In all of the statements released by General Motors, the now bankrupt automaker said that its new products and technologies are on track. It said that that the New GM will continue with key vehicle launches in 2009 and 2010 including the 2010 Chevrolet Camaro, 2010 Buick LaCrosse, 2010 Cadillac SRX and CTS Sport Wagon, the 2010 Chevrolet Equinox, Cruze and Volt along with the 2010 GMC Terrain.

“Our products are our future, and our lineup of new cars and crossovers are a great foundation for success,” said CEO Fritz Henderson. “The New GM is here to stay, and our brands position us to compete well in profitable segments with vehicles that are second-to-none.”

GM said that it will launch the Chevrolet Volt plug-in hybrid by the end of 2010 and expects to have 14 hybrid models in production by 2012. It said that 65 percent of its vehicles will be alternative-fuel capable by 2014.

“The New GM will become a long-term global leader in the development of fuel-efficient and advanced-technology vehicles,” said Henderson. “In doing so, the New GM will contribute to the development of advanced engineering and manufacturing capabilities in the United States, which are critical to the future of the U.S. economy.”

SOURCE: AutoSpies

Several automakers are developing plug-in hybrid vehicles and electric cars that could help meet President Barack Obama’s goal of putting 1 million plug-in hybrids on the road by 2015. Many industry officials say the goal is a worthy one but will be difficult to meet. A look at the work by some auto manufacturers:

GENERAL MOTORS CORP.: General Motors is set to produce the Chevrolet Volt, an extended range electric plug-in, in late 2010 in limited numbers. The Volt is the centerpiece of GM’s attempt to take the lead in electric vehicles and will have a lithium-ion battery and electric motor that can take the car 40 miles on a single charge. A gasoline engine will kick in to power a generator to extend the Volt’s range beyond the 40 miles. GM has not yet announced the price of the car, but the cost is expected to be $30,000 to $40,000.

TOYOTA MOTOR CORP.: Toyota will start global delivery of 500 Toyota Prius plug-in hybrids powered by lithium-ion batteries later this year. Of those, 150 will go to U.S. lease and fleet customers. The plug-in is expected to operate in a similar fashion to the current Prius model by using both gasoline and electricity to propel the vehicle. Toyota is also developing the FT-EV, an all-electric vehicle that is expected to have a range of 50 miles and be on U.S. roads by 2012.

CHRYSLER LLC: Chrysler has shown off five different electric-drive vehicles developed by its high-tech ENVI unit and said it plans to start selling one of the five models next year. The electric car prototypes include a Dodge sports car, a Jeep Wrangler and Patriot, a Chrysler minivan, and a concept version of an electric-powered sedan. The automaker is testing the vehicles simultaneously and recently announced that Massachusetts-based A123Systems will supply the lithium-ion batteries for the company’s extended range gas-electric cars and its all-electric cars.

FORD MOTOR CO.: Ford is planning to produce a plug-in hybrid electric vehicle beginning in 2012 and has been testing a fleet of vehicles through partnerships with several utilities around the nation. Ford has said it intends to bring a battery-electric van to market in 2010 for commercial use, a small battery-electric sedan developed with Magna International by 2011 and a plug-in electric car by 2012. Ford has said Johnson Controls-Saft will supply the battery system for their first production plug-in hybrid electric vehicle.

NISSAN MOTOR CO.: Nissan has outlined plans to mass-market electric vehicles by 2012, and to make the cars available on a wide scale in Israel and Denmark in 2011. Nissan’s all-electric car will be sold in late 2010 and have 100 miles of pure battery range. Nissan has developed partnerships with states and utilities to promote and develop electric vehicle charging networks.

TESLA MOTORS INC.: Tesla is selling the Roadster, an electric sports car which starts at $109,000 and can travel 244 miles on a 3.5-hour charge. The California automaker is developing the all-electric Model S sedan, which is expected to sell for $60,000 by mid-2011.

FISKER AUTOMOTIVE: The California automaker is releasing its $87,900 Karma plug-in luxury sports sedan, a four-seater with solar panels, in October. The plug-in can drive gas-free for 50 miles. Fisker is also developing the Karma S, a convertible expected in 2011.

SOURCE: The Associated Press

Barack Obama declared the billions of dollars he is planning to spend on renewable energy projects off limits to the usual bartering over the next few weeks with Congress.

