US Air Force demonstrating hydrogen as alternate fuel source

The US Air Force is demonstrating the use of hydrogen as an alternate fuel source at Joint Base Pearl Harbor-Hickam, Hawaii.

In a recent visit to JB Pearl Harbor-Hickam, members of the Air Force Civil Engineer Center’s Energy and Operations directorates were given a tour of the installation’s hydrogen production facility and shown several of the vehicles that use this alternative fuel. This project, with assets housed at the 647^th Logistics Readiness Squadron and with the Hawaii Air National Guard, is part of a cooperative agreement between the Air Force Research Laboratory (AFRL) and the Hawaii Center for Advanced Transportation Technologies (HCATT).

This 25-passenger crew bus is one of the vehicles powered by a hydrogen fuel cell used at Joint Base Pearl Harbor-Hickam in a demonstration of hydrogen as an alternative fuel source. (US Air Force photo by J. Brian Garmon) Click to enlarge.

This state organization supports the Hawaii ANG, the National Guard Bureau, and the US Air Force. It is tasked to demonstrate hydrogen technology and its potential applications within the Defense Department.

In areas such as Hawaii, where renewable energy resources account for a large portion of the grid’s total electrical capacity, intermittent renewable energy resources, such as wind and solar, become less desirable. Continual sources of renewable energy, such as hydrogen, become an important focus in the shift towards cleaner, cost-effective energy. This is due to the need for a consistent supply of power to meet electrical load demands.

This hydrogen project has been in place for more than a decade, originally installed in 2006 as a mobile hydrogen production, compression, storage, and dispensing unit, and was upgraded in 2010. Both systems were set up to support all DoD hydrogen vehicle testing, to include both hydrogen internal combustion and fuel cell vehicles.

Some of the hydrogen vehicles currently supported by this station include a 25 passenger crew bus, a MJ-1E fighter weapons loader and a U-30 heavy aircraft tug.

HCATT’s partnership with AFRL, AFCEC, NGB, HIANG, and the invaluable support from Hawaii Senator Brian Schatz, are key to the program’s success in demonstrating the versatility of hydrogen fuel cell vehicles within DoD. These proofs of concept not only provide alternate vehicle choices for the Air Force’s flight line of the future, but also will help the state of Hawaii in its effort to increase hydrogen usage across the islands.

—Stan Osserman, HCATT director

This project not only supports the Air Force’s goal of increasing its renewable energy usage, but also aligns with the Hawaii Clean Energy Initiative, launched originally in 2008. HCEI seeks to achieve the nation’s first 100% renewable portfolio standards by 2045 and to reduce petroleum use in Hawaii’s transportation sector.

Hydrogen fuel cell use is growing exponentially worldwide in the private sector. The DoD could benefit, on many different levels, by embracing the adaptability and scalability of hydrogen and fuel cell systems.

—Stan Osserman

Chevy Volt and Bolt Start the Year With So-So Sales

Chevrolet’s two plug-in cars with the similar names – the Volt and Bolt – got off to tepid sales starts this year, with the Bolt doing comparatively better.

General Motors reported 1,177 Bolt EVs sold in January, a mild 1.3-percent increase over last year’s 1,162, whereas the Volt EREV saw 713 deliveries, a 55.7-percent decline over January 2017’s 1,611.

The Bolt’s number, while up, also comes against the fact that it is now nationally available, and a year ago at this time it was not, but still early in its schedule of rolling out to the nation. Sales of the 238-mile range electric car had started in Oregon and California in December 2016, and so, its availability was less. A 1.3-percent year-over-year increase therefore is not a super-sized uptick.

By contrast, the Volt, which was nationally available a year ago is purely down. It also finished 2017 a bit behind the Bolt with 20,349 sales to the Bolt’s 23,297. The Bolt was the second-best selling plug-in car in the U.S. behind an estimated 26,500 deliveries of the Tesla Model S. The Volt placed fifth behind the Tesla Model S, Bolt, Tesla Model X, and Prius Prime.

What lies ahead this year for the two cars saleswise is an open question.

