We spoke with two unnamed sources at GM, one in design and one in marketing. Both told us the same thing — the Buick crossover was killed after higher-ups read tweets decrying the styling of the plug-in electric platform prostitute of a crossover. Specifically, conversations like the following:

Which echo comments from "consumers" that were also in attendance at the events of last week:

So what does this mean? It means GM's actually listening to people providing feedback and in this case, the, as GM spokesman Jim Hopson told us moments ago, "the overwhelmingly negative response to this vehicle coming out of this event." So there you go kids, join Twitter, and you too can help GM decide which vehicles to build and which vehicles not to build.

Also, you can probably hear about people getting to work, buying a coffee and other asinine and useless information.

Although the salient details are slim as of now, here's what we know from today's press release announcing the "New GM", aka the "General Motors Company.":

"We're also working on new ways to make car buying more convenient for our customers, including an innovative new partnership with eBay in California to revolutionize how people buy vehicles online," Henderson said. "Customers will be able to bid on actual vehicles just like they do in an eBay auction, including the option of choosing a predetermined 'buy it now' price. We'll be testing this and other ideas with our dealers over the next few weeks, and hope to expand and build upon them in the coming months. In all cases, our goal is to make the shopping and buying process as easy as possible for GM customers - on their time and their terms. Stay tuned."

We're told by GM CEO Fritz Henderson that it's "just an experiment." But they are "really excited about it."

So no idea yet as to whether it'd be for all vehicles, whether it would be for just a select few vehicles. The biggest hurdle such an idea faces is the dealer network. More than likely the line in the press release of "testing this and other ideas with our dealers over the next few weeks" indicates it'll more than likely be the dealers who'll be providing these services as opposed to direct-from-manufacturer sales. Either way, as long as the consumer experience is eBay-like, it won't matter to them as they'll perceive it to be direct-from-manufacturer — which is often how they perceive the experience now.

So it's nice that Musk has such lofty goals. Frankly, it's always been his forte. He leaves the "how to get there" to other, more little people. Like with an idea to build 100,000 cars per year by buying an idled assembly plant from a U.S. automaker. He'll leave the whole "design a mid-size sedan for it to build" to other people. Musk's an "idea man," ya know. And for an "idea man" the reality of building 100,000 mid-size sedans is kind of like trying to build a "kabillion" mid-size sedans — they're both impossible numbers when you don't even have a working design.

He also thinks gas should cost $10 a gallon. Hmm, we wonder why. Keep in mind it's not that we disagree with Musk, we just happen to believe it's also probably the price-point in which a $100,000 Tesla roadster becomes a good investment versus a sports car with similar performance. [CNet, Twitter]

There's apparently two kinds of Tesla employees — current employees and former employees suing Tesla. Frankly, we're not surprised Eberhard's suing Musk and Tesla. We're more surprised that it took this long to happen especially given Musk's propensity for diarrhea-of-the-mouth types of comments. For the moment, the only thing we have to go off of is the PDF file from the California Superior Court — which you can see here.

In response, we're told Tesla plans to counter-sue Eberhard. That went over real well with Henrik Fisker — let's see how well it works here. All we know is we're just proud Eberhard quotes former-Valleywag Owen Thomas in his court filing. Gotta love the V-wag love! (Hat tip to Owen!)

Photo Credit: Yodel Anecdotal @ Flickr

For starters, Letterman gave a mea culpa and introduction to Lutz, calling him one of the "true greats in automotive design, marketing, sales and management...he's the man responsible for the Viper...a wonderful car. He's here with the Chevy Volt...and with any luck I'll get one of these babies for free."

Next, after the break, Letterman talked a little about the EV1 and how it's not from the planet Saturn. Then he wondered if building electric cars would have kept some dealers open. If it had, then damn, that's just one more reason to keep the internal combustion engine in our minds.

Then, after a Stephen Colbert interview, Dave made a bad pun about an electric car from Saturn running rings around...yeah...it was a bad joke. But, then "Maximum" Bob Lutz came out — looking quite dapper in his standard "old man business casual" threads.

Lutz started by walking Letterman through his C.V., then moved on to talking about marine aviation and owning two jets — probably not the best way to be seen as a company making cars for average A.I.G.-hatin' Americans.

