Plug-in hybrids are the next wave of hybrid wunderkinds and are poised to greatly change the way we think about fuel economy. The prospect of never using fuel in around-town trips has a great deal of appeal. However, there's been some vocal concern the US power grid is in no state to support the added load these cars will present. With the specter of the "rolling brown-outs" in California and the massive grid failure across the north east in 2004, there's some validity to the concern.

However, a study from the Electric Power Research Institute and Natural Resources Defense Council (NRDC) titled "Environmental Assessment of Plug-In Hybrid Vehicles" says there's really no need for concern because the volume is far too low. On top of that, power company officials from Detroit-area power supplier Detroit Edision as well as LA's Southern California Edison say the grid can easily handle the additional load. In LA's situation there might be some adjustments made where there will be enclaves of hippies hybrid drivers. Overall, a plug-in hybrid doesn't look much different to the grid than four or five flat screen TV's running at the same time. [Green Car Reports]

The volt will come standard with a portable 120-volt charger that'll work with standard home outlets. Just plug it into the wall, connect it to the car and come back six to eight hours later for a complete charge.

For impatient owners, GM is also talking about offering an optional 240-volt home charge unit that'll need to be hardwired into your garage, car port or whatever you high falutin suburbanites keep your cars in these days. Expect the price of the unit and the installation to be wrapped into one bundle that'll be appealing priced and available straight from dealers. A coil cord will extend from that wall unit to the car and can complete a full charge in just three to four hours. It's expected that the vast majority of owners will use this setup and carry their 120-volt portable chargers for on-the-go or emergency recharges.

The reason the 240-volt charger isn't portable is due to national electric codes which require the device to be hard wired and the nature of the 240-volt plug (think of the big three pronger that hooks your dryer up to the wall), which isn't designed to withstand repeated plug-ins/unplugs. Speaking as someone who has electrocuted himself with 240-volt electricity several times, hardwiring is probably for the best.

Both types of charger will connect to the car with a universal J1772 plug that's capable of withstanding the full weight of the car should your wife run it over, can shut the car off if she tries to drive away with it plugged in and "talks" to the batteries to regulate the flow of juice should the level of amperage being drawn threaten to trip circuit breakers or similar.

GM hopes to offer hardwired 240-volt quick chargers in the parking garages of major companies and retails outlets and at other popular commuting destinations at some unspecified date in the future.

GM has gone so far as to consider and then rule out the use of automatic plug winders, finding that they're prone to breakage and the tightly wound extension cords can generate dangerous levels of heat. Instead, a variety of cord lengths will likely be offered to suit individual needs.

How safe is all this? According to Volt vehicle line director Tony Posawatz the recharging system is idiot proof. He even went so far as to say, "You could dunk this in a bucket of water and you'd be ok." [via Edmunds]

Press Release: VOLVO CARS TO BE MARKET LEADER IN PLUG-IN HYBRID TECHNOLOGY

Volvo Cars continues to focus heavily on advanced green technology and is now taking yet another major step forward in keeping with the company's over-riding vision - DRIVe Towards Zero. A unique joint project together with Swedish energy supplier Vattenfall is prompting the production of battery-powered Volvos featuring plug-in hybrid technology as early as 2012.

"There is no doubt that the environmental issue is at the very top of Volvo Cars' product development agenda right now," says Stephen Odell, President and CEO of Volvo Cars. "Carbon dioxide emissions from our cars will be drastically reduced by the plan we are now implementing and our aggressive electrification strategy will put us in a leading position when it comes to environmentally optimised passenger transport."

Plug-in electrical hybrids in production by 2012

There are many benefits to plug-in electrical hybrids: carbon dioxide emissions are far lower and with an electric motor offering higher power, the car's performance is also far better. Being able to offer a truly attractive car that does not compromise on the other important properties that the customer wants is an absolute precondition for the market to shift towards more environmentally sustainable alternatives that really do make a difference.