Their slow starts in a historically slow sales month are not necessarily any real indicator, but a lower-priced all-new Nissan Leaf, potentially Tesla’s Model 3 which is still supposed to increase production to fill a big backlog, and other cars will also vie for mindshare.

Green car analyst Alan Baum is not projecting more than 25,000 for either one, but as is always true, no one actually knows the future.

HybridCars.com

2019 Hyundai Sonata Hybrid and Plug-In Hybrid - VIDEO

As they say: If at first you don't succeed, try, try again.

The first Hyundai Sonata Hybrid, launched for 2011, wasn't one of the better examples of the class for drivability.

But Hyundai has updated its mid-size hybrid three times since then, with each generation getting markedly better.

The company also launched an updated Sonata Plug-In Hybrid as well, though there's not one here on the floor in Chicago.

The single-motor hybrid powertrain hasn't changed much, with a combined output of 193 horsepower for the hybrid and 202 hp for the plug-in.

Hyundai says projected EPA fuel-economy ratings for the Hybrid are 42 mpg combined, a 5-percent boost over last year's 40 mpg combined.

2018 Hyundai Sonata Hybrid

The company didn't give estimated ratings for the Sonata plug-in hybrid.

The major change, though, is the front and rear styling, along with upgraded of infotainment and active-safety features and options.

A new and bolder hexagonal grille, more prominent air dam, and a restyled rear end means it's easy to distinguish the 2018 Sonata Hybrid from last year's model.

Inside, Hyundai's restyled the center controls below the touchscreen, added real-time traffic data, and made blindspot monitors standard—rear cross-traffic and lane-change alerts included.

Automatic emergency braking and active lane control are optional.

We haven't driven the 2018 Sonata Hybrid yet, but it's likely to be similar to its predecessor—though quieter and a bit more fuel-efficient.

Under light loads, the car will occasionally drop into electric-only mode even at highway speeds.

It's not as smooth as two-motor hybrid systems from Toyota, Honda, and Ford.

But we'd expect it to be priced at or below hybrid versions of the Toyota Camry, Ford Fusion, Honda Accord, and Kia Optima.

The 2018 Hyundai Sonata Hybrid will go on sale within several weeks, though we'd expect the Plug-In Hybrid version to lag somewhat.Toyota, Honda, and Ford

Mercedes-Benz unveils new Sprinter; focus on connectivity; electric drive in 2019; realizing adVANce

Mercedes‑Benz unveiled the latest generation of its successful Sprinter model at an event held at a logistics center in the Duisburg, Germany docks. (Duisburg is home to the world’s largest inland port.) As the first fully connected integral system solution, the third generation of the Sprinter demonstrates the development of the division from purely a vehicle manufacturer into a provider of complete transport and mobility solutions, the company said.

With new connectivity services, electric drive and individual hardware solutions for the cargo space, the large van is intended to make customers’ business in a connected world significantly more efficient. Mercedes-Benz is investing some €2.5 billion (US$3.1 billion) around the globe in the new Sprinter's development, its worldwide production network, and sales and after-sales, said Dr. Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes‑Benz Cars, at the event.

The current model of the Sprinter has been on the market since 2006. The new Sprinter is available for order now and will be launched in the European market starting in June 2018. Other markets will follow gradually.

As a world van, the Sprinter is on the roads in over 130 countries and has now been sold more than 3.4 million times. It has also fully lived up to its reputation as a bestseller in its last year of the current model: In total, we sold about 200,500 Sprinter vans worldwide in 2017—more than ever before.

Our new Sprinter is the first van of a new type – a fully connected integral system solution. We have made it even better with regard to its traditional strengths and have supplemented it with intelligent products and services. This makes the Sprinter an integral part of the value chain. So we are unlocking a new dimension in terms of efficiency, flexibility, connectivity and profitability for our customers. And we are doing it precisely tailored to each particular industry.

—Volker Mornhinweg, Head of Mercedes‑Benz Vans

The new Sprinter comes in more than 1,700 variants depending on body type, drive system, cab design, body length, payload, cargo-space height and equipment versions. The variety of seats offered ranges from two individual seats in the cab of a commercially used vehicle to up to 20 seats for 19 passengers plus driver. Maximum cargo volume is 17 cubic meters, with payloads of up to 5.5 metric tons.

