[Autocar]

Assuming you pay taxes, the Enertia can be even cheaper, qualifying for a 10% federal income tax credit that brings the price down to just $7,195. Best Buy will even finance one for you.

I've ridden the Enertia and think it could be the ideal way to commute in and around cities. I managed 65mph up a hill and the tall, slim seat makes it an ideal platform from which to dodge cagers. Unlike a lot of other electric bikes, this one's way overbuilt with a reliable brushless motor (road grime won't foul it like it will a brushed design) and fancy motorcycle components like 41mm Marzocchi forks. It makes 18 HP and 28 Lb-Ft of torque and the battery lasts about 42 miles on a full charge. Running costs, including fill ups, will amount to pocket change.

This is sort of a watershed moment of electric transportation which, in the last year, has been gathering far more steam on two wheels than it has on four. Taking the running costs and super cheap insurance into account, the Enertia now has price parity with many gasoline-driven motorcycles. If electric vehicles are going to find mass market acceptance in the near future, this is the vehicle that's going to do it for them. [Brammo via HFL]

This doesn't mean Chrysler isn't still working on electric cars, but as Kicking Tires points out, they're just not working on the three battery-electric vehicles — the ENVI program — they unveiled to great incredulity at this year's Detroit Auto Show are DOA. [Automotive News, Kicking Tires]

[HFL]

More importantly then untenable square wheels, the four concepts display hot swap battery tech that's supposed to enable three minute "recharges."

In addition to the "Quickswap" battery changes, both the Renault Fluence ZE and Renault Kangoo ZE are based on gas-powered production models. That means these could likely be coming to production. Well, except for the lunar buggy-looking thing above with the square wheels. That'd just be cuh-razy!

Full press release below:

RENAULT'S FOUR ELECTRIC VEHICLE CONCEPTS SHOCK FRANKFURT

Renault generated quite a buzz at the opening of this year's Frankfurt motor show, with the unveiling of an unprecedented four electric vehicle concepts, as well as releasing further details on the future infrastructure and technology behind them.

All Renault's concept cars on show in Germany preview its electric vehicle range which will be released from 2011 and cater for a wide variety of different customers and uses.

In summary, the Renault electric vehicle highlights for the show are:

* Twizy Z.E. Concept: pearlescent white ultra-compact and nimble 1+1 zero-emission city car, with 15kW motor (20hp) and footprint barely larger than a scooter (2.3m long, 1.13m wide and turning circle of 3m). It has a top speed of 47mph, with acceleration comparable to 125cc motorbike
* Zoe Z.E. Concept: compact, four-seat supermini for short daily journeys in urban areas. Scissor doors at the front and butterfly doors at the rear, with polyurethane gel for front and rear of car to underline its hi-tech feel and protect components against minor knocks in town. Features 70kW motor for 100 mile range, 21" alloy wheels and retractable rear spoiler for greater aerodynamic efficiency. Comes complete with personalisable avatar for driving information, mood lighting and futuristic 'hydrate, detox and active scent' climate control
* Fluence Z.E. Concept: electric version of all-new, elegant five-seat Fluence saloon with range of 100 miles for family driving, ahead of production for Israeli market with Project Better Place. Boasts low-rolling resistance Michelin tyres and Samsung Jet phones
* Kangoo Z.E. Concept: previews electric van for fleet and commercial use with 70kW electric motor, solar roof panels and even a heated steering wheel
* ‘Quickdrop': three distinct vehicle charging methods, of which this is one. Rapid exchange stations replace batteries within three minutes

In line with the values championed by the Renault brand, its electric vehicles will offer customers a spacious interior, comfort, quality and safety. They will also feature a distinctive design signature.

Electric vehicles represent the clean-break solution which can put zero-emission mobility within everyone's reach. In line with the brand's Renault eco² environmental policy, Renault Z.E. electric vehicles are poised to be marketed on a large scale to take a decisive stand on the environment.

Renault begins marketing affordable production electric vehicles in 2011, with the Renault-Nissan Alliance targeting number one status mass-market zero-emission vehicle sales.

Twizy Z.E. Concept is an innovative response to the challenge of urban mobility. With its four-wheel chassis, it offers the driver and passenger, seated in tandem, an all-electric means of transport which produces no CO2 emissions. Compact, nimble and practical, it offers everything needed to cope with city traffic.