"In fact, I would go so far as to say that the plug-in electrical hybrid we will launch in 2012 will be a true dream car. With the innovative solution we will offer, the car owner will be able to drive a thoroughly enjoyable car packed with Volvo's renowned high safety and genuine driving pleasure", says Stephen Odell.

Stephen Odell says that Volvo Cars' industrial cooperation with Vattenfall opens up entirely new potential for developing future green technologies in a far more efficient way. Working in partnership is something that the company regards as essential in order to generate sustainable development.

"DRIVe Towards Zero is our vision and with Vattenfall's expertise and partnership, we are making giant strides towards our targets. With our updated environmental map for the future, we are reinforcing our leading position in the environmental sphere within the premium segment," concludes Stephen Odell.

The following section presents Volvo Cars' environmental alternative and its map for the future.

DRIVe

At present, Volvo Cars has seven car models that can be specified in DRIVe configuration. The DRIVe badge is attached to those cars in the model range that have extremely low carbon dioxide emissions. Among their many features, these cars have been specially designed for low air resistance and their drivelines are optimised for low fuel consumption. The most fuel-efficient variants are the C30, S40 and V50 1.6D DRIVe, with fuel consumption of 3.9 litres/100 km (104 grams CO2/km).

FlexiFuel

Volvo Cars' FlexiFuel models are powered by E85 (85 percent renewable bioethanol and 15 percent petrol). Bioethanol is an entirely renewable fuel and can be made from a variety of sources such as sugar-cane, wheat and wood by-products. Both Volvo's smaller models (the C30, S40 and V50) and the larger cars (the V70 and S80) are available in FlexiFuel variants. There is a choice of three engine power outputs: the 1.8F producing 125 hp, the 2.0F which produces 145 hp and the turbocharged version, the 231 hp 2.5FT.

Bi-Fuel: V70 2.5FT in gas configuration

Biogas is one of the vehicle fuels with the lowest climate impact. On Volvo Cars' home market, where there is a satisfactory infrastructure for gas supply, the best-selling V70 model will be available in a gas-powered version in 2009. An outside conversion specialist contracted by Volvo Cars will fit the gas tank. The car's range on gas is about 300 km. To back this up there is the 2.5FT 231 hp FlexiFuel engine so the car's total range on biofuel is more than 900 km.

The car can be run on petrol, bioethanol, natural gas, biogas and hytane*.

* Methane gas with 10 percent hydrogen gas mixed in the fuel.

Start/Stop

The Volvo Cars model range also includes engines that switch themselves off when the car comes to a standstill. These so-called micro-hybrids cut fuel consumption by 4-5 percent. This system is even more effective in congested city traffic with frequent stops and starts. Start/Stop is being initially introduced on the C30, S40 and V50 DRIVe and will undergo constant development, and will over time be implemented in additional drivelines.

In 2011, Volvo Cars expects to introduce yet another highly advanced, entirely in-house developed system with even greater savings potential.

GTDi technology

In 2009, Volvo Cars will launch the development of an entirely new generation of high-efficiency petrol engines. These engines will be far more economical and will cut fuel consumption and carbon dioxide emissions by 20-30 percent.

GTDi technology makes it possible to reduce engine size while retaining current performance levels.

Plug-in electrical hybrids

Volvo Cars will put plug-in electrical hybrids on the market as early as 2012. With this technology, there is a battery pack that is used to drive an entirely emission-free electric motor. The battery is recharged via a regular wall socket and in addition, braking energy while on the move is stored and reused. This power system will be supplemented by one of Volvo's high-efficiency diesel engines. This diesel engine is designed to run on renewable synthetic diesel and will meet forthcoming extremely stringent exhaust regulations.