Now we get into the meat n' potatoes of the interview. Letterman starts by asking whether there's light at the end of the tunnel for the American automakers. Lutz responds by saying that yes, they'll be restructuring and come out the end of the tunnel "leaner and lighter."

Letterman doesn't powder-puff it per se, but he's not exactly hard-hitting. First asking what people losing auto jobs should be expecting, allowing Lutz to throw down with "jobs returning in time." Still, he's able to pivot into asking Lutz about whether this was Detroit mis-management that got us here. Lutz responds by claiming there's more at play and lots of blame to go around — gas prices being a big part of it, but also that U.S. automakers built some bad cars from the 60s, 70s and into the 80s. He finishes his answer by saying the best way to combat that perception is by building better automobiles. We couldn't agree more.

Lutz addresses the issue of CAFE first by talking about building the type of vehicles Americans want to buy and how that's a shifting target thanks to fuel prices and American desire for buying the biggest vehicle they can for the cheapest price. Next, he responds with a hell of a good analogy that we've clipped and have over on the left. Something about how fat people won't get skinny just because you mandate clothing makers only making skinny clothes. Cue the commercial break.

And we're back with Letterman asking whether the EV1 would have kept the company in business. Lutz responds by saying "Sadly, no." He details the cost per vehicle was probably well over $100,000 per vehicle — and that it was a money-losing proposition.

Now let's get to the crux of the debate — Musk's Tesla versus the Chevy Volt. Lutz talks about batteries, price and practicality are the reasons for why it's a better fit for the American public. He even gives pricing details saying it'll cost $40,000, minus a $7,300 tax credit. Let's watch that now — plus the Chevy commercial at the break to see why Letterman's throwing softballs in his old age.

Back from the break and Lutz showing off the Volt and stating it meets regulations for all countries of any kind. And then my DVR crapped out on me. Let's rate the performance on a five star scale with five being the best.

Bob Lutz staying on message: ****
He's got to lose one star for the whole "I own two jets" thing in the beginning, but overall, a helluva job for a 77 1/2 years-old white Swiss-born man who works for GM. No "global warming is a crock" quotes for us to have fun with.

Dave Letterman's balls: *
Where did they go? Did he lose them in surgery a while back? Seriously — even if he was woefully ill-informed in his questions, we'd expect him to at least ask them, right?

Musk, responding to a question posed by Lyle Dennis at GM-Volt on his feelings about the range-extender concept behind the Chevy Volt and why he's not considered it it any Tesla products, says:

We looked closely at a range extender architecture for Model S. It ends up costing about the same in vehicle unit cost, a lot more in R&D and a lot more in servicing. Also, although performance is ok when both battery and engine are active at the same time, it turns really bad when the battery runs out and an undersized engine is carrying all the dead weight of the pack. Essentially, a REV is neither fish nor fowl and ends up being worse (in our opinion) than either a gasoline or pure electric vehicle.

That'd be perfect, make it clear you looked at the idea for the Tesla Model S Sedan and dismissed it after a simple cost-vs-return analysis, then pivot into a positive statement about your product. Musk, who's not yet figured out the best way to go after the competition is by talking flowers, sunshine and honey publicly, saving the knife-and-dagger treatment for his PR team during after-party drinks with the press later on, should have just left it there. He didn't.

An important consideration that people without a technical background don't understand is that you can either have a high power or a high energy cell chemistry, but not both. Since the battery pack in a plug in hybrid like the Volt has to generate the same *power* as a much larger battery pack in a pure electric vehicle, it has to use a low energy cell chemistry.

So, is he saying GM's Volt engineering team lack a technical background or is he saying potential customers lack a technical background? Unknown. Either way, he probably should have left it with just the "REV doesn't make sense" comment. Lesson learned? [GM-Volt]

Tesla CEO Elon Musk confirmed to us the rumored partnership between Mercedes and Tesla for Smart EV battery packs and chargers is for real in an interview at the 2009 Detroit Auto Show.

Correction: A version of this story included a line stating the new EV will cost $49,900. This is a price for a different vehicle.

Nice things about Ray Wert
1. You have nice hair.
2. The Burberry accessories do a great job of hiding your otherwise cheap wardrobe.
3. You're not the worst driver in the world, just the worst driver I've ever met.

