Fisker debut production Karma Hybrid Paris 2010

Anticipation and excitement has grown at Fisker Automotive and with the general public wanting to see the production Karma. Today, Fisker Automotive unveiled the first factory built luxury plug-in Karma at the Paris Motor Show.

“This vehicle represents our goal of bringing an eco-friendly vehicle founded on the principals of ‘Pure Driving Passion’ to consumers around the world,” said CEO Henrik Fisker.

The message has always been clear - designing a beautiful vehicle utilizing
innovative technology provides freedom to the driver, versus containment - fusing
green technology with energy independence. It also involves an unwavering
commitment to purity. When sourcing environmentally conscious and sustainable
materials, if Fisker designers and engineers felt the existing technologies did not
meet their exacting standards, they developed new, superior approaches that have
resulted in several proprietary designs.

One of these unique technologies is the world’s largest continuous solar panel roof
for an automobile. This beautiful, sculptural form captures the power of the sun to
help power the Karma.

The pursuit of pure design also led Fisker to create one of the most sustainable and accountable interiors in automotive history.

To process the leather for the Karma’s interior a 100% sustainable manufacturing
strategy is used, resulting in one of the highest yields in the industry. This process is conducted at the world’s first energy self-sufficient, closed loop leather manufacturing plant where both gas and electricity are generated on-site from by-products of the leather making process.

The Karma’s interior wood wings and accents are also unique and sustainable -
sourced from certified fallen, sunken and rescued wood to create a luxurious sensory experience inspired by nature.

Fisker Automotive’s commitment to purity throughout the Karma reflects its
dedication to introducing sustainability and accountability to luxury automotive design - Responsible Luxury.

To date, Fisker Automotive has nearly 70 patents and patents pending for the Karma
- a very good reason to have kept the Karma’s technical detail under wraps.

From Concept to Reality, Unchanged

Designed by Fisker Automotive co-founder, CEO and executive design director
Henrik Fisker, the four-door, four-passenger Karma combines world-class style with
better efficiency and lower emissions than today’s best hybrids to deliver an
uncompromised, premium vehicle that sets the tone for the future of driving. Mr.
Fisker is responsible for designing some of the most desirable and iconic luxury
sports cars of the modern era, including the Aston Martin V8 Vantage, Aston Martin
DB9, BMW Z8 and Artega GT.

With exotic car looks, sports car performance, an achievable annual average
economy of 2.4L/100 km (100 mpg) and emissions of just 83g/km, the 300 kW (403
hp/408 PS) Fisker Karma is the only truly responsible alternative to traditionally
powered luxury cars.

True to Fisker’s goal of bringing the Karma concept to reality in its original form, the production car retains, and even adds to, all of the original concept’s elegant design, dramatic proportion and unique features.

“Too often concept cars are just that – concepts,” Henrik Fisker said. “As car
enthusiasts we wanted to see all that excitement and imagination make it to
production. It’s what keeps us in love with cars. I feel our team has succeeded in
every way.”

Most notable is the Karma’s athletic appearance. At 4.99 meters (196.7 in) long, 1.98 meters (78.1 in) wide and just 1.33 meters (52.4 in) high, the Karma’s final
dimensions remain virtually the same as the concept’s.

A long hood -- accentuated by a large dash-to-axle ratio -- and short deck give the
Karma a timeless silhouette. Its expansive (3.16 m/124.4 in) wheelbase, short
(913/923 mm - 35.9/36.3 in f/r) overhangs and wide (1.69/1.70 m - 66.6/67.0 in f/r)
track reinforce the Karma’s performance orientation even when standing still.

Also retained from the concept are the 22-inch aluminum-alloy ‘Circuit Blade’ wheels and the world’s largest spherically curved, monolithic solar roof panel, which communicate the car’s advanced technology and environmental purpose. The Fisker Karma is the first car to be equipped with 22-inch wheels as standard equipment.

In addition, the production Karma keeps the concept’s complex parting lines around
front and rear fascias, along with the industry’s tightest tire-to-wheel arch
relationship. These details enhance the Karma’s overall design and set it further
apart from its competitors.

The most significant visible exterior change is the addition of B-pillars, which increase the Karma’s structural rigidity and help it meet global crash protection requirements.

Unique to the segment is the Karma’s absence of external window frames between
rear door-glass panes, which improves aesthetics and reduces wind noise.

While the Karma Command Center™ -- the industry’s first and, at 25 cm (10.2 in),
largest haptic feedback touch screen – elegantly consolidates into a single location controls for automatic dual-zone climate, audio/infotainment, phone, navigation and vehicle systems.

Like the concept, the production Karma has a four-seat cockpit with a large center
console running from the dashboard to the rear seatback, which houses the
rechargeable Lithium ion battery.

This console incorporates intuitive gear selector buttons in place of the original
shifter, as well as electric window controls, seat heater switches, storage and four cup holders.

Advanced Technology Plug-in Hybrid Power

Under the skin, Fisker’s exclusive Q-Drive® plug-in hybrid electric powertrain
technology combines world class performance with industry-leading economy and
the lowest emissions.

With 300 kW of power and more than 1,300 Nm (981 lb-ft) of torque at zero rpm the
electrically-driven Fisker Karma can quickly reach Autobahn speeds, yet achieve
better annual average fuel economy and lower CO2 emissions than nearly any other
production car.

Karma drivers will not be concerned about Range Anxiety. By leveraging the world’s
existing gasoline infrastructure, the Fisker Karma has a total range of 480 km (300
mi).

Eighty kilometers (50 mi) are electric-only and tailpipe-emission free when powered
only by its 20 kWh Lithium ion battery, which can be recharged in as little as six
hours on standard 240-volt current.

When the battery is depleted, or when the driver engages Sport mode, the Karma’s
2.0L, turbocharged four-cylinder Ecotec® gas engine automatically turns a 175 kW
generator that sends electricity to two 150 kW (201.5 hp/204 PS) electric traction
motors mounted directly to the rear differential.

This single speed gearbox ensures a smooth, constant delivery of power to the
wheels without hesitation, all the way to the Karma’s top speed of 200 kmh (125
mph).

World Class Manufacturing

While Fisker Automotive is globally headquartered in Southern California, the Karma
will be built by Valmet Automotive at its state-of-the-art flexible assembly plant in Finland.

Fisker partnered with Valmet because the 41-year-old company was able to meet
Fisker’s strict requirements of cost-effectively building 15,000 high quality, advanced technology vehicles per year for international markets.

Since 1969 Valmet has built more than 1.1 million vehicles for demanding customers
all over the world, and currently builds Porsche Boxster and Porsche Cayman sports
cars for Porsche AG.

The Fisker Karma is the world’s first premium plug in hybrid and the embodiment of
the design-driven company’s firm belief that environmentally conscious cars need not sacrifice passion, style or performance.

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Boeing SolarEagle UAV can stay aloft for five years

Boeing's solar/electric-powered high altitude long endurance unmanned aerial vehicle, SolarEagle, has clinched a $89 million deal with the US Defense Advanced Research Projects Agency (DARPA) to develop and fly the unmanned aircraft capable of staying aloft for up to five years.

"SolarEagle is a uniquely configured, large unmanned aircraft designed to eventually remain on station at stratospheric altitudes for at least five years," explained Boeing spokesperson Pat O'Neil.

"that's a daunting task, but we have a highly reliable solar-electric design that will meet the challenge in order to perform persistent communications, intelligence, surveillance and reconnaissance missions from altitudes above 60,000 feet."

According to O'Neil, the SolarEagle demonstrator is slated to remain in the upper atmosphere for 30 days during testing - harvesting solar energy that will be stored in fuel cells and used to power the aircraft at night. 



The unmanned aircraft will also boast highly efficient electric motors and propellers, along with a high-aspect-ratio, 400-foot wing for increased solar power and aerodynamic performance.