The car's range will be class-leading and what is more, tailpipe exhaust emissions will be virtually non-existent while the car is powered by electricity. If the battery pack is recharged with electricity produced from renewable sources, then carbon dioxide emissions from the lifecycle perspective will also be very low. In the NEDC standardised driving cycle, carbon dioxide emissions from Volvo's plug-in electrical hybrid will be lower than 50 grams/km. The plug-in electrical hybrid will thus qualify into what is known as the super-credit tax incentive band. In several European countries, a variety of incentive programmes such as tax relief will be introduced over the next few years. Cars that emit less than 50 grams of CO2/km will probably be granted the most favourable status.

Battery-powered cars

For short distances in city traffic, dedicated battery-powered cars may well be the next step. Volvo Cars is therefore researching into this area. There are still many challenges that have to be solved with battery cars and the company is working hard to find alternative ways of reducing battery cost, increasing their performance and ensuring that Volvo's high safety requirements are met at all times. At present, there are no battery-powered cars in Volvo's product plans, but the possibility of introducing new green technology is under constant review.

In order to drive the Ford Escape Plug-In Hybrid we had to take a breathalyzer test administered by a security guard and sign a waiver promising not to sue anyone if the car explodes. This is an interesting requirement given the 10 MPH posted speed limit for the 1/8 mile basement test track. Still, driving indoors is always fun.

The Escape Plug-In Hybrid doesn't feel like other concepts we've driven and, honestly, It isn't fair to call the Ford Escape Plug-In Hybrid a concept vehicle since Ford has delivered dozens of these vehicles to utility providers in Southern California for testing. Based on the Ford Escape Hybrid platform, the main difference is the addition of the "plug-in" capability, allowing owners to plug the vehicle into the wall in order to accrue enough juice to drive without using the engine.

As per the rules of the underground track, and probably in light of a desire not to poison anyone, the Escape is set to drive in electric-only mode. Whereas disabling the gasoline drive is a bit misleading on some of the hybrid vehicles on the track, it's appropriate in this case as the plug-in battery provides charge enough to propel the Hybrid 30 to 40 miles sans internal combustion.

Turning the keys on the plug-in is a bit disconcerting as it makes zero noise, forcing us to look over to our passenger to ask him if he thinks the SUV is actually running. It is, so we shift into drive and take off towards the fake woodland path. Unfortunately, around the first turn is a water hazard setup not by the organizers but by the immense amount of snowfall causing gallons of the wet stuff to pour onto the track through a crack in the roof.

Driving the Ford Escape Plug-In is exactly like driving any of Ford's family of hybrid compact SUVs in all-electric mode. In addition to the lack of sound, the electric motor provides surprisingly quick acceleration through the first, well, 10 MPH. Other than the all-electric mode the vehicle is an Escape Hybrid through-and-through. The biggest visual difference is the blue-lit plug on the front left quarterpanel. It's one of the few ways the car hints it is more than a production vehicle.

Ford confirmed it will bring some form of plug-in electric hybrid to market by 2012 and, given the finished product feel of this version, we wouldn't be surprised if it the Escape is what they have in mind.

Johnson Controls RE3 Concept was one of their famed half-car proposals for future vehicle tech and included such technogasm features as a plug-in, lithium-ion battery, hybrid drivetrain; two reconfigurable displays that allow the placement and delivery of information based on driver needs - one IP centered 7-inch and the other being a 4.3-inch cluster mounted display. A unique feature of the display system is the ability to drag and drop icons related to vehicle functions from the center display to the smaller cluster display.

You can expect to see the Johnson Controls RE3 concept on the road at about the same time as the Dodge EV, which means, probably never.

