a single charge and can be recharged off of a 110-volt outlet in about seven hours. A ‘quick-charge’ pack is also in development; the goal is to charge the car's battery to about 80 percent in under 35 minutes.

Mitsubishi hopes to sell up to 2,000 units in Japan in the first year on the way to nearly 10,000 units by 2011.

Photo Credit: Mitsubishi Motors USA
[Source]

Road Test: Chevrolet Fuel Cell Equinox

In an age of soaring gas prices, economy and ecology have ousted horsepower and torque as the buzzwords in today's automotive market. From ethanol-intensive blends of gasoline to soy-based plastics used to furnish interiors, environmentalism has become both a means to combat rising material costs and a powerful pitch line to sell cars.

In this market, Honda and Toyota have long been the front runners, raking in a tidy profit with the fuel sipping Civc Hybrid and Toyota Prius, both of which squeeze 40 or more miles out of a gallon of gas.

But while the Japanese spent the last decade focused on maximizing fuel efficiency through investment in gasoline-electric hybrids, General Motors doubled down on the SUV market. GM made millions in an era of cheap gas by selling tarted-up trucks which on average weighed nearly two tons and returned single-digit gas mileage.

With the SUV market now nearly obliterated by oil trading at $130 per barrel, General Motors has regrouped, aggressively publicizing their own fuel efficient and ecologically conscious products.

The figurehead in this new campaign is the fuel cell powered Chevrolet Equinox.

Dave Barthmuss, GM regional group manager of environment & energy communications, sees the hydrogen powered trucklet as an example of how to move away from oil altogether. "As a nation we are 98 percent dependent on oil as an energy source. It is a finite resource. Hydrogen fuel cell technology is an option that we feel is part of the future."

Road Test:
A small SUV comparable in size to the Honda CRV, the fuel cell Equinox drops the current model's six-cylinder engine in favor of an electric motor and an automatic transmission that continually selects the best gear ratio for either acceleration or economy.

But rather than use batteries to store electricity, the fuel cell Equinox uses pressurized hydrogen and atmospheric oxygen in the on-board fuel cell to create power for the motor as it is needed. To extend the vehicles range, a small battery pack is also carried on board to store energy captured from the vehicle's regenerative braking system.

Electric motors produce maximum torque at idle; the first sensation when driving the diminutive SUV is one of instant power and eager acceleration. During my time cutting a swath through typical Valley traffic, the Equinox responded to a squeeze of the "gas" pedal with zeal, making merging and overtaking effortless.

At first, the regenerative braking was sensitive, requiring a deft touch to brake smoothly. Regenerative braking works by using the electric motor as a generator, creating electrical currents that charge the batteries and slow the car by creating resistance within the motor itself. And as the motor slows, so does the rest of the car.

After a few blocks of stop-and-go driving the learning curve leveled off. It was actually fun to anticipate the next red light and try to save the most energy, watching the power meter (which replaced the gas-powered model's tachometer) spin backwards as the regenerative braking kicked in. In a panic stop triggered by an trailer-towing twit, the regular hydraulic brakes stopped the SUV with alacrity.

In nearly every respect, the fuel cell Equinox proved to be a very refined vehicle that is as practical as its gasoline-powered counterpart. At highway speed, the only sound was a faint whine from the electric motor and the wind rustling past the windows. The rear hatch wasn't cluttered by batteries or hydrogen tanks befitting a zeppelin. The rear seats still folded, just as on the regular model. You could very easily take this trucklet on the supermarket run or wherever else the urban SUV still roams.

Which is precisely the point GM is trying to prove.

Project Driveway
The Chevrolet division of General Motors will be offering 100 examples to selected members of the public as a part of Project Driveway, their first long term public road test of fuel cell technology.

Participants will be chosen based on their driving habits and their proximity to one of three hydrogen refueling stations operated by GM in Los Angeles County. Those selected to drive the Equinox will get to use it completely free of charge for three months at a time and report their experiences back to Chevrolet. Motorists in Washington D.C. and New York City will also participate in the program.

"Drivers will provide regular, candid feedback about their use of the vehicle in their daily lives, the vehicle's performance and their personal preferences," said Ed Peper, general manager of the Chevrolet division, in a public announcement introducing the program. "[Their feedback] is key in defining our product and introduction plans for fuel cell vehicles."

Yet before the program begins, driving range will be the critical issue. When fully fueled with nine pounds of hydrogen, the fuel cell Equinox can be driven about 150 miles. This is fine for the inter-city commute and in traditional gasoline mileage figures, this equals roughly 35 miles per gallon — a remarkable feat given the size of the vehicle.

The lack of hydrogen fueling stations remains the major roadblock toward delivering an otherwise road ready product.

Barthmuss recognizes this hurdle and sees "Project Driveway" as a way to stimulate investment in fueling stations. "Our goal is to have a fuel cell program ready by 2010 and we are confident that we can meet that goal. We don't see any engineering standpoint. The only roadblock is infrastructure."

Note: A version of this article was published in the Daily Sundial on June 30, 2008. Reprinted with permission. - DM.