O'Neil noted that the SolarEagle was only one of Boeing's rapid prototyping projects.
"efforts include the Phantom Ray, a fighter-sized, unmanned, advanced technology demonstrator scheduled to make its first flight in early 2011. 


"The hydrogen-powered Phantom Eye demonstrator, a High Altitude Long Endurance aircraft designed to stay aloft for up to four days, also scheduled to make its first flight in 2011."

The SolarEagle is expected to make its first demonstration flight in 2014.


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Seat unveil IBE Electric Concept

SEAT is presenting at the 2010 Paris Motor Show its clear vision of a super-compact sports coupé for the urban mobility of the near future. The first version of the SEAT IBE was already presented in Geneva; since then its design, technology and interior have been further developed. Now on show is its interior, which is incredibly spacious and versatile for this vehicle format, as well as an innovative concept for individualised connectivity and infotainment.

Driving fun and dynamics are at the forefront with the SEAT IBE, as is clearly evident with just one look at the red paintwork of the concept car. The little sports car is low and wide, with powerful proportions and a concentrated gaze delivered by the razor-sharp lines of its LED headlamps. With its short body length of only 3.83 meters, it is the ideal fit for the urban mobility of the young and young at heart. And the SEAT IBE combines perfectly its sports car character with innovative technology. The all-electric drive facilitates local zero-emissions driving fun, while the powerful motor with 75 kW (102 hp) and the low weight delivered by intelligent mixed-material construction guarantee refined performance.

Alongside the technical concept, the design of the SEAT IBE also points to an exciting future. Its athletic styling and clear, precise lines indicate the next evolutionary step in the SEAT design DNA. Style elements with unmistakable character - reduced to the minimum but perfectly executed – demonstrate the strategic quality of SEAT design in the development of future model generations.

“SEAT is working very hard on future electro-mobility,” stresses James Muir, President of SEAT, S.A. “Following the great success of our highly efficient ECOMOTIVE models, hybrids and electric vehicles are further steps in our clear corporate strategy. And the IBE leaves no room for doubt – the future will find SEAT offering the most innovative, bold and youthful cars in their respective segments, without sacrificing anything in terms of usability.”

Concept: Dynamic driving fun with ecological responsibility

The SEAT IBE takes a unique approach to combining dynamic design and compact sporting character with incredible usability. It is conceived for the urban conurbations of Europe, like Paris, London, Berlin or Barcelona. Here is where the IBE will come into its own with zero-emissions driving fun, exceptional manoeuvrability, an impressive amount of space – and, of course, with a cool look courtesy of its clear and extroverted design language.

“Zero-emissions mobility in urban areas is becoming increasingly important,” says Frank Bekemeier, Executive Vice-President for SEAT responsible for Research and Development. “SEAT is developing innovative concepts for these new challenges. The IBE is a very special combination of compactness, usability and style, which makes it unique.”

Classic sports car proportions

The SEAT IBE is a super-compact 2+2 sports coupé. At just 3.83 metres short, it undercuts the successful SEAT Ibiza by around 20 centimetres. Yet, at an unusually wide 1.77 metres and only 123 centimetres high, the IBE possesses the classic proportions of a sports car.

As a 2+2, the SEAT IBE is perfect for the lifestyle and requirements of the young or young at heart. There is ample space for two, with plenty room in the back for the option of a trip for four. The luggage compartment is sufficient for a shopping trip, while the folding rear seat backs offer additional space for leisure gear, sport equipment or weekend luggage. The rear seat backs can be folded individually to form a flat surface that is level with the floor of the luggage compartment. The IBE can also be used as a three-seater, with plenty of room for luggage.

Spontaneous dynamics with zero emissions

The SEAT IBE is an all-electric vehicle that generates zero local emissions and has a package layout optimized for this new technology. The drive motor is located together with the power electronics at the front of the car. Their compact dimensions facilitate the extremely flat and dynamic contour of the bonnet. The lithium-ion battery is positioned in the rear. Thanks to an incredibly compact independent rear suspension layout, the energy storage unit fits beneath the floor of the luggage compartment. With a maximum output of 75 kW (102 hp) and 200 Nm of torque, the power unit delivers exactly the kind of dynamic driving fun promised by the exterior styling.

The city dash from 0 to 50 km/h takes only 3.6 seconds; within 6.6 seconds, the IBE has reached 80 km/h, and after only 9.7 seconds it arrives at 100 km/h. This impressive performance is a function not only of the powerful off-the-line characteristics of the electric motor, but also the low weight of the SEAT IBE, which tips the scales at only 1,100 kilograms. Intelligent lightweight engineering is the key, as well as the proven technological efficiency of aluminium and steel in its construction.

The continuous power rating is limited to 50 kW (68 hp), with the top speed pegged at 160 km/h – which is more than enough to cut an impressive figure even on urban motorways. Battery capacity is 18 kWh and set up for a range of around 130 kilometres, which is plenty to cover all the daily mobility requirements of city life.

“Always connected”

SEAT offers a solution of compelling logic for the demands of the mobile generation for connectivity and infotainment. The basis is the owner’s individual smart phone – such as an iPhone. Nowadays, these devices are more than just communications centres for phone and e-mail; they store their owners’ contacts and their music selection, they can navigate, receive traffic updates from the internet... the list goes on. The number of functions available today is virtually inexhaustible.

In the SEAT IBE, the driver can use a wireless application to connect his smart phone to the IBE and conduct an on-line check of the car's systems, including the battery and a trip computer display. An album or a song can be selected from the smart phone and heard on the car's sound system by pressing the “drag to car” option. The dash screen and the steering wheel touch controls simplify operating and navigating the integrated infotainment menus.

Lots of individuality, easy to update

The benefits – the data on a personal smart phone are always up-to-date and complete, and its operation is familiar. All manner of assistance and navigation functions can be used via special apps, and multimedia content stored in the device can be downloaded and accessed. The system delivers the greatest possible individualisation at low cost. Personal smart phones can be updated inexpensively or replaced with a new model. Within the vehicle itself, there are no costs associated with in-car systems that are comparatively complex to update.

Interior design

Generous, precise and high-quality
On opening the door, one is immediately struck by the surprisingly spacious interior of the SEAT IBE. The room inside the compact sports car has been carefully optimised and is perfectly dimensioned for a dynamic and social lifestyle - as a two or three-seater with a generous luggage compartment, or as a 2+2 with a surprising amount of room, even in the rear. Its power sunroof underscores the bright and airy character of the interior.

“The IBE shows SEAT’s vision for a car of the future that is as emotional as it is ecologically responsible and affordable,” states SEAT Head of Design Luc Donckerwolke. “The IBE is a concentrated version of our design DNA. Both exterior and interior are characterised by their focus on key elements, by a clear and precise architecture, by modern technology and by materials that are as high-quality as they are ecological.”

Lightweight, almost floating dasboard

The clear and driver-oriented architecture is dominated by the raised dashboard that almost seems to float. It is supported on an extremely narrow centre console that flows smoothly into the centre tunnel. All interior elements are very minimalist, which benefits the usable space – and also the weight. One example is the sporty, contoured seats; the lightweight plastic buckets make them very slim, while the hi-tech foam padding delivers optimum seating comfort. The comfortable and spacious atmosphere is enhanced by the colour concept that creates an exciting contrast between the base colour “Ceramic White” and “Charcoal Dark” on the dashboard, seat upholstery and door panels.

Purist and minimalist

The large info display facing the driver supplies vehicle information like speed and charge status, and enables access to and operation of functions from the user’s personal device/smart phone. Most of the display’s functionality is accessed via touchpads on the steering wheel spokes. The other operating controls are also reduced to the bare minimum. The display is flanked by the indirect air vents and two control panels. These house the lighting and air conditioning functions and are just as minimal as the drive selection controls located on the centre console. Thanks to the electric drive, the buttons for P, R, N and D are more than enough. Three further buttons are sufficient to operate the electric parking brake, the AutoHold function and the E function that activates the efficient driving mode aid.