Wraparound bodywork creates a safe, reassuring cocoon which offers first-class protection for both driver and passenger. Power comes from a 15kW electric motor which develops 70Nm of torque, making Twizy Z.E. Concept versatile and easy to drive. Acceleration in urban and suburban traffic is comparable to that of a 125cc motorbike.

The second showcar, Zoe Z.E. Concept, is evidence that an all-electric zero-emission vehicle can also boast smart, appealing looks. Its special roof optimises the management of the climate control system to ensure extended range, while the ambience inside the cabin can be customised. Over and above its traditional role, the climate control system breaks new ground thanks to its 'hydrating', 'detox' and 'active scent' functions which combine to enhance travel. Zoe Z.E. Concept is a compact, versatile car for daily use, which represents a new form of transport thanks to the option of three battery-charging techniques.

The third all-new´concept at Frankfurt, Fluence Z.E. Concept, is a statement of Renault's intent to produce a range of zero-emission vehicles that meets the needs of all types of motorists. A genuine four-door family car with attractive styling, comfort and space, it proves that such features can go hand in hand with respect for the environment.

Fluence Z.E. Concept is an all-electric car with a range of 100 miles. The battery can be charged using one of three methods: a standard charge (between four and eight hours), a quick charge (20 minutes) or an immediate solution (three minutes) which takes the form of the exclusive 'Quickdrop' rapid battery exchange system. The saloon concept previews the forthcoming electric version of Fluence and represents a solution to zero-emission motoring in the world of tomorrow.

Kangoo Z.E. Concept is based on the Kangoo and brings zero-emission mobility to the professional road-user. Powered by a 70kW electric motor, delivering 226Nm of torque, in conjunction with a lithium-ion battery, its energy consumption is minimised thanks not only to the careful attention that has been paid to its overall design, but also to energy optimisation, without impacting the high standard of comfort. Kangoo Z.E. Concept's many information functions make it a particularly user-friendly, efficient and interactive vehicle.

In addition to the four concept cars on show, Renault also chose Frankfurt to unveil its exclusive 'Quickdrop' battery exchange system, as well as further details on the two other battery power solutions.

There will be three options to re-fuel Renault's zero-emission vehicles:

* Standard charge: takes between four and eight hours, via a charging socket situated on the outside of the vehicle.
* Quick charge: in 20 minutes, using the same socket at specific charging points.
* 'Quickdrop' system: three minutes at a rapid battery exchange station.

Range optimisation is the greatest challenge for electric vehicles. This is why Renault is working hard to make the process as simple and efficient as possible by planning for all types of charging needs and methods.

The NXG was designed by Dilip Chabria of DC Design, who also worked on the Aston Martin Vanquish, the Rolls-Royce Coupe concept and even a two-door Porsche Cayenne.

The NXG will also preview a mysterious new feature known as "REVive," which enables owners to call or text for an emergency "recharge" should they run out of juice. Since the last time we checked, electricity couldn't be transmitted wirelessly over cell phone signals, so we're guessing control centers can remotely enable vehicles to access a reserve charge level that shouldn't be used too often for fear of shortening the battery's service life.

No word on what sort of batteries the NXG will employ, but Reva do hint at dual charge ports, designed to accept standard charging or a one hour "fast charge." [via Reva Global]

The B.O.B. is built predominately from found and reused components - the front and rear differentials come from Pintos, the brakes are old Yamaha bike units and the twisting/steering mechanism comes from a helicopter's tail rotor gearbox.

Each differential is connected to two motors, one for each wheel, while the vehicle mimics the action of a two-speed gearbox by switching voltage between 36 and 72 volts.

Retired auto mechanic Robert Lange built all this in his backyard and, once he figures out the time investment, reckons he spent less than $500 on the whole thing. [via Diseno-Art]

While it's still not clear exactly when the electric Gullwing will debut, it does look as if Mercedes is dedicated to bringing it to market, possibly much sooner than 2015, the date that was originally indicated to us.

This official diagram indicates exactly how Mercedes is working to make the center of gravity as low as possible, is ensuring the best possible weight distribution and is including the added benefit of AWD. Four electric motors are placed near the individual wheels they power, while batteries and associated electronics are packed into the now obsolete transmission tunnel and in the behind-the-seat space formerly occupied by the fuel tank. This setup has the added benefit of necessitating zero modifications to the sexy Mercedes SLS Gullwing bodywork that also leaked last week.