Electrification: eSprinter to follow in 2019. In addition to the systematic further development of its highly efficient diesel engines, Mercedes-Benz Vans will in the future also offer locally emission-free electric drive in all segments and will push forward with the electrification of the commercial fleet. A start has been made with the eVito, which has been available for order since November 2017 with deliveries starting in the second half of 2018. The eVito will be followed by the eSprinter in 2019.

In dialogue between customers and the experts of Mercedes-Benz Vans, operator concepts are individually tailored to industry requirements, fleet size, driving profile to the architectural conditions for establishing a proprietary charging infrastructure on a company’s premises, thus creating a comprehensive ecosystem. In addition, basic electric vehicles can be precisely adapted to the particular intended purpose in terms of range or payload. With regard to operating costs, the electric vans are on par with comparable models powered by a diesel engine. The electric models are primarily designed for operations in city centers.

For the electrification of the Vito and Sprinter, Mercedes-Benz Vans is able to fall back on available technologies in the modular system of Mercedes-Benz Cars, thereby benefitting from economies of scale. The investments go into the adaptation of existing technologies and in-house development activities.

New Sprinter embodies the adVANce future initiative. The new Sprinter embodies the adVANce future initiative of Mercedes-Benz Vans. It reflects the strategic realignment from a pure vehicle manufacturer into a provider of complete mobility solutions. The key elements to cater for customers’ diverse needs in the commercial transport sector are tailored solutions that help to increase efficiency and productivity throughout the value chain. The new Sprinter is the first Mercedes-Benz vehicle to make adVANce solutions tangible in practice.

The van division concentrates on five areas of innovation that will be crucial for future success in the transport and logistical sector:

• In the area of connectivity and Internet of Things (IoT) applications, the goal is optimum integration of a wide range of digital technologies into the vehicles of Mercedes-Benz Vans (DIGITAL@VANS).
• The aim of innovative hardware solutions (SOLUTIONS@VANS) is continuous improvement of cargo space and logistics, and adaptation to changing expectations in the transport sector.
• Mercedes-Benz Van Rental is the first time a brand has concentrated solely on renting out vans (RENTAL@VANS).
• One initial example of the development of innovative sharing services is the joint venture with the US start-up Via (SHARING@VANS).
• The eDRIVE@VANS innovation field is about the electrification of the powertrain.

New front-wheel drive, transmissions. The Sprinter’s rear and all-wheel drive is now supplemented with a new front-wheel drive system. For reasons inherent to the design, the payload of this version increases by 50 kilograms compared to rear-wheel drive. An 80-millimeter lower loading sill makes the loading/unloading of commercially used Sprinters and access/egress to and from the living and sleeping area of camper vans considerably more convenient.

Sprinter is offering two newly developed transmissions for front-wheel drive. The nine-speed automatic torque converter transmission is a first in the large van segment. The gear ranges are graduated to give an optimum balance between low consumption and agile handling. Other benefits include a low noise level and outstanding ride comfort. Drivers are able to intervene in the current shift profile manually with "Drive Select" and steering wheel shift paddles.

The new 6-speed manual transmission features maximum gearshift comfort and no irritating vibrations of the shift lever. This is made possible by the new sensor system with gear recognition.

Diesels. The 3.0-liter diesel delivers 140 kW (190 hp) and 440 N·m of torque at 1600 to 2600 rpm. As the only six-cylinder in the large van segment, it features large torque, smooth running and maximum ride comfort.

Like the 3.0-liter version, the smaller four-cylinder diesel engine has common-rail direct injection. From a displacement of 2.1 liters and with rear-wheel drive, this engine generates a choice of three outputs: 84 kW (114 hp), 105 kW (143 hp) or 120 kW (163 hp). With front-wheel drive the outputs range from 84 kW (114 hp) to 105 kW (143 hp) and 130 kW (177 hp). The most powerful version is exclusively reserved for the camper van segment.