Nice things about Nick Denton
1. I've never met you but I hear you smell like freshly minted silver dollars.
2. You publish Deadspin and this site, two places I spend a lot of my time.
3. You make wonderful charts.

Oh, and for the record, Ben badmouths both of you all the time.

[via Alley Insider]

Add to the spacey sound track a truly silly marketing line of "space lights" known to the rest of the world as "under body neon," a classy lightning bolt logo below a yet even classier rear spoiler on the back, new leather interior and leather floors and you have a vehicle truly fit for Captain Kirk.

World Debut at the Essen Motor Show 2008

The Very First Tuned Electric Car Comes From BRABUS:
BRABUS Customization Program for the Tesla Roadster

The first tuned electric car comes from BRABUS: The first project of the future cooperation between Tesla Motors, Inc. and the new BRABUS business division Zero Emission celebrates its world debut at the 2008 Essen Motor Show. BRABUS (Brabus-Allee, D-46240 Bottrop, phone + 49 / (0) 2041 / 777-0, fax + 49 / (0) 2041 / 777 111, Internet www.brabus.com) presents an exclusive customization program for the Tesla Roadster, the world’s first electrically powered production sports car.

The new BRABUS logo with added lightning bolt is the trademark of BRABUS Zero Emission vehicles.

To give the sports car a more exciting sound the BRABUS electronics specialists have developed a ‘space sound generator.’ The occupants on-board the Tesla Roadsters can choose from several simulated engine sounds including that of a typical V8 combustion engine, a racecar engine and two futuristic soundscapes named ‘Beam’ and ‘Warp.’ The volume of the sound is dependent on the momentary power output of the electric motor.

A custom-tailored BRABUS tire/wheel combination further improves handling characteristics. The two-seater is refined with weight-optimized BRABUS Monoblock S light-alloy wheels in size 7Jx18 in front and in size 8.5Jx19 in back. BRABUS technology partner Pirelli provides the corresponding P Zero Nero high-performance tires in size 215/35 ZR 18 in front and in size 255/30 ZR 19 on the rear axle. These tires were developed to deliver minimum rolling resistance.

The two-seater also receives an even more striking exterior at BRABUS. The customization measures include a special high-quality ‘matte white’ paintjob. To give the mid-engine sports car an even more enticing face the BRABUS designers treat the front apron to a lightweight carbon-fiber front lip and daytime running lights integrated into the front grille. Matte-white surrounds for the headlamps add interesting detail to the overall effect.

The sides of the Tesla are upgraded with BRABUS entrance lights shaped like futuristic space lights. They are activated with the keyless fob or by pulling on a door handle. BRABUS carbon-fiber air inlets add even more sporty flair. Immediately apparent in the rear are the BRABUS rear wing and the BRABUS rear diffuser, both made from light yet extremely strong carbon fiber. The round taillights are accentuated further by matte-white applications.

The BRABUS customization program for the Tesla Roadster also includes exclusive interior options. The range of products starts with scuff plates with illuminated BRABUS logo. They are integrated into the top of the rocker panels.

The company-own BRABUS upholstery shop masterfully handcrafts exquisite custom interiors for the Tesla. The designers chose a combination of especially soft yet durable BRABUS perforated lightweight leather and Alcantara. The cockpit features white seams to reflect the exterior color. The vehicle floor is also upholstered with lightweight leather for added exclusivity.

The goal of the BRABUS customization concept for the Tesla Roadster is to define a potential limited edition as well as an individual tuning program for the Tesla driver.

For additional BRABUS information please visit our web site at www.brabus.com

[Source: BRABUS]

"My uncle works on the Volt as an engineer. He's getting laid off Friday because apparantly the project (aka VOLT) is on hold indefinitely."

We've put in a call to GM PR to ask them about the veracity of our tipsters claim, but we've yet to receive a response. We'll let you know when we've got more to tell you — but in terms of reliability, it would mean yesterday's Reuters report claiming GM was expanding R&D spend on hybrid electrics was total baloney. I hate baloney. Even when it's fried.