No details on the battery pack other than 40Ah capacity at 400V, but since the Mercedes S400 Hybrid is the first mass-production hybrid to use Lithium Ion batteries, we'd bet on the Electric SLS getting that technology too. Li-ion batteries are good for more cycles with more stability than NiMh or Li-Po units while weighing less. That means they'll last for more miles and, possibly, the lifetime of the vehicle.

Press Release:

Affalterbach – Mercedes-AMG is paving the way ahead: with the new SLS AMG with electric drive, the performance brand within Mercedes-Benz Cars is developing an exciting super sports car with zero-emission high-tech drive. This model sees Mercedes-Benz and AMG displaying their expertise in the development of alternative drive solutions for high-performance super sports cars, delivering further proof of their pioneering status in this market segment.
The Mercedes-Benz SLS AMGwith electric drive transforms the vision of powerful and locally emission-free super sports cars into reality thanks to an innovative drive system: powerful forwards thrust is provided by four electric motors with a combined peak output of 392 kW and a maximum torque of 880 Nm. The four electric motors are positioned near the wheels, substantially reducing the unsprung masses compared to wheel-hub motors. One transmission per axle transmits the power. This intelligent all-wheel-drive system allows dynamically optimised power transmission without any losses by means of Torque Vectoring – in other words the specifically targeted acceleration of individual wheels. In its first pilot phase, the SLS AMG with electric drive incorporates a liquid-cooled high-voltage lithium-ion battery of modular design with an energy content of 48 kWh and a capacity of 40 Ah. The 400-volt battery is charged by means of targeted recuperation during braking whilst the car is being driven.
Acceleration from zero to 100 km/h in around 4 seconds
When it comes to dynamics, the electrically driven SLS AMGdelivers an unequivocal statement: the swing-wing model accelerates from zero to 100 km/h in around 4 seconds – putting it on the same high level as the SLS AMG with a 6.3-litre V8 engine developing 420 kW/571 hp.
"With the SLS AMG with electric drive, we wanted to redefine the super sports car. For us, it is not just about responsibility. We attach just as much importance to excitement and classic AMGperformance," says Volker Mornhinweg, Chief Executive Officer of Mercedes-AMG GmbH.
Optimum weight distribution and low centre of gravity
The purely electric drive system was factored into the equation as early as the concept phase when the new swing-wing model was being developed by Mercedes-Benz and AMG. It is ideally packaged for the integration of the high-performance, zero-emission technology: by way of example, the four electric motors and the two transmissions can be positioned near the wheels and very low down in the vehicle. The same applies to the modular high-current battery, whose modules are located in front of the firewall, in the centre tunnel and behind the seats. Advantages of this solution include the vehicle's low centre of gravity and the balanced weight distribution – ideal conditions for optimum handling, which the electrically powered SLS AMG shares with its petrol-driven sister model.
Key data at a glance:

Mercedes-Benz SLS AMG with electric drive
Max. output 392 kW
Torque 880 Nm
0-100 km/h Approx. 4 s
Rated capacity 40 Ah (at 400 V)
Energy content 3x 16 kWh = 48 kWh

The installation of the drive components required no changes whatsoever to the swing-wing model's aluminium spaceframe body. And there were just as few constraints when it came to maintaining the excellent level of passive safety and high degree of long-distance comfort that are hallmarks of Mercedes cars.
Strategic alliance for fast electrification of the car
The electrically powered SLS AMG sees Mercedes-Benz and AMGcontinuing to pursue their aim of minimising the amount of time it takes to bring about the electrification of the car. Their strategic involvement in Deutsche Accumotive GmbH & Co. KG, a joint venture between Daimler AG and Evonik Industries AG, will provide the battery technology required in future. Daimler has the leading role in this joint venture for the development and production of batteries and battery systems for automotive applications.

The original Mercedes 300SL was ahead of its time, offering peerless luxury and extreme performance that outpaced 1950s competitors. An electric SLS could perform a similar feat, becoming the first zero-emissions supercar to be produced by a major manufacturer.

Wolf Zimmerman, the engineer in charge of the vehicle's development, claims the SLS eDrive would accelerate to 62 MPH in less than four seconds and continue on to a top speed in excess of 120 MPH. Range will be between 93 and 112 miles depending on how it's driven.

Front suspension is being swapped from upright double wishbone to pushrods with coilovers to accommodate electric motors sitting close to each of the wheels. Each 133 HP motor will drive its own wheel, effectively mimicking the performance of a torque vectoring all-wheel drive system.