Obama, on the first day of a week-long blitz aimed at selling his ambitious $3tn spending budget, said that the $129bn that has been allocated for encouraging the use of solar energy, hybrid cars and other renewable energy projects would not be subject to any of the usual wheeling and dealing between the White House and Congress.

His pledge on clean energy came as the environmental protection agency made a potentially historic shift, telling the White House that global warming is endangering public health. It comes after years of resistance by George Bush.

The move by the EPA, could lead to a nationwide measures to limit carbon emissions. Defending his planned spending on renewable energy, Obama said today: “We can remain the world’s leader of exporting foreign oil or become the leading exporter of renewable energy….. We have known the right choice for a generation.”

He was speaking after meeting clean energy entrepreneurs at the White House in the morning. He told them he hoped they could help the country out of recession by creating 300,000 new jobs, end the US dependency on oil from the Middle East and elsewhere and combat climate change.

“At this moment of necessity, we need you,” Obama said.

Both Republican and Democratic members of Congress are growing increasingly sceptical about the scale of Obama’s budget and he faces a fight preventing Congress cutting it back, with his energy plans among the most vulnerable measures.

The White House, in a fact sheet issued today, said his budget will provide $75bn over the next 10 years to make permanent existing tax cuts for clean energy and that his $787bn economic stimulus package aimed at helping the US out of recession includes $39bn for clean energy projects and $20bn in tax incentives.

Jared Bernstein, a White House economics adviser, said Obama was prepared to negotiate details with clean energy entrepreneurs such those he gathered together today but not with Congress. He said the administration was going to stand very firm on clean energy because it was a campaign promise.

Obama is facing opposition to his budget from conservatively fiscal Democrats worried about the size of his spending plans and from Republicans opposed to his plans to penalise high pollution companies.

As part of his push to sell his budget, Obama is holding a prime-time television press conference tomorrow and is to meet members of Congress on Capitol Hill on Wednesday.

Obama today highlighted projects involving energy storage, super-efficient engines, cheap solar cells, advanced batteries needed for plug-in hybrid cars and microchips that help maximise energy savings.

Among projects on show at the White House were a light pipe that brings natural light indoors without consuming electricity and a window company that helps with energy savings. He said the latter had re-opened a disused factory in Pennsylvania and was taking on 100 workers.

In spite of Obama’s upbeat tone, the White House could face problems in spending all the money that it has put aside to encourage clean energy. Many renewable energy companies have been laying people off and T Boone Pickens’s vast wind farm plan for Texas has been put on hold.

Many of the weather insulation measures Obama is proposing will create jobs and reduce carbon emissions but many are low skill and offer only short-term employment.

SOURCE: Guardian.co.uk

It’s important to have a broad perspective in the auto business – tunnel-vision has been one of the biggest criticism of the American carmakers. But seeing beyond the trees of economic meltdown to view the forest of the future industry is easier said than done. Toyota, however, is demonstrating its aplomb by moving forward with a plan to bring 150 plug-in hybrids to Europe this year.

Another 350 of the cars will follow in 2010, as the company ramps up for production of a pure lithium-ion battery electric vehicle by 2012. “We have to look beyond the current financial crisis. We have to focus on r&d for today and the future,” Toyota Europe CEO Tadashi Aarashima told Automotive News in Geneva.

Diesel is already a very popular fuel in Europe, and it has shown it can offer similar fuel efficiency figures to hybrids – in some cases, even better. But Toyota is not focusing on diesel in Europe or elsewhere, seeing hybrid tech as the way forward.

Emissions rules, fuel pricing and technology cost are all pointing toward hybrid success in the future, says Arashima.

The plug-in Prius being tested in the UK and elsewhere are averaging 65mpg in the combined cycle. That’s a 30% improvement over the standard 2010 Prius, recently certified as the most efficient hybrid in America. On the other hand, some are arguing plug-in hybrids may be too expensive to justify, though Toyota’s tack seems to be headed in the right direction.

The 150 plug-ins headed to Europe will be complemented by another 150 already planned for the U.S. in 2009.

SOURCE: Motor Authority

An increasing amount of attention has been paid of late to electric and plug-in hybrid cars. Gearheads, regular folks and, lately, Congressmen wonder aloud: Who will make them? What technology will they use? And will their fancy lithium-ion batteries overheat, creating an uncontrollable plasma fire that burns down the entire neighborhood? (Related query: Will Geico cover that event?)