That stored power goes to a 204 HP electric motor sending 162 lb-ft of torque to a helical single-speed gearbox. Mini claims a 0-to-62 sprint of 8.5 seconds, which we imagine feels faster considering the immediate torque off the line.

To frame the price more fairly, keep in mind a one-year lease on a regular MINI Cooper is almost $800/month, and with this one you never have to fill up with gas. Besides, it will be a great car to out-hipster your other Mini-owning friends in your artists' commune in southern California. [LuxVelocity]

Fisker Statement On Arbitration
Fisker Automotive Inc, and Fisker Coachbuild, LLC today announced that a JAMS Arbitrator has issued an interim award finding in favor of Fisker Coachbuild, LLC, Fisker Automotive, Inc., Henrik Fisker and Bernhard Koehler and against Tesla Motors Inc. on all claims.

The Arbitrator selected by the parties to decide Tesla's allegations ruled in favor of Fisker Coachbuild, LLC, Fisker Automotive Inc., Henrik Fisker and Bernhard Koehler. In so doing, the Arbitrator expressly found that "the evidence is overwhelming that Fisker did nothing wrong" and that "Tesla's assertion of violations of the Uniform Trade Secrets Act by Fisker were baseless and neither brought nor pursued in good faith."

"The finding by the Arbitrator says it all," said Thomas Newmeyer of Newmeyer & Dillion, Fisker's lawyers in the case. "My clients have been completely vindicated of any wrongdoing."

"We are very pleased with the ruling in favor of Fisker Coachbuild, LLC, Fisker Automotive, Inc., Bernhard Koehler and myself," said Henrik Fisker, CEO of Fisker Automotive Inc. "Despite the burden and expense of Tesla's lawsuit, Fisker Automotive, Inc. has been able to continue with its business plan and production schedule. We are still on schedule to deliver our first production vehicle, the Fisker Karma plug-in hybrid, 4 door luxury sports sedan by 4th Quarter 2009. Today's world needs new alternative energy vehicles and the focus should be to build and deliver these vehicles as soon as possible."

[Source: Fisker]

FORD’S SmartGauge with EcoGuide Coaches Drivers to MAXIMIZE FUEL EFFICIENCY On New FUSION Hybrid

DEARBORN, Mich., Oct. 29, 2008 – Pushing a vehicle to the limit takes on a new meaning in the new 2010 Ford Fusion and Mercury Milan hybrids, thanks to Ford’s SmartGauge with EcoGuide – an innovative new instrument cluster that provides real-time information to help drivers maximum fuel efficiency.

“SmartGauge with EcoGuide gives the customer real-world feedback to make the most of their hybrids,” said Gil Portalatin, Hybrid Applications Manager. “Unique to Ford and Mercury hybrid sedans, this instrument cluster acts as a good ‘coach,’ engaging drivers real-time to help them achieve maximum fuel economy.”
Ford collaborated with IDEO and Smart Design, two world leaders in helping consumers connect with technology, to develop the instrument cluster. Job One was properly integrating the driver with the cluster’s science and technology.

“The main question hybrid drivers had was, ‘How do I know I'm getting the most out of my hybrid?’ ” said Jeff Greenberg, Ford senior technical leader. “We needed to create a system that better communicates with drivers and gives them the tools to maximize fuel efficiency. That’s what SmartGauge with EcoGuide does.”

The driver is immediately engaged by the SmartGauge displays, on either side of the center-mounted analog speedometer, with a special greeting that combines illumination and graphics.

EcoGuide then uses a multi-layered approach to coach the driver to maximum fuel efficiency. A tutorial mode built into the display that helps the driver learn about the instrument cluster and the hybrid in a whimsical way that does not overpower.

For instance, drivers can choose one of four data screens to choose the information level displayed during their drives. They are:
Inform: Fuel level and battery charge status
Enlighten: Adds electric vehicle mode indicator and tachometer
Engage: Adds engine output power and battery output power
Empower: Adds power to wheels, engine pull-up threshold and accessory power consumption

All levels can show instant fuel economy, fuel economy history, odometer, engine coolant temperature, what gear the car is in and trip data (trip fuel economy, time-elapsed fuel economy and miles to empty). The engine coolant temperature indicator turns green when engine conditions are warm enough to allow engine pull-down.