Exterior design

Powerful and feisty: The exterior design of the SEAT IBE also delivers an exciting glimpse into the ongoing development of the SEAT design language. The powerful proportions, the purist forms, the precise lines and the exact surfaces convey the characteristic SEAT identity with their consistent and unique design language. “The IBE is a gene pool for our next generation of vehicles,” says SEAT Head of Design Luc Donckerwolke. “Many of its elements describe our design language going forward. And it demonstrates how well driving pleasure and ecology come together at SEAT. Driving will be lots of fun in the electric age, too – at least it will in a SEAT.”

The IBE cuts an impressive figure from the very first glance, with its powerful stature and its classic sports car proportions. The two-door package also looks very sporty, with its extremely low bonnet and long roofline. Yet it interprets these styling elements in a unique way, in a compact format and optimised for urban mobility. Together with the 19-inch wheels, the short front overhang and the muscular rear with virtually no overhang add to the highly charged and compact look.

Sharp and precise details

For its appearance at the 2010 Paris Motor Show, the SEAT Technical Centre has further developed the IBE and brought even greater sharpness and precision to a host of details. This applies primarily to the front end with its LED headlamps that are as sophisticated in their design as they are distinctive. They add even greater emphasis to the characteristic V shape that gives it its signature look.

The entire front end takes a powerful V form that then carries on through the bonnet. Emphasis has been added to the air vents in the lower front section, where sharply formed triangles echo the styling of the LED lights – which are also found on the wing mirrors and in the rear lights. The SEAT logo is located at the front on a trapezoidal functional surface. The alternative drive enables an extremely high degree of consistency in the design – because the electric motor and its power electronics require less packaging space, it was possible to stretch the bonnet a lot flatter across the front end than would have been possible with a conventional engine.

Broad shoulders, large wheels

The side profile of the IBE emphasises its powerful stature – the long roofline, with the dark-tinted glass roof providing a clear contrast to the rich red of the paintwork. The broad shoulders, the narrow glass surfaces, the powerfully formed flanks and the large diameter wheels with their aerodynamically optimised, double-spoke design all underscore the dynamic appearance. Yet the 175 format tyres are very reasonably sized – and thanks to their low rolling resistance, they contribute to the high efficiency of the electric concept car.

The highly distinctive shoulder line over the rear wheel arches and at the back further reinforces the look of precision. With its tight radii, this line represents a considerable challenge for the toolmakers, and provides further evidence of SEAT’s excellent manufacturing skills. The dainty door handles can be operated with a single fingertip. The socket for the charging cable can be found on the right side. The rear end echoes the characteristic forms of the front and reinterprets them. The split rear light clusters, featuring LED light guide technology, once again display the “arrow” thematic in their triangular casing.

The entire vehicle is completely devoid of ornamentation – good design needs no adorning. Every single line has its function in structuring the volumes and surfaces of the car; every muscle emerging from the form emphasises the sporty design. The reduction of forms, their consistent implementation and the precision in every detail are fixed elements of the SEAT design philosophy – and will be even more evident in future.

Competence: Successful ECOMOTIVE range

SEAT is a vehicle manufacturer with a particularly high degree of expertise in environmentally friendly technologies. Recent years have seen fuel consumption systematically reduced across the individual model ranges, with SEAT ECOMOTIVE emerging to enjoy enormous success on the market as a brand for exceptionally fuel-efficient vehicles. The pinnacle is the Ibiza ECOMOTIVE-E which, in its latest iteration, consumes only 3.4 litres of fuel per 100 kilometres and emits only 89 grams of CO2 per kilometre despite its powerful 55 kW (75 hp) output. SEAT continues to expand the ECOMOTIVE offering; the Leon, Altea and Altea XL ranges have also been enhanced with these exceptionally low-consumption TDI variants. The new Alhambra ECOMOTIVE-E, too, sets an absolute best in the full-size MPV segment with a fuel consumption of only 5.5 litres.

Hybrid and electric drive as the next steps

The next step in the SEAT strategy is the Leon Twin Drive ECOMOTIVE. Its drive is derived from a combination of an internal combustion engine and an electric motor. Yet it is far more than a conventional hybrid; it is a plug-in vehicle. Its lithium-ion battery can be charged at a standard electrical socket and has a range of around 50 kilometres. For longer trips, the internal combustion engine takes over. The first series production version of the Leon Twin Drive ECOMOTIVE is planned for 2014.

The Technical Centre is targeting the all-electric vehicle, with the SEAT IBE concept car serving as a taster. At the same time, the IBE marks the start of a targeted project for the promotion and development of electric mobility in Spain.


“This project is very important for Spain, for its technological development, its future perspectives and its industrial network,” says Frank Bekemeier, SEAT Executive Vice President for Research and Development. “The initiative is one of the most ambitious challenges faced by this country.”

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2015 Lotus Eterne AWD hybrid sedan concept

Enter the Lotus Eterne, the four door super saloon from Lotus. If the Elite is elegance incarnate then the Lotus Eterne is elegance redefined.

The Lotus Eterne is a true four door, four seater sports GT. It's the ultimate expression of refined style, sophistication and grace. But wait. An elegant, graceful sports car? Surely not.

A sports car by definition can't be graceful. Powerful, exciting, aggressive yes, but not graceful. Yet here it is, the ultimate paradox - the Lotus Eterne. Power and grace, performance and elegance, beauty and strength all in one stunning package.

With a 5.0 litre pressure charged V8 engine delivering up to 620 PS the Lotus Eterne is aiming for best in class performance and efficiency.

In keeping with the rest of the new line-up, the Lotus Eterne will benefit from hybrid technology.

Dany Bahar, Chief Executive Officer of Group Lotus, said: "The Lotus Eterne is sensational to look and as with the rest of the range it also over delivers in all other aspects as well. Similar to the Elite, it's a car of perfect contradictions, it's compact yet spacious, high performing yet low emitting, relative lightweight yet still reassuringly solid."

"We truly believe that there is a market for the Lotus Eterne, there is nothing else like it out there both in terms of design, capacity and performance. The biggest difference between the Lotus Eterne and it's class competitors is that it's not an evolution of an existing two-door model, it's a deliberate and considered stand-alone creation. It's the ultimate four door sports car." Sometimes there are no rules to be broken, so it is time to define them instead.

Lotus Eterne Specification

• Layout: 4 seater, front-mid-engined, rear wheel drive, all wheel drive is optional
• Engine: Petrol, hybrid optional
• Hybrid Technology: Hybrid gearbox with integrated electric motors and KERS
• Cylinder: V8
• Capacity: 5.0 litre
• Power/Torque: 620 PS / 720 Nm
• Rev limit: 8,500 rpm
• 0-100 km/h: 4.0 seconds
• Top speed: 315 km/h
• CO? approx (CO?/km): 220 g/km**
• Weight: 1,800 kg
• Seats: 4
• Transmission: Full Hybrid transmission
• Drive: RWD, AWD optional
• Start of production: Early 2015
• Enters the market: Spring 2015
• Price indication: Circa £120,000

**Using optional hybrid

Toshiba To Develop EV Batteries With Fiat Scania

Toshiba Corp. will jointly develop lithium-ion batteries for hybrid vehicles with Fiat SpA and also with Scania AB, majority-owned by Volkswagen AG. Toshiba is currently co-developing batteries and other components with Volkswagen.

Earlier this week, Toshiba celebrated the opening of its new plant in Kashiwazaki that will manufacture its SCiB Li-ion batteries. Initial production capacity is for 50 million cells per month; during fiscal year 2011, production capacity will increase to more than 100 million cells monthly.