Off-the-line performance should compare favorably with the 571 HP, 479 Lb-Ft 6.2-liter V8 version, but the eDrive will obviously give up top speed to the gasoline-powered Mercedes SLS Gullwing.

Autocar suggests that the battery pack would be mounted in the transmission tunnel and behind the seats, where the fuel tank is located in the regular SLS. Sales could start as early as 2015. [via Autocar]

Protoscar estimates the Lampo costs a million Euro. Larger production volumes would probably bring the price down to a third of that, but Protoscar is no car maker, so there are no plans to actually produce the car for sale. The purpose of the Lampo prototype is to showcase what can be done with available and nearly available technology. Obviously it would be extremely unfair to evaluate it the same way you would a regular car from a known manufacturer, so let's do just that.

Driving the Lampo is not that different from driving any other car, apart from the lack of a gearbox. The "central selector," as it's called here, allows you to choose forward drive or reverse. There's also an "E"-mode where the car will brake using mainly the torque of the electric motors, maximizing the energy recovery. This is not intended for regular braking, but works brilliantly holding speed constant or slowing down while driving downhill. The Lampo's main problem is that this is basically the only feature of the car that works as it's supposed to.

If you spend a six-figured amount on a car, you'll want it to fire on all cylinders or whatever that translates to in EV-speak. The Lampo doesn't. In theory its twin motors and battery packs running the front and back wheels separately are good for 268 HP and 325 Lb-Ft of torque, but for "technical reasons" the power output has to be limited to somewhere in the region of 60 % during our test drive. Maximum speed is supposed to be over 125 MPH, but it's been restricted to 75 MPH. Hard acceleration is also out of the question, as that may upset the batteries and cause all sorts of problems. Problems like fire.

Add to that the fact sharp right turns will make the inside of the fender eat into the right front tire, the giant red emergency stop button is cleverly placed on top of the armrest, right where your arm rests, and the seriously multifunctional dashboard display, which is completely unreadable unless you pull over to take a closer look at it. The multi-function screen in the mid-console should be able to show remaining range after calculating the road's undulations, but is, in fact, not able to do that at all. What it will do is let you turn power steering on and off, if you can find the right submenu.

Our initial plan was to give the miracle car from the future a good thrashing on badly maintained roads around Stavanger, Norway, but that was before we had to sign a paper accepting personal economic responsibility if we crash, abuse or destroy any of the half-magic/half-functional electronics. Adjusting plans to reality, we end up driving what turns out to be a still quite powerful, but only semi-functional EV around town with a brief run on the highway. That's still enough to reveal that the brakes aren't powerful enough and going at slow speeds it's hard to tell what the front wheels are up to through the steering wheel. Other than that the car is ok, but not anywhere near what the specs promise.

All in all, speaking in pure car terms, it's safe to say that Protoscar has done an epic job at wasting $1.4 million.

On the other hand, even at half power and with all sorts of malfunctions, the Lampo is one impressive ride. You just have to look at the bigger picture. The car itself is just one of the pieces in Protoscar and its partner's vision of the future. Along with the Lampo they're also developing stuff such like an intelligent charging system and in, Tuscany, Italy, they've even set up a solar plant producing energy for 62,000 miles-worth of driving per year.

It's this idea that producing a car also includes producing and providing the energy needed to run it that's the most important feature of the Lampo. As a product it's nowhere near market-ready, but as an idea of future green motoring, it holds promise.

- Ivar Kvadsheim

Ivar is the editor of the best Norwegian motorcycle magazine on the internet, MC24.no

GreenGT just released their first self-named open-top prototype racer, but they felt they could do more with the concept of green eco-racing. Enter ISD Valencienne design student, Thomas Clavet, and his amazingly proportioned GreenGT LeMans Prototype design study.

Engineers from GreenGT have run a computer study of possible performance figures based on a set of 1,475 lb-ft of torque electric motors. 0-60 mph could be possible under 4 seconds with a terminal velocity of 171mph. We're sure the GreenGT Electric LeMans Prototype could do better if it had some of its ultra-cool bodywork shaved up a bit in a wind tunnel.