At the core of the instrument cluster’s design was an understanding that the Hybrid Electric Vehicle (HEV) experience evolves and deepens over time and the technology needed to reflect that.

The four levels of information can be customized to fit each driver’s needs or situation. If cruising on the highway, for instance, only basic information may be desired. Once a driver moves off the highway into a city, additional information to optimize fuel economy may be desired and can be easily accessed.

Long-term fuel efficiency can be displayed in two ways – either as a traditional chart or using an innovative display that shows “growing leaves and vines” on the right side of the cluster. The more efficient a customer is, the more lush and beautiful the leaves and vines, creating a visual reward for the driver’s efforts.

Additionally, the real-time system feedback allows drivers to assess or modify their driving habits to achieve maximum fuel economy. A shutdown screen reviews important information from the latest trip, including fuel economy performance and comparative data from previous days.

Extensive customer research was completed to ensure the instrument cluster is as driver-friendly as possible. Prototype testing was done in Ford’s Virtual Text Track Experiment (VIRTTEX) simulator, the industry’s largest driver distraction laboratory operated by an automaker. Test drivers were able to safely interact with the new technology as engineers gathered data and helped refine SmartGauge, aiding drivers in making informed decisions without being distracting or overwhelming.

“When you’re driving, you have a second or so to look at your display,” Greenberg said. “A dense display isn’t going to work. SmartGauge with EcoGuide is designed to minimize distraction caused by multiple displays. We did a lot of work to eliminate extraneous movement and create a smooth, fluid display.”

The instantaneous fuel economy gauge, for example, can be shown or hidden at each of the EcoGuide levels to suit the needs of individual drivers. “We did a lot of research and modified our designs along the way to make SmartGauge with EcoGuide unobtrusive, using subtle cues to relay information,” Greenberg said.

The brainstorming sessions with the IDEO team proved invaluable. “We received more than 100 ideas about information to display – that was our input to our studies with VIRTTEX,” he added. “In VIRTTEX, for example, we learned that you can’t overlay multiple levels of information. One of our design goals then became to geographically separate the information so it can be better understood while driving.”

Four Hybrids
The Ford Fusion and Mercury Milan hybrids join the already successful Ford Escape and Mercury Mariner hybrids – the most fuel-efficient SUVs on the planet. With the addition of the two new hybrid sedans, Ford will double its annual hybrid volume and be the largest domestic producer of full hybrid vehicles in North America.

The Fusion and Milan Hybrids will be built at Ford’s Hermosillo (Mexico) Stamping and Assembly Plant and a will arrive in dealer showrooms in the first quarter of 2009.

# # #

About Ford Motor Company
Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 229,000 employees and about 90 plants worldwide, the company’s core and affiliated automotive brands include Ford, Lincoln, Mercury, Volvo and Mazda. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford’s products, please visit www.ford.com.

Sorry boys, the up-skirt shots of future product like the Tesla Model S only work when you're actually going to release the future product. Just sayin'. [World Car Fans]

To be fair, these pics were taken this past Sunday, so it's poor evidence the place is in fact a ghost town but let's just say a tumbleweed rolling through the parking lot wouldn't be out of place. Aside from the fancy sign out front and the etched glass doors, it looks like every other sparsely decorated suburban office we've ever seen.

We love the reading materials in the lobby — all the buff books, plus Vanity Fair, a book on classic cars, The Toyota Way and its wonderful explanation of "lean manufacturing" and the Toyota Production System (may we also recommend Machine That Changed The World and the End of Detroit). TPS, as you know, is the management process where a company welcomes questions and seeks to solve problems via all manner of available help. Openness and communication is key with TPS. Hmm, maybe they only got through the first couple of chapters.

Hilariously, our two favorite books laying around have to be the Tesla bio on the waiting room table sitting across from The Car That Could, a book about the life and death of GM's EV1. We'll let you draw your own conclusions from that one.