60 Ah cell. Toshiba also announced that it has developed a 60 Ah SCiB cell targeted for large-scale stationary energy storage systems (e.g., for solar) and for electric vehicles. The cell is to begin production this year.


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LG Chem to Supply Li-ion Batteries to Renault for EVs

LG Chem announced that it will supply Li-ion batteries to Renault for EVs. Song Choong-sup, an LG spokesperson, said the deal would be the largest that LG Chem has signed with automakers so far, considering Renault’s expected production volumes.

The deal is forecast to help LG Chem ensure further business stability in its battery unit after securing major US and European carmakers as key clients for its lithium batteries.

The company is now reviewing a plan to build additional battery-manufacturing facilities in Europe or the US to actively respond to the rising demand from existing and future clients, Song said. Renault is planning to produce 500,000 EVs in Europe, LG said in a statement.

In the statement, Chief executive Kim Bahn-suk was quoted as saying that LG Chem has revised up its sales target for its battery business to more than 3 trillion won (US$2.6 billion) by 2015 from an earlier target of 1 trillion won (US$878 million), after the company successfully secured a number of deals.


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Lance Armstrong Takes Delivery of the First Nissan LEAF

Nissan hired Lance Armstrong to be their pitch man for their electric car, to appear in a series of commercials and to include the LEAF in his LIVESTRONG tour.

In return, Lance got some cash, and the promise to receive the first consumer delivered 100 mile BEV in September, approximately three months before the general public.

True to their word, Nissan has just now delivered Mr. Armstrong a brand new LEAF. To our huge relief, it is NOT in ‘Ocean Blue.’

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Renault Concept DeZir debuts in Paris

DeZir is the first project to have been led by Laurens van den Acker and marks the beginning of a sequence of concept cars that will provide an insight into Renault’s new styling vision for the future. It also lays the foundations for the design cues of the brand’s forthcoming vehicles. The DeZir concept car illustrates the brand’s commitment to styling which illustrates the three keywords that communicate the brand’s vision, namely ’simple’, ’sensuous’ and ’warm’.

Indeed, DeZir’s sensuous lines and bright red finish are suggestive of the passion that cars have always inspired. Powered by an electric motor, this sports coupé combines respect for the environment with undeniable elegance.

Renault DeZir: the first illustration of Renault’s new styling vision for the future

Under the leadership of Laurens van den Acker, Renault Design took its inspiration from the brand's new signature 'Drive the Change!' to explore the brand's styling roots and convey a more emotional dimension.

Behind the beauty, an electric car

The 'Z' in the name DeZir is a direct reference to Renault's Z.E. signature, and several features of its design are suggestive of two qualities readily associated with electric mobility, namely advanced technology and light weight.

To provide rhythm and balance to the overall package, its smooth, fluid skin contrasts with the ripple effect employed for the aluminium side panels, roof and headlight 'eyelids'.

DeZir's front end features a full-width air-intake that strikes out either side of a large, vertically positioned Renault logo which proudly asserts the car's pedigree. Meanwhile, the chrome finish of the diamond contrasts with the dark aspect of the grille to express the statement still further.

The headlights take the form of backlit prisms, which make them a highly graphic feature. The frontend design provides a glimpse of the new front-end identity which is poised to become a feature of all Renault models in the future.

Rear lighting is provided by an illuminated, seemingly floating strip that extends across the full width of the car. The Renault logo is highlighted by backlighting through the fins of the grille and consequently appears to hover in the middle of this space.

The interior design also suggests lightness. The forms are soft and light, and the predominant colour is white, although there are also echoes of the same passion red used for the exterior. The materials employed for the interior, like the senses they awaken, are precious, with white leather upholstery and trimming for the seats, dashboard and floor, along with a red lacquered finish for the console and accessories.

The one-piece, two-seater front benchseat provides cocoon-like comfort and comprises a number of interlocking elements trimmed in white leather, with a quilted pattern on the passenger's side, and a contrasting uniform finish on the driver's side, as if to suggest an inexorable attraction between the two.

The interior styling takes its inspiration from the idea of an amorous encounter and is based on a coming together of opposites.

The cockpit-style driver's environment contrasts with the ethereal lightness of the dashboard and the sensuous feel of the white leather bench seat that seems to float on a red-hued bed of light which, once again, symbolises passion. This lighting gently pulses to a rhythm suggestive of a beating heart.

The dashboard visually mirrors the sensations felt at the wheel by means of a graphic display of data received from the accelerometer and speed sensors. The central touch screen display incorporates a smart navigation system that synchronises journey information with the driver's diary in order to optimise task management and itineraries.

Special software provides drivers with a real-time indication of their energy management ability via a fun interface incorporated in the dashboard that uses video-game style graphics.

An electric beauty

Renault DeZir is powered by an electric motor mounted in a mid-rear position to optimize weight distribution over the front and rear wheels. The vertically-mounted 24kWh lithium-ion battery is located behind the benchseat and provides the car with a range of 160km.

The basic motor is the same as the unit used for Renault's production electric cars, although an evolution has enabled its power and torque to be uprated to 110kW (150hp) and 226Nm respectively.

In order to optimise range and dynamic performance, Renault Design's technical teams have kept DeZir's weight to a minimum: its body is made from Kevlar®, while its tubular steel frame is similar to that employed for the Mégane Trophy race car.

DeZir's suspension also shares certain features with that of Mégane Trophy – including a double wishbone arrangement – to deliver a particularly high standard of handling precision.

DeZir's aerodynamics have been carefully honed, too, thanks to full underbody fairing and a rear diffuser. The result of this work is a drag coefficient (Cd) of 0.25, plus outstanding acceleration, with

DeZir capable of accelerating from rest to 50kph in a mere two seconds.

DeZir's energy efficiency package also includes the recovery of braking energy. The technology it employs is based on the same principles as the KERS (Kinetic Energy Recovery System) seen in Formula 1. When the car decelerates, kinetic energy is recovered and stored in the battery. As is the case in F1, this energy can then be employed by the driver to provide a temporary power boost thanks to a button located on the steering wheel.

Renault DeZir . Technical Specification

DIMENSIONS

Standard rims (inches) 21

Length (mm) 4,225

Width (mm) 1,968

Height (mm) 1,163

Height with doors open (mm) 2,256

Width with doors open (mm) 2,682

Ground clearance (laden) (mm) 110

Wheelbase (mm) 2,582

Front track (mm) 1,600

Rear track (mm) 1,705

Kerb weight (kg) 830

Tyres 245/35 R 21

MOTOR

Type Electric

Maximum power EEC (kW/hp) 110/150

Maximum torque EEC(Nm) 226

BATTERY

Type Lithium-ion

Range(km) 160

BRAKES . STEERING

Ventilated brake discs - diameter (mm) 356 (front and rear)

Callipers Six pistons (front and rear)

Power steering Electric, variable rate

CHASSIS . DRIVE

Transmission Direct drive with reducer and

forward/reverse inverter

Drive Rear-wheel drive, with active electric

differential

Chassis Tubular steel frame

PERFORMANCE

Aerodynamic coefficient (CdA) 0.25

Top speed (kph) 180

Standstill-100kph (s) 5

Standstill-50kph (s) 2

DeZir was developed in association with G. Studio (body), DuPont (Kevlar® body), Michelin (tyres) and IRCAM (acoustics).

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Audi e-tron twin-turbo V6 Diesel Electric Hybrid Spyder

Audi presents the Audi e-tron Spyder, the study of an open sports car, at the fall 2010’s largest auto show. The show car, with plug-in hybrid drive, is 4.06 meters (13.32 ft) long, 1.81 meters (5.94 ft) wide and only 1.11 meters (3.64 ft) high. The two-seater is equipped with a 221-kW (300-hp) twin-turbo V6 TDI at the rear axle and two electric motors producing a total of 64 kW at the front axle.