The re3 Concept from Johnson Controls Brings Together Innovative Engineering, Sustainable Solutions and Value-Added Amenities – All in a Small Car Environment DETROIT, MICHIGAN, U.S.A. (January 11, 2009) – For Johnson Controls (NYSE: JCI), a major goal is finding new opportunities to help its customers succeed by creating “smart” environments. In terms of vehicles, this means creating products that bring value today – reducing weight, optimizing cost and providing sustainable solutions that generate consumer appeal. With the debut of its re3 concept vehicle at the 2009 North American International Auto Show (NAIAS) in Detroit this week, Johnson Controls demonstrates its strong capabilities and latest innovations in product and process technologies targeting the growing small car segment. The re3 exemplifies a smart environment that has three key elements: re:think – shifting the paradigm of what a small car should be, enabled by innovative engineering; re:new – providing an interior based on the core principles of sustainability; and re:spond – presenting a holistic experience that generates strong consumer appeal, through a focus on human machine interaction (HMI), comfort and interior ambiance. It is on display this week at the NAIAS, as part of the Johnson Controls product and technology exhibit in room D2-15 of Cobo Center. Designers and engineers at Johnson Controls understand that the automotive market has shifted and that consumers today demand smaller cars, which are more fuel-efficient and eco-friendly, without compromising features and functions. The re3 concept offers more room in less space, more amenities in a value-priced segment and more fuel-efficiency in a vehicle with an appealing personality. It features a wide range of innovations developed by Johnson Controls, including: A plug-in hybrid battery system that allows generous seating for five adults in the vehicle; New, class-leading storage capacity in the instrument panel, enabled by the company’s Ecospace technology; An “extended cluster,” which includes a traditional gauge cluster, along with a 7-inch color, touch panel display; A seat-wing armrest and controller on the driver’s seat, enabling some of the controls to be moved from the center stack to the seat; A conversational seating arrangement, offering new ways to interact in the interior, as well as Slim Seating and rear, stadium-style folding seats; and Eco-friendly, renewable materials with “natural look” finishes throughout the interior.
- more -
“Our re3 concept shows how we can redesign and improve the interior of a small vehicle to meet the needs of consumers while adding tremendous value for our customers,” said Jeff Williams, group vice president and general manager, North America for the Automotive Experience business of Johnson Controls. “People want smaller vehicles with better fuel economy, eco-friendly materials and the luxuries and utility that make the driving experience enjoyable, and the re3 is a great demonstration of our ability to help meet these needs through innovation.” To “rethink” the small car, Johnson Controls designers used a process that provides a systematic approach for optimizing value, and increasing the availability of features not usually found inside a small model, so it doesn’t feel like an economy car. The Johnson Controls team looked at the concept from a “clean sheet” perspective, made decisions about what was most appropriate, and then optimized performance. In developing the re3 concept, company designers sought to provide seating for five in a plug-in hybrid vehicle; significantly reduce mass and optimize cost; integrate many desirable interior amenities; develop the concept globally; and deliver a vehicle that is customizable to various markets around the world. The “renew” element of the re3 concept includes a lithium-ion, plug-in series battery that powers the vehicle, as well as renewable materials that are lighter in weight than conventional materials, and offer a “natural look” finish on various interior components. Energy storage was a critical factor, with the battery placed between the front seats in the center of the vehicle to maintain a low center of gravity and maximize the distance to the perimeter of the vehicle. This also allows for maximum rear cargo storage and three passengers in the rear seat by utilizing the space between the two front seats in the center tunnel. The battery system is sized to provide enough energy so that most commutes can be done on electric drive, and is designed with active cooling and electronics to maintain the optimal operating condition. Through its joint venture Johnson Controls-Saft, the company opened the world’s first production facility for lithium-ion hybrid vehicle batteries in Nersac, France in 2008. From a sustainability perspective, the re3 provides significant mass reduction, renewable materials, and smart features that enable efficiency. In the cockpit and on the door panels, surfaces are comprised of exposed natural and environmentally friendly substrate material with a fiber-wood appearance, giving the vehicle a handsome, organic feel. By eliminating the A-surface material, a 30 percent weight reduction was achieved. Also by reducing the number of plastic parts in the interior, the use of petroleum-based materials was decreased. - more -