At this point in the game the GreenGT has as much of a future reality as the Dodge Circuit EV seeing as it's strictly living in the tube, but if need be and if funds permit, GreenGT could get this eco-racer up and running in time to run in the 2011 24 Hours of LeMans race and even possibly transition it into a road-going electric super car shortly after. [CarPlatform via GreenGT, Thomas Clavet]

When we first saw the PUMA last night we didn't really know what to make of it. It looks like a cross between a mobility scooter and a roller coaster car. But appearances can be deceiving, as this is just a rough chassis serving as an engineering prototype (we're told the final version will include a few more amenities like doors), but hopping in for a ride (we'll be able to drive it in the Fall) reveals anything but an unfinished product.

The first impression is of how small and simple the PUMA is. There's barely room for two full-sized adults to sit side-by-side within its roll cage and inside, under the rough plexi windshield there's only one control: the aircraft-like yoke.

Mounted on that yoke are two buttons; one to start things up and one to shut it down. Hit the one on the right and the cabin lifts up off the ground, balancing completely level. Move the yoke forward and the cabin rotates in front of the center of gravity, initiating forward motion. Push forward for more acceleration, pull backward to shift the cabin rearwards to decelerate or come to a stop. Twist the yoke left or right to steer. Do so at a standstill and one wheel will roll forward, the other backwards, spinning you in place. That's it, it couldn't be simpler. In fact, it works just like a Segway, albeit a giant one that goes 10 MPH faster and lets two people sit down out of the weather.

Riding along in complete silence, sliding fore and aft is a bit eerie. The seats aren't connected to the floor plan, meaning your feet slide out from under the seat when the cabin shifts foreword and vice versa in reverse. That feeling of connection to the movement helps orient passengers to what's going on beneath them.

The simplicity of the control system - immediately intuitive - hints at the intended use of the PUMA. You wouldn't need to be competent behind the wheel of a car to use one, it's more like operating a video game. Perfect for today's youth gone wild.

GM and Segway don't see the PUMA replacing all urban traffic, but rather providing a viable halfway house between public and private transportation within specific geographic areas. Think of a city like LA and its utter lack of usable public transportation. You could leave your house, hop in a community-share PUMA, drive it to the end of your street, join a through-lane train of similar devices headed in a similar direction, then pull off when appropriate to drive to your specific destination. The PUMA would handle the hard stuff — not hitting things, leaving you free to travel between A and B effortlessly. A 35-mile range, 35 MPH top speed and 35 cent charge would cover most local travel needs. As an alternative both to sitting in traffic or waiting for a bus, we can see exactly how the PUMA would enhance the urban transportation environment; encouraging people to forget the car for local trips. That leaves the roads freed up for what they should truly be used for — auto enthusiasts.

Click HERE to see the exclusive video from WXYZ's coverage of the event.

Not only did Obama's auto task force visit GM, but they also traveled down the street to Chrysler's Warren manufacturing plant. Both GM and Chrysler are begging asking for an additional $17.4 Billion in government loans, needing this money to survive throughout the coming months.

We're happy the Arizona Senator and Presidential hopeful, John McCain, isn't in charge based on his quote on CNBC today:

"I think the best thing that could probably happen to General Motors, in my view, is they go into Chapter 11. They reorganize, they renegotiate ... the union-management contracts and come out of it a stronger, better, leaner more competitive automotive industry."

Thanks, Senator McCain, for staying positive.

Both GM and Chrysler released statements regarding President Obama's auto task force visit which you can read below:

GM Statement:

"We were pleased to host the Task Force so they could experience firsthand the new products and technologies that are an integral part of GM's near- and long-term competitiveness. We look forward to continuing to support the efforts of the Task Force as they move quickly to address their critical tasks. We believe today's visit provided a constructive glimpse of GM people, their passion for their work, and the technology solutions that are behind the pages of our viability plan."

Chrysler Statement:

Chrysler was pleased to meet today with the Presidential Task Force on the Auto Industry here at our manufacturing plant in Warren, Michigan. Warren Truck Assembly Plant is home to 2,600 Chrysler employees and produces Dodge pickup trucks, including one of the company's best known products, the
Dodge Ram, winner of Car and Drivers' 2009 truck comparison.

We can confirm that on behalf of Chrysler LLC, the meeting was attended by Chairman and CEO Robert Nardelli, Vice Chairman and President Tom LaSorda, Vice Chairman and President Jim Press, and Chief Financial Officer Ron Kolka. In addition to meeting, the group toured the assembly plant and reviewed Chrysler current and future products, including electric and hybrid vehicles.