The Audi e-tron Spyder’s low total weight of only around 1,450 kilograms (3,196.70 lb) combined with the high-torque TDI and the two electric motors results in respectable performance. The car accelerates to 100 km/h (62.14 mph) in just 4.4 seconds, and top speed is electronically governed at 250 km/h (155.34 mph).

The e-tron Spyder can combine the powerful torque of its TDI – the diesel engine generates 650 Nm (479.42 lb-ft) and the total of 352 Nm (259.62 lb-ft) of its two electric motors during acceleration in a process known as “boosting.”

The intelligent distribution of power allows for optimal dynamics in every situation. The targeted application of power to the front wheels improves longitudinal dynamics while also improving lateral dynamics when cornering. This is because torque vectoring – the as-needed distribution of torque between the left and right wheels of the two axles – enables an exhilarating degree of driving precision and excellent agility.

Thanks also to its low weight, short wheelbase and perfect 50:50 weight distribution for dynamic handling, the Audi e-tron Spyder has all the drivability of a go-kart – good on bends and neutral right up to the very high handling limit.

The combination of a highly efficient TDI and electric drive also provides for excellent fuel economy and amazingly low emissions. The Audi e-tron Spyder requires on average just 2.2l diesel/100 km (106.92 US mpg), corresponding to CO2 emissions of 59 g/km (94.95 g/mile). A range of more than 1,000 kilometers is possible with the 50-liter (13.21 US gallons) tank.

The open sports car can also drive strictly on electric power and thus with zero emissions over distances of up to 50 kilometers (31.07 miles), such as in urban areas. The top speed of 60 km/h (37.28 mph) is just fine for normal driving.

Design

The Audi e-tron Spyder features what is without a doubt the most advanced and simultaneously the most consistent evolution of the current Audi design language, while also providing initial hints at the design language of future Audi sports cars. It reinterprets the most important design elements that already characterized the previous e-tron concept vehicles. This also ensures the necessary formal differentiation to the purely electric-powered Audi e-tron shown at the 2010 Detroit Motor Show.

1.81 meters (5.94 ft) wide, just 4.06 meters (13.32 ft) long and only 1.11 meters (3.64 ft) in height: these are the classic proportions of an open, high-performance sports car. Compared to the coupé concept car in Detroit, the length and width have increased by 13 cm (5.12 in) and 3 cm (1.18 in), respectively, to underscore the sporty aspiration of the design. This further enhanced the powerful and compact overall appearance that characterizes both vehicles and links them to the sportiest production Audi, the R8.

Due in no small part to the short wheelbase of only 2.43 meters (7.97 ft) – 22 cm (8.66 in) shorter than that of the R8 – the body of the e-tron Spyder comes across as extremely stocky.

In an apparent homage to motor sports, the frameless side glass surfaces taper downward toward the rear. They form a unit with the windshield, which is strongly bowed and inclined like the visor of a helmet.

Another element borrowed from race cars characterizes the hood: the wide central air inlet, whose curve further accentuates the dynamics of the car’s front end and provides a visual and functional link to the Audi R8 LMS customer race car. The carbon application that is mounted flush in the front and side windows and wraps completely around the glass testifies to the design and manufacturing expertise that went into the car.

The front the silhouette of the e-tron Spyder are characterized by a sharp, sweeping line that immediately identifies the two-seater as an Audi. The sharply tapered front end lends the Audi e-tron Spyder show car a distinctly wedge-like basic shape. The trapeze of the single-frame grille dominates the distinctly wedge-shaped front end and is flanked by two large air intakes. They serve as cooling intakes for the electric drive system and also for the TDI engine at the rear of the vehicle.

Above, the grille merges into the flat strips of the adaptive matrix beam headlight modules with their three-dimensional clear glass covers that follow the contour of the functional elements.

All light units use ultra-efficient LED technology. As with the R8 and the e-tron sports car concept cars, the trademark four rings are located above the single-frame. Beneath the trademark is the charging station for the batteries. The rings disappear beneath the front hatch, exposing not just the charging plug but also a display showing the charge state and a map graphic indicating the current electric range.

Another distinctive feature of this show car are the 20-inch wheels, that take the blade design of the first e-tron show car and refine it into a three-dimensional turbine design. The wheels combine the lightweight materials aluminum and carbon into a design that is both visually pleasing and very effective aerodynamically. The 66 individual components comprising each individual wheel of the e-tron Spyder are indicative of just how complex they are.

The flanks sport familiar contours in a new form. Unusually sharply defined edges frame the smooth side surfaces while simultaneously separating horizontal from vertical areas.

The shoulder line frames the lines of the strongly contoured wheel wells even more distinctly than in the Audi R8 and combines them with the upper edge of the vehicle body. Particularly when viewed from the back, the e-tron Spyder appears even more pronouncedly horizontal and more strongly oriented toward the road.

An impression that is also created by the characteristic sills with a new cut and is picked up by the spoiler and diffuser at the front and rear of the car. Carbon elements borrow from motor sports to set special accents here as well. Carbon is also used on the engine cover in the rear and in license plate and lighting frame, which also includes the air outlets below the lateral light units.

The contrast of materials is reminiscent of a race car. The essential functional elements of the chassis and the vehicle body are done in carbon, while the body as a cover sports a classic paint finish. This illustrates the formal "shell-and-core" principle that defines the e-tron Spyder particularly clearly.

Thanks to an opening in the hood, even the longitudinal TDI mid-engine is a visible technological element surrounded by matt and glossy carbon surfaces, aluminum and leather. This combination of materials links the exterior with the interior of the vehicle.

Behind the seats are two cowls that gradually taper toward the rear and also flank the opening for the TDI engine and the implied cooling fins of the engine cover. They also contain the normally hidden rollover bars, which like in the production R8 Spyder shoot up within milliseconds and lock into place in the event of an emergency.

Interior

Visual and functional references to the fundamental concept of lightweight construction characterize the purist interior design. They establish a connection between proven Audi genes and new formal hallmarks. Typical for the Audi design idiom is the reduction of the architecture, controls and information output to the essentials in favor of a tidy overall impression.

The slim dash has a curve that extends laterally into the door panels. With no need to allow for a transmission, shifter and cardan tunnel, the designers again took advantage of the opportunity to create a particularly slim and lightweight center tunnel and convex, arching center console for the e-tron Spyder with hybrid drive. The only control element other than that of the MMI is the flush-mounted selector lever for the automatic transmission, which extends upward from the tunnel when the vehicle is started.

The cockpit of the Audi e-tron Spyder is also oriented toward the driver – a further characteristic Audi trait. Instead of the classic instrument cluster, the concept car is equipped with a large, display with integrated MMI functions and flanked by two round dials. The MMI can be controlled via a touch-sensitive control panel on the steering wheel – an element inspired by modern smartphones. It can also be controlled via the MMI control unit (MMI touch) on the center console. The steering wheel itself is clearly flattened off at both the top and bottom, in a clear reference to motor sport. Speed is displayed in digital form only. The dial instrument with information about the drive system can be chosen via the menu item “Drive.”

Besides information about the speed, the revs of the combustion engine and the electric drive, the central display also provides all of the key information from the infotainment and navigation systems.

Characteristic for the concept of the Audi e-tron Spyder is the near total elimination of switches and components such as the ignition. The climate control unit is located to the right above the steering wheel. The display provides temperature and ventilation information. Again drawing inspiration from a smartphone, the system is operated by means of a touch-sensitive control panel.

The equally racing-inspired lightweight bucket seats combine excellent lateral support with comfort. Contrasting colors and stitching delineate the various zones of the interior. The colors and the high-quality materials combine elegance and sportiness.

ASF body

Systematic lightweight construction is a crucial prerequisite for efficiency and range, while also being the primary foundation for exhilarating driving dynamics. The Audi development engineers drew on the core competence of the company for the Audi e-tron Spyder. The body structure is based on Audi Space Frame (ASF) technology and was realized as a hybrid construction, with the hood and numerous aerodynamic components made of carbon.