To “respond” to consumer demand, the Johnson Controls re3 concept offers compelling HMI; redefined seating architecture; industry-leading levels of storage; and unique packaging of a lithium-ion battery – all in a small car environment. The Johnson Controls Ecospace instrument panel technology helps to make the cockpit area more spacious, with an open architecture structure that safely allows for unprecedented storage volume across the front of the instrument panel. This innovative structure is based on a hybrid (plastic/metal) construction, which generates weight and cost benefits and opportunities to integrate more functions. As a result, designers achieved a 26 percent weight reduction in the instrument panel. In the re3, the center stack controls have been eliminated, reducing the number of switches and freeing up space. The infotainment and HVAC (heating, ventilation and air conditioning) functions have been reintegrated into an extended instrument cluster and a seat-wing on the driver’s seat. Integrated into the extended cluster are two reconfigurable displays that allow the placement and delivery of information based on the driver’s needs. One of the displays – with a 4.3-inch screen – is located in the center of the cluster. The other one is an outboard-mounted, high resolution, 7-inch display. Reorganizing the information shown is accomplished by a simple “touch and flick” operation, allowing the driver to manage information such as messaging, navigation, mobile commerce, vehicle diagnostics, energy consumption and vehicle / trip range. The driver-side functional seat-wing is ergonomic, providing controls that are used most often for HVAC and music management within easy reach of the driver and passenger. The enhanced HMI includes innovations such as the Johnson Controls Mobile Device Gateway with E-Bin, and Mobile Commerce with Card Reader. The Mobile Device Gateway adds convenience by linking mobile electronic devices – such as mobile phones, navigation devices or music (MP3) players – to the vehicle and allowing the driver to use the devices intuitively, safely and easily. Mobile Commerce is a product that allows consumers to securely pay for mobile purchases and services while traveling – including fuel, parking, meals, entertainment and other goods – using their credit card or mobile phone while in the vehicle. The E-Bin is a space to place mobile electronic devices in order to establish power and data connections, as well as the location for a credit-card reader. Conversational seating is another innovation inside Johnson Controls’ re3 concept. It is enabled by the company’s next generation, lightweight MS structure. The passenger front seat slides backward into the second row, facilitating a more inclusive conversation with the rear passenger, or allowing the passenger to attend to a child more easily.
- more -
The concept’s front seats include Johnson Controls’ Slim Seat technology; the riACT™ head restraint system that reduces the risk of whiplash injuries and meets safety regulations; vibration-dampening VT™ Foam produced with natural oil polyols; and “green” trim materials. The Slim Seat has a thin-profile seat back, providing the same level of comfort as a conventional vehicle seat via the Johnson Controls Comfort Shell technology. The Comfort Shell is a patented technology that enhances comfort through the use of a flexible panel in conjunction with the company’s VT Foam. In its second row, the re3 features the Johnson Controls stadium style, slim style, 60/40 flat-folding seat; and the company’s FaserTec foam pads. The re3’s overhead system is optimized and offers a 30 percent weight-reduction opportunity. It includes Johnson Controls’ C-Lab Visor, which is lighter than conventional visors and reduces cost; a headliner substrate with natural material content that is lightweight and acoustically absorbent; fabric covered, compression-formed garnish trim that weights 50 percent less than a plastic injection molded part. A Functional Film Overhead Console reduces part count and complexity. Williams says that nearly all of the Johnson Controls products and innovations included in the re3 concept are available for production now, and can be integrated into the next generation of vehicles.
Johnson Controls (NYSE: JCI) is the global leader that brings ingenuity to the places where people live, work and travel. By integrating technologies, products and services, we create smart environments that redefine the relationships between people and their surroundings. Our team of 140,000 employees creates a more comfortable, safe and sustainable world through our products and services for more than 200 million vehicles, 12 million homes and one million commercial buildings. For additional information, please visit http://www.johnsoncontrols.com.