Much less scrutiny, however, has been given to a topic that’s arguably far more critical to the future of electrified transportation: Where the heck will we plug these things in?

EV Charging Station In order for electric cars to succeed, they need a wide-ranging network of places where they can be recharged. Charging at night in the family garage isn’t enough — beyond the fact that many people don’t have garages to begin with, charging stations are necessary for people to make long road trips, charge while at work, etc.

But developing that infrastructure is a huge challenge, one that would likely cost billions of dollars and require careful planning and standardization. How that issue is confronted, as much as perfecting the chemistry and costs of high-energy-density batteries, is likely to dictate whether electrons will ever truly replace carbon molecules when it comes time to get from point A to point B.

That’s the concern of a new group, Project Get Ready. Announced this week by the Rocky Mountain Institute, a sustainability-focused think tank based in Snowmass, Colo., it’s an initiative designed to coordinate, develop and promote efforts to prepare for a plug-in infrastructure.

Among the group’s concerns: Who will pay for the installation? How do drivers get billed for charging? And how do we make sure that every car will be able to charge at the same locations?

Rather than a national approach, Project Get Ready operates on the belief that this matter is best dealt with on a local level.

“Each community is unique — they have different commuting patterns, parking concerns, demographics, local businesses and cultures,” said Laura Schewel, who manages the Project Get Ready program and works on RMI’s Mobility and Vehicle Efficiency Team. “Instead of battling this diversity, Project Get Ready welcomes it, allowing communities to get ready in their own way.”

To that end, Project Get Ready has enlisted three cities — Portland, Ore., Indianapolis and Raleigh, N.C. — as original members. The cities will keep the group abreast of the work they do to prepare for the arrival of electrified vehicles, and will contribute business plans and other developments to databases on the Project Get Ready site.

The goal of the organization is to get at least 20 cities to join up, using their collective efforts to develop a benchmark or other certification program that would establish the readiness of a particular area.

The overriding point here is clearly that local governments must play a role in developing the infrastructure needed to make electric vehicles a viable option. At the same time, however, there is a clear message that private industry can and perhaps ought to play a role as well. To wit, the group is working with Portland General Electric, the city’s power company, which plans to install and test charging stations.

The group takes the point of view — put forward by General Motors, which also is collaborating — that automakers need proof of a real market for their vehicles before they can truly commit to building the things. That’s another area where local governments can play a role — by pledging to buy plug-in vehicles for their fleets.

So what progress has been made? Baby steps. Raleigh, for example, has one plug-in electric vehicle so far. But it hopes to get more. A lot more: Project Get Ready hopes that a million electric and plug-in hybrid cars will be on the road by 2015.

To date Tesla has sold about 100 of its electric cars — the only electricity-powered, highway-legal production vehicle on the market today. Only 999,900 to go!

SOURCE: LA Times

Zipcar, the world’s largest provider of cars-on-demand by the hour or day, today announced it has launched a pilot program for plug-in hybrid vehicles in its Bay Area fleet through a partnership with the city of San Francisco. The company made the announcement at a press conference with Mayor Gavin Newsom, which showcased the converted Toyota Prius plug-in hybrid at a special charging station across the street from City Hall.

Zipcar is supporting the Mayor’s drive to increase the awareness and use of electric vehicles (EVs), while also providing a convenient, cost-effective solution to consumer transportation needs. Zipcar’s legacy of offering clean cars dates back to 2003, when it was the first commercial fleet to widely introduce hybrids in Seattle.

“Zipcar encourages sustainable lifestyles in several ways — fewer personally owned cars, less driving overall, and now the addition of these super efficient plug-in cars,” said Mark Norman, President and Chief Operating Officer of Zipcar. “Our members strongly support the notion of adding next-generation clean cars, and this program is an important first step in exploring the potential.”

In a member survey last month, more than 80 percent of the respondents voiced support for the addition of electric vehicles (EVs), plug-in hybrids (PHEVs) and alternative fuel vehicles to the fleet.

To meet member interests, Zipcar is looking for ways to increase the percentage of these types of vehicles in the fleet in 2009. The pilot program and partnership with the city will provide existing and new Zipcar members with an easy, convenient and cost-effective way to test drive the next generation of clean vehicles, helping the City and Zipcar both gauge interest and use of EVs and PHEVs.