A NEW EXPERIENCE - DRIVING PLEASURE WITHOUT EMISSIONS: THE MINI E
10/18/2008

Woodcliff Lake, NJ - October 18, 2008... The BMW Group will be the world's first manufacturer of premium automobiles to deploy a fleet of some 500 all-electric vehicles for private use in daily traffic. The MINI E will be powered by a 150 kW (204 hp) electric motor fed by a high-performance rechargeable lithium-ion battery, transferring its power to the front wheels via a single-stage helical gearbox nearly without a sound and entirely free of emissions. Specially engineered for automobile use, the battery technology will have a range of more than 240 kilometers, or 150 miles. The MINI E will initially be made available to select private and corporate customers as part of a pilot project in the US states of California, New York and New Jersey. The possibility of offering the MINI E in Europe as well is currently being considered. The MINI E will give its world premiere at the Los Angeles Auto Show on November 19 and 20, 2008.

The MINI E's electric drive train produces a peak torque of 220 Newton meters, delivering seamless acceleration to 100 km/h (62 mph) in 8.5 seconds. Top speed is electronically limited to 152 km/h (95 mph). Featuring a suspension system tuned to match its weight distribution, the MINI E sports the brand's hallmark agility and outstanding handling.

By introducing the MINI E, the BMW Group is underscoring the resolve with which it works towards reducing energy consumption and emissions in road traffic. The BMW Group is drawing on its unique technological expertise in the field of drive systems to develop a vehicle concept enabling zero emissions without renouncing the joy of driving. Putting some 500 cars on the road under real daily traffic conditions will make it possible to gain widely applicable hands-on experience. Evaluating these findings will generate valuable know-how, which will be factored into the engineering of mass-produced vehicles.

The BMW Group aims to start series production of all-electric vehicles over the medium term as part of its Number ONE strategy. The development of innovative concepts for mobility in big-city conurbations within the scope of "project i" has a similar thrust, as its objective also includes making use of an all-electric power train.

The energy storage unit: cutting-edge lithium-ion technology engineered specifically for use in the MINI.

Based on the current MINI, the car will initially be available as a two-seater. The space taken up by back-seat passengers in the series model has been reserved for the lithium-ion battery. When in use in the zero-emissions MINI, the battery unit combines high output with ample storage capacity and a small footprint with power ratios that are unrivalled in this field of application so far. The lithium-ion storage unit will have a maximum capacity of 35 kilowatt hours (kWh) and transmit energy to the electric motor as direct current at a nominal 380 volts. The rechargeable battery is made up of 5,088 cells grouped into 48 modules. These modules are packaged into three battery elements that are compactly arranged inside the MINI E.

The energy storage unit's basic components are based on the technological principle that has proven itself in practice in power supplies for mobile phones and portable computers. The MINI E's lithium-ion battery can be plugged into all standard power outlets. Its charge time is strongly dependent on the voltage and amperage of the electricity flowing through the grid. In the USA, users can recharge a battery that has been completely drained within a very short period of time using a wallbox that will ship with every MINI E. The wallbox will be installed in the customer's garage, enable higher amperage, and thus provide for extremely short charging times. Wallboxes fully recharge batteries after a mere two-and-a-half hours.

Driven by electricity: reliably, affordably and free of emissions.

A full recharge draws a maximum of 28 kilowatt hours of electricity from the grid. Based on the car's range, a kilowatt hour translates into 5.4 miles. Besides the benefit of zero-emissions driving, the MINI E thus offers significant economic advantages over a vehicle powered by a conventional internal combustion engine as well.

The heavy-duty battery delivers its power to an electric motor, which transforms it into thrilling agility. Mounted transversely under the MINI E's bonnet, the drive train unleashes its full thrust from a dead standstill. This provides for the car's fascinating launch capability. The MINI E's intense driving experience is augmented by its dynamic deceleration potential, which is also directly coupled to the accelerator pedal. As soon as the driver releases the gas pedal, the electric motor acts as a generator. This results in braking force, and the power recovered from the kinetic energy is fed back to the battery. This interaction ensures extremely comfortable drives – especially at medium speed with constant, but marginal, variation. In city traffic, some 75 percent of all deceleration can be done without the brakes. Making substantial use of this energy recuperation feature extends the car's range by up to 20 percent.

Signature MINI agility in a new guise.

Weighing in at 1,465 kilograms (3.230 lbs), the MINI E has an even weight distribution. Minor modifications made to the suspension ensure safe handling at all times. The Dynamic Stability Control (DSC) system has been adapted to this model's specific wheel loads.