Friction losses in the engines and belt drive have been reduced to optimize the efficiency and service life of the four-cylinder engine family. This results in high torque and great flexibility even at low speeds. The peak torque is always available at low revs and across a wide engine speed range. Depending on body type, wheelbase, roof height, drive configuration and engine variant, the fuel consumption figures of the new Sprinter vary between 6.9 and 9.7 litres of diesel per 100 kilometers (34 to 24 mpg US) (combined fuel consumption/combined CO₂ emissions: 181 – 253 g/km).

Well-proven BlueTEC engine technology helps to reduce emissions. Using SCR technology (Selective Catalytic Reduction) including AdBlue as an exhaust aftertreatment process, the proportion of nitrogen oxides after combustion falls by more than 80%. The AdBlue tank capacity has increased from the 18 liters of the preceding generation to 22 liters. This increases the range between refills. Refilling is also easier now, as the filler pipe in the engine compartment is now more easily accessible. All the engines meet the locally applicable emissions legislation. In Europe this is Euro 6/VI, for example.

Infotainment, navigation and communication in one unit. The new MBUX multimedia system with a 7 or 10.25-inch touchscreen display is used for the first time in the new Sprinter. An LTE-capable module creates the necessary internet connection. As an alternative, and without a connection to the infotainment system, a communication module can be ordered for the Sprinter which creates an internet connection. The permanently installed SIM card of the LTE-capable communication module gives the vehicle a reliable and fast internet connection as a technical prerequisite for the use of Mercedes PRO connect services. When the vehicle is not on the move, the input and output of data by the driver is via a smartphone.

Control is via the high-resolution HD screen or touch control buttons on the multifunction steering wheel. Other highlights include smartphone connection via Android Auto or Apple CarPlay, and a Bluetooth interface with hands-free function for minimum distraction when telephoning on the move. The MBUX multimedia system with a 7 or 10.25-inch touchscreen also features fast hard-disc navigation with high-quality topographical 3D map representation. For the first three years the Mercedes PRO service “Live Traffic” is also available free of charge with the navigation system: this service follows the traffic situation practically in real time, and automatically adapts the route planning.

Use of the address system “what3words” is also new. Mercedes-Benz is the first automobile manufacturer to use this coordinate system, which assigns three words to any point on the earth’s surface. This makes navigation even simpler and more precise.

Safety and assistance systems. With the presentation of the new Sprinter, a whole range of optional safety and assistance systems is now available from Mercedes-Benz Vans that were previously the preserve of the passenger car series. These include the radar-based distance control system DISTRONIC, Active Brake Assist, Active Lane Keeping Assist and ATTENTION ASSIST. The optional Parking package with 360-degree camera makes another important contribution to relieving driver workload. Crosswind Assist is also on board as standard, as it makes van journeys considerably safer, especially at higher speeds and e.g. on motorways. Traffic Sign Assist draws additional attention to speed limits, no-entry and no-overtaking restrictions and their cancellation.

Two different parking assistance packages are new in the Sprinter. Both support the driver in parking and maneuvering situations by providing a better view with the help of ultrasonic sensors. The Parking package with Parking Assist and reversing camera warns the driver of obstacles with visual and acoustic signals. The sensors cover all areas in front of, next to and behind the vehicle. The visual warning by Parking Assist and the image of the reversing camera are shown in the multimedia display. Maneuvering is also assisted by dynamic guide lines.

Drive Away Assist as a further part of the Parking package assists when moving off, helping to prevent collisions caused by engaging the wrong gear or confusing the brake pedal and accelerator. If an obstacle is detected as well, the system limits the speed to 3 km/h. If the optional Blind Spot Assist is on board in addition to the Parking package, this recognizes traffic and pedestrians crossing behind the vehicle and can also brake autonomously in an emergency.

Even better all-round visibility is assured by the Parking package with 360-degree camera, which has four cameras installed at the rear end of the vehicle roof, on the two exterior mirrors and in the radiator grille. The multimedia display shows an all-round bird’s-eye view of the vehicle, giving the driver a perfect overview in awkward parking and maneuvering situations.