Kato explains the problem with battery-powered vehicles as a simple problem of weight versus energy content: lithium-ion batteries hold less than half the energy by weight of gasoline. While improvements are being made through programs like the Japanese government's advanced battery development program, which has a goal of boosting energy storage capacity by seven times and cutting cost to 2.5% of its current level, there's still a long way to go. "It's impossible to imagine a date at which such a breakthrough could occur,'' says Kato.

Placing bets on fuel cells versus batteries may seem like a longshot, but Honda's track record is solid. The company has stayed out of V8 engines and full-size trucks, keeping development dollars focused more on monolithic chrome grilles efficiency, so we wouldn't be the least bit surprised if Honda was the first out with a production fuel-cell vehicle...after which Toyota will more than likely perfect it and sell five million of them. [Bloomberg]

Jalopnik Snap Judgment: Since credits could reach as high as $7,500 for light-duty vehicles, the potential impact of the legislation is significant; however, if Toyota brings in a competitive product for less money than the Volt would cost, even with tax breaks figured in, we'd imagine the impact on their bottom line would be minimal. Knowing Toyota, that's exactly what they plan to do, but we certainly can't blame them for whining about a "level playing field." The domestics have been doing it for years. [Detroit News]

EDF Energy and Toyota launch UK trials of Plug-in Hybrid Vehicle

EDF Energy and Toyota have teamed up to road trial the first Plug-in Hybrid Vehicle (PHV) introduced by a car manufacturer to the UK (1). Trials start today and will continue for more than one year. Toyota’s right-hand drive PHV will make its on-the-road debut as part of EDF Energy’s company fleet and will be tested by employees under every-day driving conditions. The results are expected to play a pivotal role in the development of Toyota’s PHV technology, which represents a further improvement on Toyota's hybrid
technology, one of the world's most environmentally friendly mass-produced vehicle powertrain (2) technologies.

The trial builds on the first European PHV testing programme launched by Toyota and EDF on French roads in September 2007. The UK partnership is designed to evaluate vehicle performance within an urban environment, vehicle infrastructure requirements, and driver behaviours and expectations.

Toyota and EDF Energy are using an innovative charging and invoicing system which is incorporated into the PHV. This system is compatible with a new generation of public charging stations, which aim to make electric power more accessible on public roads and car parks, and will reduce the cost to the customer. EDF Energy has helped to install the first of 40 charging posts in the UK, with plans to help install more in the coming months. A PHV uses Toyota’s hybrid technology with the added benefit that the vehicle’s batteries can be fully recharged using a standard electrical plug or an electrical charging post to extend its driving range in electric mode. For short distances, PHV can be driven as an electric vehicle, resulting in a silent, zero emissions drive. For longer distances, PHV works as a conventional hybrid vehicle.

Toyota's PHV is “the best of both worlds”: it enhances the benefits of hybrid technology, while avoiding the constraints traditionally linked with electric vehicles. Toyota expects the PHV to bring unsurpassed fuel efficiency and therefore record low emissions. Early test results indicate that fuel efficiency is significantly higher than current Prius. For example, for trips up to 25km, PHV consumes roughly 60% less fuel than Toyota's hybrid Prius. One of the research objectives of the UK tests is to confirm such PHV performance. The tests also aim at understanding consumers' acceptance of the new technology, as a
preparation to broader commercialisation in the future. Toyota has already confirmed that it will sell lithium-ion battery-equipped PHVs to fleet customers in Europe and other regions by the end of 2009.

Rt Hon John Hutton MP, UK Secretary of State for Business, Enterprise and Regulatory Reform, speaking at a Toyota - EDF Energy event in London to launch PHV in the UK, said: 'I welcome the launch of this trial here in the UK. I am pleased to see industry pulling together to work on diversifying energy use and cutting global carbon emissions. We hope that this trial will provide an invaluable insight into the future development of UK electric and plug-in hybrid vehicles. This, combined with the demonstration project announced by the prime minister (3), will lead us one step closer to making our ambition of becoming the number one location for low carbon vehicles a reality.'

‘We are very excited to expand our PHV road testing programme to the UK in collaboration with EDF Energy,’ said Koei Saga, Managing Officer in charge of hybrid system development at Toyota Motor Corporation. ‘Today’s announcement represents a step change towards acceptance of electricity in combination with hybrid technology as a viable and sustainable transport solution’.