In ASF technology, the body's supporting structure is made of extruded aluminum sections and die-castings. Aluminum panels are incorporated into this skeleton to form a positive connection and perform a load-bearing role. Each individual component of the ASF space frame is optimized for its specific task by the use of widely differing shapes and cross-sections, combining maximum stability with minimal weight. Despite the complex drive system layout with two electric motors and their respective drive systems plus the TDI engine, the Audi e-tron Spyder show car only weighs around 1,450 kilograms (3,196.70 lb).

Engines and transmissions

Audi has long proven the perfect synthesis between a highly advanced sports car and TDI technology. With the TT, Audi become one of the first manufacturers anywhere in the world to successfully bring a diesel sports car to market, a decade after the Audi Cabriolet paved the way for diesel engines in this segment. And the Audi R8 TDI Le Mans concept car was the first supercar to be fitted with a twelve-cylinder diesel engine with 500 hp and 1,000 Newton meters (737.56 lb-ft) of torque.

The Audi e-tron Spyder also draws on this recipe for success – albeit in a revolutionary new combination. This marks the first use of a new generation of the six-cylinder, 3.0 TDI that breathes through two turbochargers and produces 221 kW (300 hp). That is another 50 hp more than the previous stage, which debuted a few months ago in the new Audi A8.

Peak torque of 650 Newton meters (479.42 lb-ft) is unusually high, even in the sports car segment. The mid-mounted, longitudinal 3.0 TDI engine drives the rear wheels via a seven-speed dual-clutch transmission.

Another innovation is the coupling of the TDI with the electric drive of the front axle. Two asynchronous electric motors with a total output of 64 kilowatt (88 hp) and peak torque of 352 Newton meters (259.62 lb-ft) combine with the 3.0 TDI to give the Audi e-tron Spyder the performance of a high-performance sports car. It accelerates from 0 to 100 km/h (62.14 mph) in 4.4 seconds. Top speed is electronically governed at 250 km/h (155.34 mph).

The drive’s characteristic is even more exciting than the abstract numbers. Thanks in no small part to the fact that the peak torque of the electric motors is available immediately, the e-tron Spyder accelerates with catapult-like thrust. Short passing maneuvers on interurban roads can be pulled off as spurts that are every bit as relaxed as they are fun, even without having to downshift.

The noise level of the low-revving TDI is typically low. The six-cylinder unit behind the occupants issues a sonorously sporty growl under load, but never becomes loud. A surprising effect also present in the Le Mans-winning Audi R10 and R15 race cars, which are also powered by TDI engines.

The benefits of this special form of hybrid drive – the coupling of a high-torque, high-efficiency TDI engine with the electric motors – are by no means limited to the dynamic potential of the Audi e-tron Spyder, however. The open two-seater also sets new standards in its class for fuel consumption and environmental characteristics. The 300-hp TDI consumes on average just 2.2 liters of diesel per 100 kilometers (106.92 US mpg), which corresponds to CO2 emissions of only 59 g/km (94.95 g/mile).

The full-hybrid Audi e-tron Spyder has also mastered the discipline of zero-emission driving. In residential and other urban areas, the driver can activate the electric drive by itself. The 9.1-kwH battery at the front of the car has enough power for up to 50 kilometers (31.07 miles). And with a top speed of up to 60 km/h (37.28 mph), the e-tron Spyder is also able to move along smartly in city traffic.

Chassis

The normal distribution of the tractive power is clearly biased toward the rear axle in accordance with the weight distribution of the e-tron Spyder and the dynamic shift in axle load during acceleration. Similar to with a pure mid-engine sports car, roughly 75 percent of the torque goes to the rear and 25 percent to the front. If an axle slips, this balance can be varied thanks to the central control of the entire drive system in combination with the ESP. The hybrid vehicle from Audi thus enjoys all of the advantages of quattro technology.

The combination of the mid-mounted TDI engine and the two electric motors at the front axle also make it possible to intelligently control the lateral dynamics of the e-tron.

Similar to what the sport differential does in conventional quattro vehicles, torque vectoring – the targeted acceleration of individual wheels – makes the e-tron Spyder even more dynamic while simultaneously enhancing driving safety. Understeer and oversteer can be corrected by not only targeted activation of the brakes, but also by precise increases in power lasting just a few milliseconds. The concept car remains extremely neutral even under great lateral acceleration and hustles through corners as if on the proverbial rails.

The chassis has triangular double wishbones at the front axle and a trapezoidal-link rear suspension made of forged aluminum components – a geometry that has proven in motorsports to be the optimal prerequisite for high agility, uncompromising precision and precisely defined self-steering behavior. A taut setup was chosen for the springs and shock absorbers, but it is still very comfortable.

The direct rack-and-pinion steering gives finely differentiated feedback. Its electromechanical steering boost varies with speed, so that the e-tron Spyder only has to provide energy while steering, and not while driving straight ahead.

As befitting its status, the Audi concept car rolls on 20-inch tires with a new blade design. 245/30 tires up front and 265/30 tires in the rear provide the necessary grip.

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Delphi working with WiTricity on wireless car charger

Delphi Automotive has reached an agreement with WiTricity Corp., a wireless energy transfer technology provider, to develop automatic wireless charging products for hybrid and electric vehicles. The collaboration between the two companies will help establish a global infrastructure of safe and convenient charging options for consumer and commercial electric vehicles.

"This is groundbreaking technology that could enable automotive manufacturers to integrate wireless charging directly into the design of their hybrid and electric vehicles," said Randy Sumner, director, global hybrid vehicle development, Delphi Packard Electrical/Electronic Architecture. "Delphi's expertise in global engineering, validation and manufacturing coupled with WiTricity's patented wireless energy transfer technology uniquely positions us to make wireless charging of electric vehicles a reality."

Sumner said the wireless charging system would involve no plugs or charging cords. Drivers would simply park their electric vehicle over a wireless energy source that sits on the garage floor, or is embedded in a paved parking spot. The system will automatically transfer power to the battery charger on the vehicle.

According to Eric Giler, chief executive officer, WiTricity, their wireless system can already transfer over 3,300 watts — enough to fully charge an electric car at the same rate as most residential plug-in chargers.

"Charging an electric car should be as easy as parking it in your garage or parking spot," Giler said. "WiTricity's high efficiency wireless energy transfer technology is ideally suited for electric vehicle charging, and our partnership with Delphi will help to quickly get this technology deployed in OEM vehicles and infrastructure projects worldwide."

"Delphi can bridge the gap between the laboratory and the highway by providing E/E systems integration expertise, a global manufacturing and engineering footprint and high-voltage, high-power components specifically engineered for the hybrid and electric vehicles of today and tomorrow," Sumner said.

Wireless charging technology will need to co-exist with plug-in charging solutions, Sumner added, so that electric vehicle drivers have the ability to charge their vehicle when they are away from their wireless charging source.

Delphi also makes a Portable Electric Vehicle Charger that fits conveniently in the trunk of an electric vehicle. The user-friendly, UL-listed charging system plugs into any standard 120-volt outlet to enable safe electric vehicle battery charging at home or away. The charging unit can also be integrated into stationary charging applications.

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Electric Opel Meriva Joins MeRegioMobil E-Mobility Project

German automaker Opel announced today it will participate in a new research project that aims to future integrate electrical vehicles as mobile energy storage units. The carmaker has developed three demonstration electric Merivas that will help it study new intelligent charging technologies through the MeRegioMobil E-Mobility project.

The electric Meriva features electronic controls which permit high power electrical refueling using both a 230-volt household current as well as 400 volt three-phase AC. The system is designed so that it can fit into a smart grid and the battery can recharge whenever electricity from renewable sources such as wind or solar energy is available.