“Electric vehicles are the future of transportation and the Bay Area is the testing ground for the technology,” said San Francisco Mayor Gavin Newsom. “We began using plug-in hybrids in the city’s fleet last year. Now, for the first time the public can plug-in to the next generation of cars through car sharing organizations and take them for a drive in San Francisco.”

The plug-in hybrid for the San Francisco Zipcar fleet is a Toyota Prius converted with the Hymotion(TM) L5 Plug-In Conversion Module (PCM) provided by A123 Systems. The addition of the Hymotion L5 PCM battery provides the Prius with up to 30 – 40 miles of electrically assisted driving on a single charge from the utility grid. During those first 30 – 40 miles, greenhouse gas emissions can be reduced by up to 66 percent and fuel economy of up to 100 mpg or greater can be achieved. When the L5 PCM battery is depleted, the Prius automatically reverts to standard HEV operation, so driving range need not be a concern.

“We are gratified to help Zipcar and their members realize the benefits that plug-in technology can provide today,” said Sanjeev Choudhary, General Manager of PHEV Systems at A123. “We thank Mayor Newsom and Zipcar for their pioneering efforts in demonstrating this technology in San Francisco.”

Zipcar’s award-winning car sharing service provides members with on-demand access to a diverse fleet of vehicles conveniently located throughout major metropolitan areas. To use the service, members reserve a vehicle online or via a mobile device, use a smartcard to open the doors, take their trip, and then return the car at the end of the reservation. A simple hourly or daily fee covers gas, insurance, maintenance, parking and 24-7 emergency service.

Source: PR NewsWire

The “Spirit of DC’s” on the road again on its Sun Belt Grand Finale from San Francisco to Washington, DC.

Plug-in Hybrid Electric Vehicle All Around America (PHEV3A) tour with “EVJerry” Asher driving started last year on Earth Day, in front of the Nation’s Capitol. The plug-in hybrid vehicle the “Spirit of DC” was designed to run on electricity alone for about 10 miles before reverting back to acting like an ordinary hybrid. Now the “Spirit” is busy promoting plug-ins at America’s schools.

The PHEV3A mission is to educate America one town (or in this case one school) at a time on getting its own energy independence back by moving away from imported oil to using home grown electrons preferably from renewable energy sources like solar, wind and hydro-power. The Spirit f DC will complete the PHEV All Around America educational tour back in Washington, DC on the weekend before Earth Day at the Environmental Protection Agency’s 5th Annual National Sustainable Design Expo.

On this leg of the trip we on the PHEV3A team have been focusing on stopping at schools.

EVJerry and Spirit of DC’s schedule of where they will be is listed below:

Monday the 9th of February, they will be in the Costa Mesa, CA area
Tuesday, 10 February, San Diego, CA
Thursday, 12 February, Yuma, AZ
Saturday, 14 February, Flagstaff, AZ
Sunday, 15 February, Phoenix, AZ
Monday, 16 February, Tucson, AZ
Tuesday, 17 February, Bisbee, AZ
Friday, 20 February, Tucson, AZ
Sunday, 22 February, Bisbee, AZ
Wednesday, 25 February, Columbus, NM
Thursday, 26 February, El Paso, TX
Saturday, 28 February, Albuquerque, NM
Sunday, 1 March, Santa Fe, NM
Wednesday, 4 March, Amarillo, TX
Thursday, 5 March, Oklahoma, OK
Sunday, 8 March, Dallas, TX
Wednesday, 11 March, Austin, TX
Thursday, 12 March, San Antonia/Alamo, TX
Friday, 13 March, Houston, TX
Sunday, 15 March, Baton Rouge, LA
Monday, 16 March, New Orleans, LA
Thursday, 19 March, Jackson, MS
Friday, 20 March, Little Rock, AR
Saturday, 21 March, Memphis, TN
Sunday, 22 March, Nashville, TN
Wednesday, 25 March, Knoxville, TN
Thursday, 26 March, Chattanooga, TN
Friday, 27 March, Atlanta, GA
Saturday, 28 March, Montgomery, AL
Sunday, 29 March, Tallahassee, FL
Tuesday, 31 March, Tampa, FL
Wednesday, 15 April, Sanford, FL
Thursday, 16 April, Lorton, VA
Friday, 17 April, Washington, DC the “Spirit of DC” will be featured at the EPA 5th Annual National Sustainable Design EXPO on the National Mall in front of the Capitol.