The MINI E's brake system comes with a newly developed electric underpressure pump. Its Electrical Power Assisted Steering (EPS) is the same as the one used in mass-produced MINIs. Both brake and steering assistance react to driving conditions and are thus extremely efficient. Even the air conditioning's electrical compressor only operates if desired or necessary.

Design: unmistakably MINI, undoubtedly new.

At first glance, the MINI E is obviously an iteration of the brand. But its design, which is the blueprint for the zero-emissions two-seater, has been complemented by a number of visual cues that point to its revolutionary drive concept. All of the units produced for the pilot project will have the same paintwork and bear a serial number on their front fenders.

The MINI E's coachwork sports an exclusive combination of metallic Dark Silver on all panels but the roof, which is clad in Pure Silver. What distinguishes the zero-emissions MINI is a specially designed logo in Interchange Yellow, depicting a stylized power plug in the shape of an "E" set against the silver backdrop. It has been applied to the roof, in smaller dimensions to the front and back, to the charger port lid, the dashboard trim, and – combined with the MINI logo – to the door jamb, in slightly modified form. The color of the roof edges, mirror housings, interior style cues and seat seams will match the logo's yellow tone as well.

Moreover, the central gauge and the battery level indicator behind the wheel of the MINI E, which replaces the MINI's rev counter, feature yellow lettering against a dark grey background. The battery level is displayed in percentage figures. The central gauge includes an LED display indicating power consumption in red and power recuperation in green.

MINI E customers will be part of a pioneering mission.

A 500-unit, limited-production MINI E series will be manufactured through the end of 2008. The project will thus attain an order of magnitude that clearly exceeds the size of currently comparable test series. Putting the MINI E on the road on a daily basis will be a pioneering feat to which both the drivers and engineers of the first zero-emissions MINI will contribute as a team.

MINI E customers will join forces with BMW Group experts to assist in the project's scientific evaluation. MINI E engineers accord high importance to staying in touch with the drivers on a regular basis, as this will help them analyze driver behavior besides vehicle characteristics in order to gain the most accurate and realistic picture of the demands placed on a vehicle with a purely electrical drive in the select usage areas.

Special charging station and full service for every MINI E.

The cars will change hands based on a one-year lease with an extension option. Monthly lease installments will cover any required technical service including all necessary maintenance and the replacement of wearing parts. At the end of the lease, all of the automobiles belonging to the project will be returned to the BMW Group's engineering fleet where they will be subjected to comparative tests.

The MINI E's lithium-ion battery can be charged using a wallbox provided to MINI customers. Only lockable garages or similar buildings will qualify as homebases and power stations for the MINI E.

Maintenance by qualified specialists.

The electric drive's high-voltage technology requires that maintenance work be done by qualified personnel using special tools that are not included in MINI service partners' standard toolboxes. In light of this, a service base will be set up on both coasts, staffed by service engineers that are specially trained to perform maintenance and repair work on the MINI E's electrical components. In the event of drive malfunction, these experts will provide professional support at the customer's local MINI dealer or the service base's specially equipped workshop. Technical inspections will take place after 3,000 miles (just under 5,000 kilometers) and at least after six months.

Production in Oxford and Munich.

The MINI E has already gone through the major phases of product development for mass-produced vehicles and passed numerous crash tests on the way. Aspects investigated besides passenger protection were the impact of collision forces on the lithium-ion battery and finding a non-hazardous location for it in the car. The MINI E's energy storage unit emerged completely unscathed from all of the crash tests mandated by US standards, which are especially high.

Production of the approximately 500 cars will take place at the company's Oxford and Munich sites and is scheduled for completion before the end of 2008. MINI's UK plant will be responsible for manufacturing the entire vehicle with the exception of the drive components and the lithium-ion battery, with the brand's series models rolling off its assembly lines concurrently. The units will then be transferred to a specially equipped manufacturing complex situated on BMW plant premises where the electric motor, battery units, performance electronics and transmission will be integrated.

[Mini]

Tomorrow you show up to Tesla, read your name on a board. If you name is on the board you get a pink slip, if not you go to a room and they discuss how long you will be in the Detroit office to finish your work, then when your done with your project you are either laid off or you report to the SC office.