"These demonstration vehicles, along with others GM has announced in other markets, will be used to study the practicality, user friendliness, and acceptance of electric vehicles among consumers. With our demonstration, we are making an important contribution to the definition of European standards for energy infrastructure, electricity saving technology and data communications," said Opel's Vice President of Engineering, Rita Forst.

The demonstration will also explore the capability of the car to feed power back into the grid via the bi-directional charging system when the car is not in use and the driver permits it. This demonstration of two-way charging technology will test the practicality of distributed energy storage in car batteries for home usage.

The electric Meriva has a 60kW / 82hp electric motor with torque ouput of 215 Nm. Thanks to the battery’s total energy of 16 kilowatt hours, the vehicle has a range of 64 km (40 miles) and a top speed of 130 km/h (81 mph).

"The electric Meriva may look like the production car, but is a pure research-vehicle. We are testing charging at high currents in less than one hour, as well as the communication protocols between the vehicle and charging station,” Forst said.

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Jaguar C-X75 AWD Wheel Motor Powered Electric Supercar Concept

Jaguar has revealed a stunning range-extended electric supercar concept car at the Paris Motor Show. The C-X75 has been designed to celebrate 75 years of the marque and provide a glimpse into the future of Jaguar and its commitment to producing beautiful, fast cars powered by sustainable means.

The C-X75 hints at an exciting evolution of Jaguar's design language while paying homage to some of its most admired cars of years gone by. Advanced design features such as a ground-breaking propulsion system and active aerodynamics allow for an elegantly simple fuselage section that remains stable at very high speeds.

The C-X75 is finished in Jetstream Silver, its designers staying true to the long-held Jaguar design philosophy of natural, flowing lines and simple, elegant forms. Where inspiration from the past was found is in the innovative engineering and functional design elements of cars like the 1950s C-Type and D-Type racers and unique 1966 XJ13 Le Mans prototype – a car described by Callum as, “arguably the most beautiful Jaguar ever made.”

Shorter and lower than the current crop of supercars, its exterior design is about pure performance with a simple central fuselage surrounded by prominent wheel arches. Thanks to the packaging efficiencies provided by the absence of a conventional piston engine, the car’s designers had maximum freedom in placing the mechanical components and creating the most elegant engineering package available.

Propulsion system

The 205mph (330km/h) four-wheel drive supercar is capable of running in purely electric (zero tailpipe emissions) mode for 68 miles (109km) on a six-hour domestic plug-in charge. The innovative, lightweight micro gas-turbines are also capable of very quickly and efficiently recharging the Lithium-ion batteries, giving the car a theoretical range of 560 miles (900km).

This remarkable range-extension system is a result of Jaguar’s research engineers adopting a clean-sheet approach to the question of powering the supercars of the future. The C-X75 turns to the very latest evolution of a pioneering British technology: the gas turbine.

Developed in partnership with Bladon Jets, the miniaturized turbine blade - the first viable axial-flow micro-turbine - increases the compression and efficiency of micro gas-turbines to the point at which they can be viewed as a realistic power source. Each of the micro gas-turbines weighs just 35kg and produces 94 bhp (70kW) of power at a constant 80,000rpm.

Power and control

The energy created by the turbines and stored in the batteries is transmitted to the road using four independent electric motors. Using individual motors has benefits in terms of weight-saving and distribution, packaging and efficiency. Each motor weighs just 50kg but produces 195bhp (145kW) of power and an astonishing combined total torque output of 1,180lb ft (1,600Nm).

Because each wheel is driven by its own electric motor, the C-X75 is four-wheel drive – with all the traction, grip and safety benefits that entails – without the weight disadvantages of a purely mechanical set-up. Inherent in this drivetrain is the ability to independently vector torque to each wheel across the full speed range. This offers potential benefits in terms of stability and control, creating an infinitely and instantaneously adjustable traction and stability control system.

Driver-focused cabin

With the seats fixed, the steering wheel, controls, main binnacle and pedal box all adjust towards the driver. The seats are attached to the bulkhead as in a single-seater racing car, and air to feed the turbines passes smoothly around them via channels in the structure of the body.

A new interface for the driver has also been created for the C-X75 using high-resolution TFT screens. Building on Jaguar’s 10-year expertise in touchscreen technology, the Jaguar Co-Pilot display in the centre console supports the driver in extracting the full potential of the C-X75 by seamlessly managing information.

The main driver information screen is housed within the instrument binnacle. Needles float on the periphery of the twin cowls and sweep round the outer edge to display the status and rpm of the two turbines. The design team combined designs from instrumentation in the new XJ saloon with those from fighter aircraft to create virtual 3D ‘gimbals’ around which the gauges wrap and rotate to provide status updates.

Advanced aluminum lightweight construction

Jaguar’s expertise in the use of aluminum stretches back more than 50 years to the first XK120s, through the lightweight E-Types, the XK and all-new 2010 XJ. It was with this latter creation that Jaguar fully realized the lightweight metal’s benefits to performance, agility, economy and sustainability in a luxury car.

The C-X75 naturally follows the same construction techniques with an extruded and bonded aerospace-inspired aluminum chassis clad in panels of the same material. Not only does this save weight, crucial in a car with an extreme performance envelope, but aluminum is one of the most easily recyclable metals available, boosting the C-X75’s sustainability as well as its speed.

Active Aerodynamics

Aerodynamics have always played a large part in Jaguar design with the late designer Malcolm Sayer elevating it into an art form in cars such as the XJ13, the prototype from which the C-X75 draws inspiration.

Jaguar has increased the design’s aerodynamic efficiency dramatically by opening the front grille and brake cooling vents only when necessary. At the rear corners of the car vertical control surfaces automatically engage at higher speeds to direct airflow aft of the rear wheels for increased stability and efficiency.

The carbon-fiber rear diffuser, a crucial element in guiding airflow under the car and creating downforce includes an active aerofoil, which is lowered automatically as speed increases. Vanes in the exhaust ports then alter the directional flow of the gases to further increase the effectiveness of the Venturi tunnel.

• Stunning range-extended electric supercar concept
• A celebration of 75 years of beautiful, fast Jaguars, points the way to a new design language
• Capable of reaching 205mph (330km/h), sprinting from 0-62mph (100km/h) in just 3.4 seconds and blistering acceleration from 50-90mph (80-145km/h) in just 2.3 seconds
• Four powerful 195bhp (145kW) electric motors – one for each wheel - produce 778bhp and an astonishing total torque output of 1,180lb ft (1,600Nm)
• Two micro gas-turbines, spinning at 80,000 rpm, can generate enough electricity to extend the range to a remarkable 560 miles (900 km); and produce just 28 grams of CO2 per kilometer from the car’s plug-in charge capability
• A zero tailpipe emissions range of 68 miles (109km) while running solely on battery power

Skoda Octavia EV concept car

The 2010 Paris Motorshow will see the Octavia Green E Line concept. Skoda's first-ever electric-powered vehicle will demonstrate the company's innovative potential and technological competence in this growing area. The first fleet of test vehicles is planned for 2011.

Mobility for people and clean cars for the environment – these are Skoda's commitments. Mobility without emissions is the future. “The Octavia Green E Line embodies the values of the brand absolutely perfectly - the vehicle combines the desire for individual mobility with our environmental goals”, said Skoda Auto BOD Chairman Prof. Dr. Winfried Vahland.

The Green E Line concept is based on the Skoda Octavia Combi. With its modular chassis design, this series-production car is the ideal option in terms of arranging the batteries, electronic control units and the electric engine with its constant power of 60 kW and max. power of 85 kW. Available right after the start (as is typical of this type of drive), the maximum torque of 270 Nm gives the car enough power for sharp acceleration and a good amount of agility and responsiveness, which the driver will appreciate mainly in busy city traffic. The Octavia Green E Line accelerates from 0 to 100 km/h in just twelve seconds, and the car's maximum speed is limited to 135 km/h.