If you want EVJerry and the Spirit of DC to visit your school use the contact information here. This is an educational tour sponsored by the Electric Vehicle Association of Washington, DC and the chapters of the Electric Auto Association and is free to schools and other groups who wish to learn about Plug-in Hybrids.

Source: PHEV3A

If you build it, will they come? That is the question for municipalities, employers and gambling entrepreneurs pondering the construction of a network of electrical outlets to recharge the promised wave of plug-in hybrid electric and pure electric cars.

One of the many topics that automakers discussed at the Washington, D.C., Auto Show Tuesday was hard-wiring America’s streets and parking lots to charge the fleet of electric cars they hope to sell. This conversation, however, was more of a rally cry for the government, the electric utility industry and others to embrace a hybrid electric infrastructure.

Charging stations will be in the position to charge a fat markup on the electricity, because the juice needed to recharge a battery is so much cheaper than gasoline. The cost for the electricity needed to fully charge the Chevrolet Volt’s battery to drive 40 miles without using its gas engine is about 80 cents, Britta Gross, General Motors’ manager of infrastructure commercialization told PM. So commercial charging stations could apply 100 percent markup to their product and it would still be far cheaper than gasoline.

“There is the opportunity for the government to provide employers incentive to put in the equipment or for them to allow electric companies to put in the equipment in their parking garages,” says Stephanie Brinley, senior manager of product analysis for AutoPacific, a consultancy firm.

Local governments could install power outlets in street parking spaces, but few municipalities have the money in their budgets for such things at a time when they are laying off teachers, Brinley says. “Most states and cities are broke and aren’t getting any richer,” she says.

One solution proposed would encourage municipalities to sign contracts with entrepreneurs who will build a charging network that drivers can use for a fee. “The people putting in the electric plug-in stations need to find a way to make money on it,” she says.

Making sure that drivers can recharge when they’re away from home is expected to play a significant role in driving the acceptance of electric cars. Automakers have largely agreed on standard charging solutions, agreeing to use three-prong cords that can plug into any grounded 110-volt outlet. For most cars, a faster charge that takes just three hours will be available using a 220-volt connection that consumers can install at home. That device should cost customers less than $300, Gross says.

Because GM plans to offer plug-in hybrids rather than pure battery electrics, its customers won’t be stranded if they find no power plugs when the battery goes flat. “We don’t have range anxiety,” said Gross.

But while many customers could be expected to be able to drive to work and back on the Volt’s expected 40-mile range, even more people could make their commute on electric power alone if they can recharge the car’s battery while the car is parked at work all day, she pointed out. “We need a modest amount of public charging infrastructure,” she said.

But what if, when the battery runs out of charge, the consumer simply exchanges it for a freshly charged one? That’s the solution Renault Nissan and Project Better Place announced recently to help electrify the fleet in Israel. Beginning in 2011, Better Place, a venture-backed company established to create a market-based electric infrastructure, will construct and operate an electric recharge grid across the entire country. In November, Better Place announced a U.S. plan with infrastructure deployment in the Bay Area of California beginning in 2010.

Ford, Chrysler, Nissan, Mini, Smart and others have announced plans to sell electric vehicles to consumers within a few years, so their potential customers have a keener interest in ensuring that there will always be a charging outlet handy. While the challenge appears daunting, building a network of power outlets large enough to inspire confidence in consumers won’t be as hard as it looks, Gross said. “It is a lot easier than most people think,” she said.

But Irv Miller, group vice president for Toyota Motor Sales, is more skeptical about how quickly such a national charging infrastructure will emerge, and once it does, of the electric power industry’s ability to meet the demand for electricity. “I’m not convinced the grid is capable of absorbing the large number of plug-ins and pure electrics that are coming,” he told PM.

Many expect plug-ins would be best used in urban environments because the distances covered are relatively short and the “stop-and go”-traffic more frequently activates regenerative braking to help recharge the battery packs. Trouble is, few urban apartment dwellers in, say, Los Angeles, Chicago or NY have access to a garage or driveway where they can securely charge their car. “I guarantee you that there isn’t a power plug in the garage of a high-rise co-op in New York City,” he says.