Beyond this, we are not commenting on the details of our meetings with the Presidential Task Force.

We're fully engaged with the Presidential Task Force on the Auto Industry, the U.S. Treasury and the White House during this process of ensuring the industry's viability going forward. We look forward to continuing our dialogue.

We'll see in the coming weeks how this visit helps our struggling U.S. automakers. Cross your fingers.

[via WXYZ]

We teamed up with Fast Company, where you can read about the business and technology behind the bike, and Hell For Leather, for this review.

Like the Quantya Strada Wes and I rode around his loft, the Zero X is powered by a Lithium Ion Battery. While they share a few common specs, the X is actually a very different bike. For starters, at 151 lb., the X is 44 lb. lighter, makes 23 HP with 50 lb-ft of torque (twice that of the Quantya) and does 0-to-30 in less than 2 seconds. That's performance more akin to a 250cc two-stroke, but without the clouds of burnt Castrol R.

It's pure power to weight. The 18 lb chassis uses thin-walled aluminum construction standard in auto-manufacturing, making it so light I can pick it up with my fingertips.

That kind of lightweight strategy is applied throughout the bike's components. The fully adjustable White Brothers shock is built specifically for the X, as are the ultra-light spokes and wheels. What you end up getting is a package reminiscent of Colin Chapman's ideology: small, light and very quick. Also similar to Lotus, The Zero X is considerably cheaper than its competitors. While the Quantya comes in at $10K, the Zero X is $7,750 shipped to your door if you live in the Continental US, with an extra $700 for six-day airmail to Europe.

So how does the Zero X compare to an old-timey gasoline-powered bike? A gas motor is only about 25% efficient, the Zero X's motor, with its single moving part, is about 95%. The battery itself puts out 300 watts amps, enough to vaporize a wrench if it's electrocuted. When asked about the whole electricity-isn't-really-green issue, CEO Gene Banman said, "Yes, burning coal to charge an electric motorcycle creates a carbon footprint, but burning gasoline is much more inefficient. The Coal/Electric motorcycle is 5x better than gasoline. The American grid with its natural gas, hydro and nuclear makes the electric motorcycle 8x better. Then as green energy sources come on line, the electric motorcycle becomes a true zero carbon solution."

But can you really eat the batteries? Founder and CTO Neal Saiki explains, "The best technology is coming out of Canada, and Canada has clean facilities. These are 100 percent non-toxic batteries. You can cut them open and eat them. They're just a salt that is tightly bound. Because it's a salt inside these they're landfill approved in the United States and Europe."

The charge time on the battery is around 2 hours. Zero has made the battery a modular unit that can be pulled in less than a minute and replaced. While long distance riding is out of the question, Neal Saiki made it clear that the X is a continually evolving machine "for enthusiasts who like motorcycles, and somebody who wants to ride and not piss off their neighbors." In an era of ever-increasing restrictions coupled with decreasingly available land, that's not just a sales pitch. With the Zero I could be blasting down the streets, terrorizing small animals and kids in a noise-ordinanced, gated-community and nobody would know.

The track here at Glen Helen is rough thanks to nearly a week of heavy rains that stopped the day before, but the Zero handles it pretty well. The speed is explosive, which means really going fast at a rate I'm not ready for thanks to the 50 lb-ft of torque available instantly with just a twist of the throttle. I get myself into trouble when I forget the Zero X isn't designed to handle the tortures of an MX track famous for destroying even the most rugged machines. That ultra-light suspension is bottoming out on the landings as well as the stutters that have contracted and broken into huge chunks.

The X is designed for single-track trails, not 100 ft descents with giant ruts. And while I could complain about lack of confidence because the bike's dynamics are so foreign, there's this one nagging advantage - I can hear everything. I don't have to wear plugs to keep my ears from bleeding. In fact, the loudest noise the bike makes is when the brakes squeal as I jam the rear to keep from rocketing off a ridge.

Is the X going to outperform heavier, more robust dedicated Motocross bikes on their home turf? No. But it can offer fast off-road thrills free of both emissions and noise better than any other electric dirt bike yet designed. It's lighter and more accessible than traditional dirt bikes too. View it as a direct replacement for gas-powered bikes and you'll be disappointed, but view it as a very fun, genuinely fast indication of their future and you'll be excited. We are.

Read more about the business and technology behind the Zero X at Fast Company.