Vincent de Rivaz, EDF Energy Chief Executive said: ‘I am delighted that EDF Energy will play a pivotal role with Toyota in trialling this innovative vehicle and technology as part of our ongoing work to make clean electric transport more accessible to everyone. We passionately believe in rising to the challenge of climate change by helping our customers reduce the carbon emissions from their energy use. Incorporating this vehicle into our fleet complements our work in developing electric charging posts for vehicles in the UK and in France. It supports Our Climate Commitments, in which we have committed to cutting our CO2 emissions from our transport by 20% by 2012.’

Apparently, Dennis is concerned that GM may be underestimating consumer interest in the Volt, leading to shortages when the vehicle finally arrives. "If everyone who wanted a Volt could get one, that would be the dream," he said. Given the Volt's expected price point, there's no word on whether Dennis' dream goes so far as to loan everyone who wants a Volt the means to get one, but for now we're willing to take the neurologist at face-value. We want a Volt. Where's our $40k? [Automotive News, Sub. Req.]

Aside from the consumer education challenge, one curious conclusion in the study was

"just more than half the population of US households that buy new cars has the potential to recharge a vehicle at home with at least 110-volt service. This is 1.5 to 3 times larger than prior estimates."

If you're interested in something a bit more modern, the system is designed to work with an upgrade to lithium iron phosphate batteries too. And if you want to pump juice into those batteries using nothing but the sun, you might want to bolt on some solar panels. Us? We'd still rather have a VW Golf Twin Drive. [GreenCarCongress]

Jalopnik Snap Judgment: PickupTrucks.com speculates the truck Raser plans to convert is a Chevy Silverado, mostly due to the drivetrain's similarities to the Chevy Volt. We're inclined to agree with our good buddy Mike Levine over there if only for the reason that the internal drawings look just like a Silverado. We've also got to admit, a full-size truck capable of 100 MPG, even if they only make a few of them at a very high price, would be an impressive proof-of-concept for investors or OEMs. Hint, Hint.

[Pickuptrucks.com]

Grove believes the auto industry has reached what he calls a "strategic inflection point," the point at which a business has to either change or die. And he wants change in the direction of electrics; Grove has set up a course teaching about hybrids, plug-ins, and electrics in an attempt to move the discussion toward alternative energy sources. And then there's the fun part.

Mr. Grove is also a proponent of retrofitting current vehicles with the lowest fuel economy — trucks, vans and SUVs — with hybrid powerplants. Envisioning half a million Yukon owners reaching for their toolboxes, GM spokesman Greg Martin said, "We strongly discourage consumers from retrofitting vehicles." Unless they're out of warranty, in which case knock yourself out; the service department is hurting right now too.

All we hope is if Grove next ends up pushing for an Intel chip inside, he goes with an Apple OS to run it. Those Microsoft systems don't seem to be running well enough for even the back seat.[Detroit News; Photo Credit images.vnu.net]

Well, Volkswagen will work with the German government in experimenting with a fleet of 20 Twin Drive Golfs in 2010. Though evidently the Twin Drive just isn't green enough as is, so to further reduce emissions, the electrical energy required to charge the batteries of the experimental fleet will be generated from green resources such as windmills and hydro-electric dams. Of course, there are no plans for US export, or for any production at all at this point. But even though we're more easily excited about speed than with being green, we would totally rock one of these as a daily driver.
[carscoop, MotorAuthority]

Our take is that although a one-time team-up may be fun, GE's got a lot of expertise in batteries, drivetrains and power electronic controls — so the real fortunes and glory for Jeff Immelt's mega-company will come from being able to pivot this one-time project into a contract for supplying components for plug-in hybrid vehicles. But regardless of what company provides the technology, one thing that's clear is it took Chrysler much too long to start working on plug-in hybrid tech. At this rate they should have product hitting the street at about the same time as we start using plutonium to power SUVs. [via Automotive News (sub. req.)]