Automakers are working today to prepare the needed support for their products a few years hence, says Lou Rhodes, vice president of advanced vehicle engineering at Chrysler LLC. “The free market will find the opportunity for consumers to swipe their credit card,” Rhodes says. “We are talking to those companies now.”

Despite his skepticism, Miller announced that Toyota has accelerated its planned delivery of 500 plug-in Prius cars to fleet customers to later this year. The company originally announced those cars would reach customers in 2010. But the arrival of plug-ins presents Toyota a headache, Miller said. “We’ve spent 10 years telling people you don’t have to plug in a Prius,” he says.

Source: Popular Mechanics

Plug-in hybrid vehicles operating in the electric mode don’t produce any emissions—but, of course, the power plants that charged up their batteries did. So are the emissions from largely coal-fired power plants better for air quality than the emissions from millions of tailpipes? New research says yes—with enough plug-ins replacing gas- and diesel-powered vehicles, those living in cities can breathe easier.

The formation of ground-level ozone—the primary ingredient in smog and a serious cause of respiratory problems—is the product of a chemical reaction: nitrogen oxides (NOx) and volatile organic compounds (VOCs) reacting in the presence of heat and sunlight. In a study published Tuesday in Environmental Research Letters, researchers at the University of Texas at Austin examined what would happen if you moved the production of these pollutants in time and space.

Using photochemical modeling, the researchers increased the nighttime electricity generation of coal-fired power plants in the Pennsylvania, New Jersey and Maryland grid to near capacity, and assumed that this electricity would be used to charge plug-in hybrid electric vehicles for commuting in cities like Pittsburgh, Baltimore and Newark the following day.

“Because the formation of ozone depends on sunlight, this shift in time from day to night is very important,” says Michael Webber, associate director of the university’s Center for International Energy & Environmental Policy, and a co-author of the study. “Moreover, because the emissions shift from heavily populated urban areas to rural areas with lower population, the number of people who are affected also changes, mostly for the better.”

In a scenario where the vehicles fully utilize the excess electric capacity at night, and get 318 Wh/mile in their commutes, NOx emissions at power plants increase by 168 tons, and VOC and CO emissions increase by 1.2 and 11.9 tons respectively. But NOx emissions from daily traffic would decrease by 300 tons, according to the research, and VOC and CO emissions would decrease by 180 and 2420 tons respectively. Overall, the average maximum concentration of ozone over an 8-hour period would decrease from between 2 and 8 parts per billion (ppb).

These findings could be good news for cities struggling to meet standards for ground-level ozone, which the Environmental Protection Agency reduced from 84 ppb to 75 ppb in 2008. (For example, while most of North Carolina met the old standard, 21 of 30 counties with air-quality monitors now exceed the new one.) But populations near power plants, which would shoulder the burden of higher  pollution, might not be as thrilled. The authors also warn that, because ozone chemistry is so complex, lowering NOx emissions could actually worsen air quality in very localized urban areas.

A study Webber co-authored in Environmental Science & Technology last year revealed a potentially serious downside to plug-in hybrids: With the grid’s current composition, electricity production requires about 136,000 million gal of freshwater per day—and so a transition to plug-in hybrids, even charged at night, could pose a real problem for water-stressed regions. Of course, both increased air pollution and water consumption could be addressed by using renewable energy to provide the additional capacity.

Most technologies or fuels have trade-offs, Webber says, and plug-in hybrids are no exception: They might be worse for water, but at the same time better for air quality. “There are many places in the world—for example the eastern half of Texas—where air-quality concerns trump water concerns,” Webber says. “Overall, this article just represents one more piece of analysis that is relevant to the energy transition.”

Source: Popular Mechanics

Ford Motor says it will have plug-in hybrid electric vehicles in showrooms in 2012, promising 30 miles on battery power before the gasoline engine kicks in.

Ford plans to underscore that promise with an announcement here today that it has contracted for lithium-ion battery cells with Johnson Controls-Saft, a U.S.-French joint venture that manufactures the batteries in France.

Ford’s buying enough cells for 5,000 plug-in vehicles a year and will assemble them into auto battery packs in North America, says Nancy Gioia, Ford’s hybrid chief, but she wouldn’t specify where. Nor would she say what the plug-in vehicle would be.

Ford is demonstrating the technology in a 2009 Escape SUV.

Ford becomes the latest automaker to set a public deadline for offering the fuel-saving vehicles, known as PHEVs.