Text and photography: Grant Ray

Brian's logic behind the project:

I've been wanting to do an EV conversion for awhile but never committed to anything. The ever increasing gas prices and some research pushed me into realizing this isn't that crazy of an idea. I was originally thinking of selling my car and buying something even more economical but the car already got 26mpg commuting to work. So even doubling my mileage just didn't make up for the cost of a new prius for example vs how much it would cost to convert my current car and how quickly I could recoup that investment.

I currently spend a mimimum of $300/month just to get to work assuming I don't drive anywhere else. Cutting that cost in half with a prius 20-30k would take awhile to pay for itself. The conversion I've estimated at around 6k. Montly costs being about $30 in electricity. So in theory I can recoup this investment in a of couple years. Not bad compared to the 10+ years for the Prius purchase. Now we know gas prices will continue to raise so it would actually pay for itself in less than that amount of time but not needing gas at all is the real solution and it's just cool!

He started by removing the stock S2000 F20C powertrain, transmission, rear axle assembly and all accompanying electronics. He then sourced an electric motor capable of powering the little Honda roadster, specifically a dual-shaft Advanced DC FB1-4001A capable of operating between 72 and 144 volts. His goal was to run at the maximum capacity of 144 volts and will do so with 45 160Ah lithium-ion batteries, 30 cells under hood and 15 cells with a battery monitoring system mounted in the trunk

We'll let Brian explain all of the extreme techno mumbo-jumbo in his blog, but take a peak below at his first drive of the recently finished electric Honda S2000.

First Drive:




We're not worthy.

[via s2kev.blogspot]

The myriad challenges to building a mass market electric vehicle have been long known to us, and to the OEMs, and to most serious EV enthusiasts (why do you think they just build their own?) but since talking about electric cars seems to be in vogue, the New York Times decided to jump on board. Obviously the actual motors aren't the problem, dipole electromagnetic motors have been around since the 1800's and we've gotten pretty good at building them powerful and efficient. What we aren't so great at yet is batteries. At least, not batteries that can provide high power draws with a 100% duty cycle in extreme environmental situations without catching on fire and blowing up without warning — that's what the engineering and scientific community is feverishly working on right now.

From a technological perspective the only barrier between now and an EV future is a battery that's cheap, reliable, able to charge quickly and last a very long time in environments ranging from the humid Central American jungles to the frozen tundras of Canada. That's the real trouble with EV's, not trivialities cited in the NYTimes like the standard plug used for all cars or how to meter power, those are problems for international SAE committees to deal with (some of which are complete).

As much as we bellyache sometimes about electric cars and the "green revolution," it's mostly rooted in a knee-jerk reaction to lots of talk with little substance. If you've ever driven a full-on electric car you know the powertrain is hugely entertaining, providing better power delivery thanl gasoline or diesel competitors. Electricity is not the problem. What we take issue with are PR campaigns masquerading as electric vehicle programs. Greenwashing has somehow managed to become the new horsepower wars, and with marketing ruling the day over product, the consumer ultimately loses.

If and when the time comes that an electric product presents a better value, performance, and quality proposition than its direct competitors, you can bet we'll be here trumpeting its virtues. Until then, consider us skeptics, no matter how many times we raid the Detroit Auto Show with our own GEM electric car. [NYTimes]

As we mentioned last night, the Circuit EV is basically a Lotus Europa with some body work and the mysterious Chrysler EV pack. The similarity, especially given the small size, is undeniable up close. We'll get into the "engine bay" if it isn't glued shut.

On Tuesday, we told you Dodge was prepping a more Dodge-like EV for the Detroit Auto Show. That original Dodge EV was just a Lotus Europa with the Lotus badges pried off and Dodge's rams glued in their place. There were apparently some batteries too. So on Tuesday we speculated that "more Dodge-like" meant they’d pried off the Lotus grille and swapped it with a crosshair item. We present the Dodge Circuit EV.

But that’s not the whole story, the Circuit isn’t just a restyled Europa, it’s a restyled Europa with an electric motor that Chrysler will never produce. Why? The combination of Lotus Europa and prototype electric drivetrain would prove far too expensive both to develop and to sell to customers. The Tesla Roadster, which is only now reaching customers after two and a half years of delays, is based on the cheaper Lotus Elise and still retails for a shocking $109,000.