With the exception of all-wheel drive variants, the new Sprinter is equipped with speed-sensitive electric power steering (EPS) as standard. This allows very easy maneuvering and parking, and also feels reassuringly safe at high speeds. It assists the driver in holding the vehicle on course in crosswinds or on inclined road surfaces by actively reducing the countersteering effort. Mercedes-Benz is the first manufacturer in the Sprinter segment to also offer EPS for vehicles up to 5.5 tonnes.

UK’s Faraday Institution awarding $58M to four battery research consortia to accelerate EV adoption

The UK’s Faraday Institution recently announced up to £42 million (US$58 million) in new government funding to four UK-based consortia to conduct application-inspired research aimed at overcoming battery challenges to accelerate the electric vehicle (EV) revolution.

The Faraday Institution is the UK’s independent national battery research institute, and was established as part of the government’s £246-million (US$341-million) investment in battery technology through the Industrial Strategy. Its formation was announced in October 2017 by the Business Secretary Greg Clark.

The Faraday Institution’s goal is to make the UK the go-to place and world leader for battery technology research and it has a clear mission to ensure the UK is well-placed to take advantage of the future economic opportunities from this emerging technology.

With 200,000 electric vehicles set to be on UK roads by the end of 2018 and worldwide sales growing by 45% in 2016, investment in car batteries is a massive opportunity for Britain and one that is estimated to be worth £5 billion by 2025.

Through our flagship Industrial Strategy and its Future of Mobility and Clean Growth Grand Challenges, we are committed to making Britain the ‘go-to’ destination for the development and deployment of this game-changing technology. Government investment, through the Faraday Institution, in the projects announced today will deliver valuable research that will help us seize the economic opportunities presented by battery technology and our transition to a low-carbon economy.

—Business Minister Richard Harrington

The topics for the four projects were chosen in consultation with industry, who will partner closely with each of them. This unique collaboration will help to ensure that the research is producing findings and solutions that meet the needs of business. In addition, industrial partners will contribute a total of £4.6 million (US$6.4 million) in in-kind support to the following four projects:

• Extending battery life – Led by the University of Cambridge with nine other university and 10 industry partners, this project will examine how environmental and internal battery stresses (such as high temperatures, charging and discharging rates) damage electric vehicle (EV) batteries over time. Results will include the optimization of battery materials and cells to extend battery life (and hence EV range), reduce battery costs, and enhance battery safety. With Cambridge, university partners include University of Glasgow, University College London, Newcastle University, Imperial College London, University of Strathclyde, University of Manchester, University of Southampton, University of Liverpool and University of Warwick.
• Battery system modeling – Imperial College London (ICL) will lead a consortium of six other university and 17 industry partners to equip industry and academia with new software tools to understand and predict battery performance, by connecting understanding of battery materials at the atomic level all the way up to an assembled battery pack. The goal is to create accurate models for use by the automotive industry to extend lifetime and performance, especially at low temperatures. With ICL, university partners include University of Southampton, University of Warwick, University of Oxford, Lancaster University, University of Bath, and University College London.
• Recycling and reuse – A project led by the University of Birmingham, including seven other academic institutions and 14 industrial partners, will determine the ways in which spent lithium batteries can be recycled. With the aim to recycle 100% of the battery, the project will look how to reuse the batteries and their materials, to make better use of global resources, and ultimately increase the impact of batteries in improving air quality and decarbonization. With Birmingham, university partners include the University of Leicester, Newcastle University, Cardiff University, University of Liverpool, Oxford Brookes University, University of Edinburgh, and the Science and Facilities Technology Council.
• Next generation solid state batteries – The University of Oxford will lead an effort with six other university partners and nine industrial partners to break down the barriers that are preventing the progression to market of solid-state batteries, that should be lighter and safer, meaning cost savings and less reliance on cooling systems. The ambition of this project is to demonstrate the feasibility of a solid state battery with performance superior to Li-ion in EV applications. With Oxford, university partners will include the University of Liverpool, University of Glasgow, University of Strathclyde, University of Cambridge, University College London, and the University of St. Andrews.