General Motors says it will sell a PHEV version of the Saturn Vue compact SUV in late 2010 or early 2011. If the Saturn brand has been sold or discontinued, as GM has hinted, another GM brand would sell the PHEV.

Toyota Motor says it will sell a PHEV soon but hasn’t been specific.

GM, Nissan and Chrysler have said they will sell battery-only vehicles in the U.S. in 2010; Ford in 2011. Those are not hybrids and must be recharged by plugging into a household outlet for hours.

GM’s Chevrolet Volt battery car, promised for November 2010, is unusual. It has a four-cylinder gasoline engine to recharge the batteries or run a generator to power the car, but the gas engine never directly drives the car, as it would in a true hybrid. GM says Volt can go 40 miles on a full plug-in charge.

PHEVs have smaller, lighter, less-expensive batteries than pure electric vehicles. But they have bigger batteries than conventional gas-electric hybrids, so they can run longer on batteries only.

As a result they potentially can use no gasoline in shorter drives and hit 50 to 100 miles per gallon in longer drives.

Seattle-area tests of Toyota Prius hybrids converted to plug-in operation show an average 51 mpg in 17,636 miles of all types of driving, according to Scott Thomsen, spokesman for Seattle City Light, a utility company participating in the trials. That rises to an average 59 mpg in 8,886 miles of mainly city use, he says. The U.S. Department of Energy is overseeing the experiment.

Gasoline-electric hybrids already sell for $2,000 to $4,000 more than similar gasoline vehicles, and “there will be a premium for the plug-in capability” beyond that, Gioia says. Chevy Volt will be priced “under $40,000,” according to Tony Posawatz, who has directed the Volt’s development.

Source: USA Today

At last year’s North American International Auto Show in Detroit, Chinese automaker BYD surprised industry pundits by bringing an advanced concept for a dual mode hybrid to its stand. Now the battery specialist (BYD’s parent company is also one of the world’s biggest suppliers of rechargeable batteries) claims to be moving the game on even further, saying that it will bring a plug-in hybrid vehicle to the U.S. market by 2010.

BYD chairman Wang Chuanfu has said that the new hybrid, which is most likely to come in the form of the F3 sedan pictured above, will be able to travel up to around 68 miles on electric power alone.

In addition to its previous hybrid concept experience, the plug-in plans are also being greatly bolstered by an alleged investment of $230 million from rich guy Warren Buffet, which should go a long ways towards developing the safety features needed for U.S. regulations. BYD is reportedly getting help with the safety standards via “third-party consulting and engineering companies.”

Despite the fact that BYD doesn’t currently sell any hybrid in its home market, the company has lofty sales goals for the plug-in already—hoping to make the car available not only in the U.S. and China, but eventually in Europe as well.

Source: NextAutos.com

Ford Motor Co. will receive a $10 million grant from the U.S. Energy Department to develop plug-in hybrid vehicles and take more steps toward commercialization.

The funding being announced Tuesday will help the automaker continue to work on its demonstration fleet of 20 plug-in hybrid vehicles with a group of utilities. Under the grant, the Energy Department will cover half of the project’s $20 million cost.

“This is really aimed at figuring out how to work through what’s needed both on demonstration fleets and interface with the utilities to commercialize plug-in hybrids,” said Nancy Gioia, Ford’s director of sustainable mobility technologies and hybrid vehicle programs.

Ford is working on a fleet of Escape plug-in hybrids in a partnership with Southern California Edison, the Electric Power Research Institute, Johnson Controls-Saft Advanced Power Solutions LLC, and DTE Energy, Michigan’s largest utility.

The three-year project is helping Ford and the utilities develop vehicles that can be recharged by plugging into a standard wall outlet, learn more about proper standards for plug-ins and create a seamless interaction between the cars and the electric grid.

“If you are a customer of a plug-in hybrid, you don’t want to worry about which utility you work with, you want to drive your car across the country,” Gioia said.

As part of the plug-in project, Ford is expected to announce new partnerships with utilities around the country in the next month, along with a partnership with a Canadian utility, Gioia said.

She said the partnerships will allow Ford to understand how plug-ins would operate in warm and cold climates, in locations of higher altitudes and sunny regions where vehicles could interface with solar networks.

In the second and third years of the project, the vehicles are expected to be driven by consumers for short periods of time to provide more information to the automaker and utilities.