So why build it? To convince investors, dealers, tax payers and the government (there’s a shocking overlap among those groups) Chrysler has some sort of future. Whether or not it does will depend on much more realistic products than the Circuit.

The full press release, complete with made up numbers, follows:

Dodge Circuit EV

• Dodge Circuit EV: Brand new version of all-electric sports car boasts unique, fearless Dodge design
• All-electric vehicle delivers sports car performance with zero gasoline consumption, zero tailpipe emissions and 150-200 mile driving range

The Dodge Circuit EV displays bold exterior and interior styling with outstanding performance, zero gasoline consumption and zero tailpipe emissions.

The Dodge Circuit EV design screams pure sports car from every angle. The Dodge Circuit EV’s profile demonstrates perfect proportions for balanced handling, placing the driver and passenger midway along the wheelbase. At the front of the vehicle, the distinctive Dodge crosshair grille splits the wind, sending it over the long, low hood and cleanly over the windshield and cockpit. The body sides feature a deep scallop, providing visual depth and also a functional rear-brake air duct. At the rear, the functional elements blend with design to create a uniform finish.

“The exterior styling of the Dodge Circuit EV mates bold Dodge styling to the no-compromise performance attributes of an all-electric performance sports car,” said Ralph Gilles, Vice President – Design, Chrysler LLC. “The Dodge Circuit EV offers an extremely fun-to-drive, expressive sports car without fuel consumption and with virtually no impact on the environment.”

The Dodge Circuit EV is adorned in all-new “Tangoreen” exterior color, wearing large “EV” graphics on both sides of the sports car.

The uncomplicated interior of the Dodge Circuit EV delivers a combination of pure function and athletic refinement. The cockpit design puts complete control of the car at the driver’s fingertips. Nestled within a leather-covered instrument cluster are two primary analog-face gauges. A digital display conveys information regarding the electric-drive system.

The seats feature deep bolsters and are covered in premium leather. The same premium leather covers the center console and the width of the instrument panel.

The Dodge Circuit EV delivers all of the convenience features of a performance sports car, including premium sound system, power windows and door locks, air conditioning, speed control.

Propelled by a completely electric ENVI drivetrain, the Dodge Circuit EV posts impressive performance numbers:

• 0-60 mph in less than 5 seconds
• _-mile in 13 seconds
• Top speed of more than 120 mph

Perhaps the most impressive Dodge Circuit EV number, however, is zero. That’s how much gasoline the vehicle consumes while providing exhilarating sports car performance. It’s also how much tailpipe emissions are produced.

The Dodge Circuit EV utilizes just three powertrain components. These include a 200 kW (268 horsepower) electric motor to drive the wheels, an advanced lithium-ion battery system to power the electric-drive motor, and a controller that manages energy flow.

Working with the latest advanced lithium-ion battery technology, the Dodge Circuit EV has a driving range of 150 to 200 miles between charges – more than triple the average daily commute of most consumers. Recharging the vehicle is a simple one-step process: plugging into a standard 110-volt household outlet. The recharge time can be cut in half by using a typical 220-volt household appliance power outlet.

The Dodge Circuit EV offers driving enthusiasts a performance sports car that can be driven to work every day – without consuming gasoline or producing tailpipe emissions.

Dodge Circuit EV – Vehicle Specifications

Vehicle Type Battery Electric Vehicle,
2-passenger performance coupe

Weight and Dimensions
Length 153.5 inches / 3900 mm
Width 67.5 inches / 1714 mm
Height 45.3 inches / 1150 mm
Wheelbase 91.7 inches / 2330 mm
Track front / rear 57.4 inches / 1457 mm 58.7 inches / 1490 mm
Turn circle 38.0 feet / 11.6 m

Powertrain and Suspension
Layout Rear-wheel drive
Motor Power: 200 kW (268 hp)
Regenerative braking
Battery Lithium-ion battery
Suspension Front - Independent
Rear - Independent

Wheels and Tires
Tire size front P195 / 45ZR17 23.9 inches / 607 mm
Tire size rear P235 / 40ZR18 25.4 inches / 645 mm

Color Scheme
Exterior Tangoreen
Interior Black Leather with Satin Silver accents

Key Performance Attributes
0-60 mph (0-100 kph) less than 5 seconds
Standing _-mile low-13 seconds
Top speed greater than 120 mph (approximately 193 kph)
All-electric range 150-200 miles (approximately 241-322 km)

[Source Of The Embargo Break: AutoblogGreen]