The Faraday Institution is the UK’s independent, national institute for electrochemical energy storage science and technology, supporting research, training, and analysis. The first phase of the Faraday Institution is funded by the Engineering and Physical Sciences Research Council (EPSRC) through the government’s Industrial Strategy Challenge Fund (ISCF). Headquartered at the Harwell Science and Innovation Campus, the Faraday Institution is registered charity with an independent board of trustees.

The Faraday Battery Challenge—£246 million over four years—is to develop and manufacture batteries for the electrification of vehicles to help UK businesses seize the opportunities presented by the move to a low carbon economy. The challenge will be split into three elements: research, innovation, and scale-up. It is among the first of six investment areas announced by the government to be funded through the Industrial Strategy Challenge Fund.

AUTONOMOUS TRUCKS WILL HIT SWEDEN’S ROADS LATER THIS YEAR

Swedish tech startup Einride does not have the fame (or government subsidies) that Tesla has, nor the experience in car manufacturing of established automobile brands like Volvo. Yet, if the company succeeds in carrying out its ambitions, it is going to have a driverless truck in operation way before any of the established carmakers do. No less importantly, it will have an electric drivetrain.

There are solid reasons to believe Einride is not merely boosting its progress to lure investors. The best signifier is that it has partnered up with multinational grocery behemoth Lidl. Last October, Einride released a statement explaining how it is going to support Lidl in its transition towards electric and autonomous transport. The supermarket chain has a goal of reducing its emissions by 40% in Sweden by 2035. The company already switched to lower-emission fuels such as biodiesel, but now wants to go all the way down to zero. That’s where Einride comes in.

Founded in 2016, Einride has developed the T-pod, an electric truck that is not just able to operate autonomously, but does not even feature a driver’s seat. Without the cabin, more space is left for the drivetrain and freight. Powered by a 200 KWh battery, it can cover approximately 125 miles or 200 km on a single charge. Over that distance, it has space for 15 standard pallets, equal to 160 sq ft or 15 m2. Its maximum weight will be around 20 tons, and it will be sold at roughly $150,000 per unit.

The company plans to start a pilot program using the T-pod by the third quarter of 2018. The vehicle will be driving around the city of Halmstad on the Swedish west coast, carrying actual Lidl products and driving through actual Swedish traffic. However, at first the T-pod will be monitored at a distance by a human driver, ready to take over the wheel when required. Total autonomy, at least at the start of the pilot, not yet been reached, but Einride plans to slowly decrease human involvement, going from 1 to 10 trucks per remote driver.

Einride Electric, Autonomous Commercial Truck

Still, the T-pod makes for an interesting proposition. As long as the distance is not too large, companies can now operate a vehicle at eventually drastically lower labor costs. Additionally, the maintenance and fuel costs associated with wielding a traditional combustion engine are eliminated.

Furthermore, the T-pod is to be conceived of as one cog in a much larger wheel. Using a network of hubs from which the pods operate, the 200 km range suffices to sustain a huge, highly automated logistics system.

As Einride’s own timeline indicates, we are still some time away from large scale adoption of autonomous, electric trucking. By 2020, the company wants to have built 200 vehicles, and this might turn out to be rather ambitious for a firm that, by then, will exist less than 5 years. But looking into the longer term, Einride has bolder plans. It aims to have 40% of Swedish road transport carried out by its own vehicles as of 2035. That is optimistic, given the advancement competing car brands will have made. Production of Tesla’s Semi for example, a highly autonomous electric truck, is slated to start in 2019. Einride is still a company to keep a close eye on. If it manages to fulfill its promise and gets its autonomous electric truck into commercial operation before the end of this year, it does have a strong position to take up larger swaths of the trucking market in the near future.

By Rogier van Rooij, originally published by Cleantechnica

GM FACES LAWSUIT OVER AUTONOMOUS CAR CRASH

GM is pushing forward with plans to produce a fleet of self-driving electric cars that are profitable, as well as sustainable. Can it be done? There’s a lot of uncertainty in the industry at the moment. And, one of the biggest areas of uncertainty facing the manufacturers of autonomous cars isn’t related to technology. It’s related to liability. Now, GM is being forced to find some answers in a California court room.