Gioia said Ford expects to have 11 of the 20 plug-ins built by the end of the year to participate in the project.

Source: Chicago Tribune

After months of fanfare and blogosphere rumors, General Motors this morning unveiled the production version of its Chevrolet Volt, the plug-in hybrid that will be heavily targeted toward commuters with its promised 40-mile battery range.

The extreme low-cut roof and large wheel sizes (see photos here) have been tamed for production, which GM said is scheduled for “late 2010″ as a 2011 model. CEO and Chairman Rick Wagoner said in a recent interview with Charlie Rose that he expects Volt pricing to be “in the mid to high 30s.” However, the company is betting heavily on unapproved government tax credits to offset the sticker price, similar to those offered for hybrid and alternative-fuel vehicles.

While not a plug-in hybrid in the traditional sense, where the gasoline engine is used as the primary power source, the Volt drives its front wheels on electricity. The gasoline engine, which GM has not specified, instead works as a generator to power the electric motors. In total, the Volt produces 150 horsepower and 273 lb. ft. of torque.

Striking features abound: an all-black roof, solid front grill, and in the interior, a bright white center stack and customizable LCD displays.

According to GM, the Volt’s lithium-ion battery can be charged in eight hours on a 120-volt plug. Using a 240-volt outlet cuts the time down to less than three hours. The claimed 40-mile all-electric range is based on the EPA city cycle, but GM has not said how power accessories and components like air conditioning will affect it.

Citing a 10-cent per kilowatt electric utility rate, GM estimates Volt owners will spend about 80 cents per day recharging without filling up at a gas station.

Source: Boston.com

Fisker Automotive on Tuesday said it raised $65 million to build the Fisker Karma, a planned $80,000 plug-in hybrid sports car.

The series C funding, first reported earlier in May, was led by Qatar Investment Authority (QIA) and joined by existing investors Palo Alto Investors and Kleiner Perkins Caufield & Byers. The company had previously raised $25 million, CEO Henrik Fisker said in May.

Fisker Automotive’s Fisker Karma plug-in hybrid sports car.

The company expects to start delivering the four-door Fisker Karma in the fourth quarter of next year, with planned production of 15,000 units a year.

Unveiled last year, the Karma is designed for daily driving of up to 50 miles from its custom-designed lithium ion battery. A four-cylinder gasoline engine will be used to charge the battery for longer rides.

The Karma will be able to go from zero to 60 miles per hour in 5.8 seconds. Top speed will be 125 miles per hour.

Fisker has also said the company plans to make a $40,000 sedan in about four or five years.

Henrik Fisker and a designer were sued by rival electric sports car maker Tesla Motors for breach of contract and allegedly stealing trade secrets. The case is expected to go to arbitration.

Chrysler LLC has been demonstrating plug-in hybrid prototypes to some dealers that are further developed than those previously shown by the automaker, the company’s president said.

In comments Tuesday at the Motor Press Guild in Los Angeles, Chrysler Vice Chairman and President Jim Press said the vehicles are being developed by Chrysler’s Envi unit, which the automaker created last year to create electric vehicles and other advanced propulsion technologies.

Chrysler spokesman Rick Deneau confirmed the comments and said the prototypes are further along than the concepts the company unveiled in January.

“We are excited about the Envi organization, and we continue to work toward electric vehicles,” Deneau said in an interview Wednesday.

Press said the vehicles can reach 60 mph in less than four seconds and have a range of at least 300 miles, The Los Angeles Times reported. He said the technology would be useful in off-road vehicles and might be used in the Jeep brand, the Times reported.

Auburn Hills, Mich.-based Chrysler, along with General Motors Corp. and Ford Motor Co., have been working frantically to develop new hybrid electric powertrains as consumers shun the automakers’ traditionally popular large vehicles.

In January, Chrysler showed three concept cars at the North American International Auto Show in Detroit featuring pure electric and hybrid electric powertrains. The company has not provided a timeframe for development of the Chrysler ecoVoyager, the Dodge Zeo and the Jeep Renegade, but spokesman Nick Capa said Wednesday the company would have Envi products on the road within three to five years.

Chrysler also is working to develop hybrid and diesel versions of its top-selling Dodge Ram truck. It has also invested more than $3 billion in investing in new powertrains, including a fuel-saving engine called the Phoenix that it expects to arrive in the 2010 model year.

Source: Search Chicago