The electricity for the Octavia Green E Line is supplied by a modern lithium-ion battery. With a range-per-charge of 140 kilometres, the Skoda Octavia Green E Line comfortably meets the requirements of most everyday commuters in Europe. Located under the middle and rear parts of the floor and extending partly into the luggage compartment, the 26.5 kWh battery is made up of 180 lithium-ion cells (diameter 150 mm, length 650 mm) and weighs about 315 kilograms. However, the battery has almost no impact on the volume of the passenger and luggage compartments. The Octavia Green E Line is fitted with five comfortable seats, and its passenger compartment is identical with that of the Octavia Combi with a combustion engine.

With smart dashboard indicators, the driver of the Octavia Green E Line always stays in control. The computer screen provides continuous information including instant output, power consumption, battery charge and the remaining range. The navigation display describes the energy flow, i.e., informs the driver that the electric engine is being supplied with electricity or, on the contrary, that it is generating electricity as the car decelerates or goes downhill.

The look of the Skoda Octavia Green E Line conveys the environmental-friendliness of its electric drive.Pearl-white exterior colour and elegant chrome-trim on both the front and rear of the vehicle as well as on the wheels create an impressive contrast with the glossy black roof with integrated energy-generating photovoltaic panels.

Skoda Auto is planning to create a test fleet of Octavias Green E Line in 2011 with the objective of obtaining additional information relevant to the further development of the electric drive.


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Volvo C30 Electric - Battery Crash Test

Here's a Youtube video we found where Volvo crash test a C30 EV to make sure the battery is in a safe position.

The battery is marked with green to clearly show its location under the car.

This crash test was performed at 30 mph (approximately 48 km/h).

Highspeed material is filmed in 1000 fps.


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Mitsubishi to Co-develop EV Peugeot Partner and Citroën Berlingo

Mitsubishi Motors Corporation (MMC) and PSA Peugeot Citroën announced today that they have signed an agreement to start the technical development of an electric version of Peugeot Partner and Citroën Berlingo LCVs built at the PSA Vigo plant in Spain.

Under this new cooperative agreement, both partners will specify all technical and industrial aspects to be able to commence production of these electric versions by the end of 2012.

This signature is a continuation of the previous Cooperative Agreement on the jointly-developed European Peugeot iOn and Citroën C-ZERO models based on the i-MiEV new-generation electric vehicle.

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A link between air travel and deaths on the ground

Study suggests pollution from airplanes flying at ‘cruise’ altitudes contributes to 8,000 deaths per year globally.

In 2004, the World Health Organization estimated that about one million deaths per year are caused by air pollution, and several epidemiological studies have linked air pollution to the development of cardiovascular and respiratory illnesses, including lung cancer. Those studies tracked thousands of adults over many years to measure their exposure to air pollution while monitoring their health. Once the data were statistically analyzed to correct for other risk factors like smoking, the results indicated that increased exposure to fine particulate matter caused by air pollution is linked to health problems like chronic bronchitis and decreased lung function, as well as premature death.

The atmosphere is full of natural and man-made chemicals, including emissions from fuel combustion and byproducts of living organisms. Many of these chemicals combine in the atmosphere to form tiny solid and liquid particles known as “fine particulate matter” that are 2.5 micrometers or smaller (the average human hair is about 70 micrometers in diameter, by comparison). While it’s not clear whether all of these particles may be harmful, some are; the danger to humans comes when they are inhaled and trapped in the lungs, where they can then enter the bloodstream.

Aviation emissions contribute to this health problem, according to a new study that suggests that airplanes flying at a cruise altitude of around 35,000 feet emit pollutants that contribute to about 8,000 deaths per year globally. The research, reported online this month in the journal Environmental Science and Technology, provides the first estimate of premature deaths attributable to aircraft emissions at cruise altitudes. Aircraft emit nitrogen oxides (NOx) and sulfur oxides (SOx), which react with gases already existing in the atmosphere to form harmful fine particulate matter.

Tracking emissions

Current worldwide regulations target aircraft emissions only up to 3,000 feet. That’s because regulators have assumed that anything emitted above 3,000 feet would be deposited into a part of the atmosphere that has significantly smoother air, meaning pollutants wouldn’t be affected by turbulent air that could mix them toward the ground. Thus, even though 90 percent of aircraft fuel is burned at cruise altitudes, only those pollutants that are emitted during takeoff and landing are regulated by measuring emissions during tests of newly manufactured engines in simulated takeoff and landing conditions.

“Anything above that [altitude] really hasn’t been regulated, and the goal of this research was to determine whether that was really justified,” says lead author Steven Barrett, the Charles Stark Draper Assistant Professor of Aeronautics and Astronautics in MIT’s Department of Aeronautics and Astronautics.

To study the effects of cruise emissions, Barrett used a computer model that combined data about plane trajectories, the amount of fuel burned during flights and the estimated emissions from those flights. He combined that with a global atmospheric model that accounts for air-circulation patterns in different parts of the globe and the effect of emissions to determine where aviation emissions might cause an increase in fine particulate matter. He then used data related to population density and risk of disease in different parts of the world to determine how the change in particulate matter over certain regions might affect people on the ground — specifically, whether the air pollutants would lead to an increased risk of death.

Analysis of these data revealed that aircraft pollution above North America and Europe — where air travel is heaviest — adversely impacts air quality in India and China. That is, even though the amount of fuel burned by aircraft over India and China accounts for only 10 percent of the estimated total amount of fuel burned by aircraft across the globe, the two countries incur nearly half — about 3,500 — of the annual deaths related to aircraft cruise emissions. The analysis also revealed that although every country in the Northern Hemisphere experienced some number of fatalities related to these emissions, almost none of the countries in the Southern Hemisphere had fatalities.

That’s because the majority of air traffic occurs in the Northern Hemisphere, where planes emit pollutants at altitudes where high-speed winds flowing eastward, such as the jet stream, spread emissions to other continents, according to the study. Part of the reason for the high percentage of premature deaths in India and China is that these regions are densely populated and also have high concentrations of ammonia in their atmosphere as a result of farming. This ammonia reacts with oxidized NOx and SOx to create fine particulate matter that people inhale on the ground. Although agriculture is abundant in Europe and North America, the ammonia levels aren’t as elevated above those regions.

Industry reaction

Funded by the UK Research Councils with help from the U.S. Department of Transportation, the study recommends that cruise emissions be “explicitly considered” by international policymakers who regulate aviation engines and fuels. Steve Lott, a spokesman for the International Air Transport Association, a trade group that represents 230 airlines, says that aviation is “a small part of a big problem,” particularly when compared to other transportation sources of emissions, such as those caused by shipping, which a 2007 study linked to 60,000 premature deaths per year.

Lourdes Maurice, the chief scientific and technical adviser for environment at the Federal Aviation Administration, says that if the agency can confirm Barrett’s findings through additional research, then it will work with the Environmental Protection Agency and the International Civil Aviation Organization to consider appropriate regulatory action. The FAA will continue to fund research to address uncertainties highlighted by Barrett’s work, she adds.

Barrett concedes that there are many uncertainties, including how accurately the model reflects how air travels vertically from high altitudes to low altitudes. To address this, he is collaborating with researchers at Harvard to study an isotope of the element beryllium that is produced naturally at high altitudes and attaches to atmospheric particles that eventually reach the ground through air or rain. Researchers have a general idea of how much beryllium is concentrated in the atmosphere, and Barrett and his colleagues are currently analyzing ground measurements of the element to quantify the extent to which his model “gets vertical transport right.”

Barrett is a member of the Partnership for AiR Transportation Noise and Emissions Reduction (PARTNER), a cooperative research organization that completed the study. Sponsored by the FAA, NASA and Transport Canada, PARTNER has its operational headquarters at MIT.


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