A motorcyclist attempting to lane-split in heavy traffic crashed while coming alongside the self driving Chevy Bolt, causing “neck and shoulder pain” that have “forced” the motorcyclist to take disability leave from work while undergoing “lengthy treatment” for his injuries.

To GM’s credit, the official DMV report seems to take the Bolt’s side. The Bolt, apparently operating in its autonomous mode in heavy traffic, stopped a driver-requested lane change from the center lane to the left lane because a vehicle ahead decelerated and the gap was deemed too small to safely navigate. While the Bolt was trying to re-center itself in its initial lane, the report says, the motorcyclist “wobbled and fell over,” while trying to lane split. The damage to the Bolt was reported as, “(a) long scuff on passenger side of the vehicle,” according to the same DMV report.

So- was the motorcyclist thrown off by the Bolt’s correction? Is it a cynical cash grab from someone eyeballing GM’s deep pockets? It’s hard to say, especially as it’s still unclear whether the Chevy Bolt in question was one of the company’s “third-generation” autonomous cars that were described recently by GM Cruise CEO Kyle Vogt as “the world’s first mass-producible car designed to operate without a driver.”

One thing that is certain: there will be lots of people in the industry who will be watching this case closely. And, make no mistake, if it sets a precedent against GM, it’s pretty likely that a big part of the much-promised autonomous future might not come to pass, after all.

Source | Images: the Mercury News, via the Verge, Jalopnik.

DUAL-MOTOR, AWD TESLA MODEL 3 CONFIRMED BY CONFIGURATOR

With less mass than the Model S, the Tesla Model 3 has some serious sporting potential- and that would be especially true if the car was offered with the same dual-motor, AWD setup found in the ludicrously fast Model S. Tesla hasn’t officially confirmed that a hi-po Model 3 is coming, of course, but one intrepid Redditor found this image, above, which depicts a Model 3 fitted with two motors that are handily highlighted in red.

The image was found lurking in the HTML code of the recently updated (invitation-only) Tesla configurator. And, while several users have posted screen grabs showing a dual motor option listed that’s now shown as arriving “Spring ’18,” this seems to be the first photographic evidence that the car is actually, like, for-real going to happen. It’s not the only evidence an all-wheel drive Model 3 is coming soon, though.

Model 3 VINs@Model3VINs

#Tesla registered 19 dual motor #Model3 VINs. VINs 8370-8388. Thanks to @DavidA_Rev9 for the find. https://www.nhtsa.gov/recalls?vin=5YJ3E1EB0JF008388#vin …

3:24 PM - Jan 20, 2018

Recalls

Learn about the NHTSA recall process

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Of course, this is all speculation and hearsay based on an online configurator (read: toy) released by a company that had promised to deliver 20,000 Model 3s in December alone but barely managed to build 2,000 in all of 2017, so- yeah. Grain of salt and all that.

Despite any lingering Tesla negativity I may harbor, however, there is no denying that a dual-motor Tesla Model 3 will be super, stupid fast. Maybe I’ll get Chris DeMorro to come back for a test drive? We’ll see- until then, you know where the comments are. Let us know what you think!

Source | Images: Reddit, via Car Throttle.

Dealers start to worry about ebbing repair income from electric cars

Honda Clarity Fuel Cell on lift at dealership

The average vehicle on U.S. roads these days is more than 10 years old, despite three successive years of record new-vehicle sales.

That's a result not only of the 2008-2010 recession but also vastly more durable and reliable vehicles compared to those of previous decades.

All of those vehicles provide a ready stream of service revenue to dealerships, especially while they're still in warranty.

Data from dealer trade groups shows that servicing is one of the two most-profitable lines of business for franchised dealerships, along with sales of used cars.

New-car sales are actually less profitable, but they do create a steady flow of customers who will come in for service in the future.

Electric cars, however, are poised to throw a monkey wrench into the gears of that finely tuned business model.

2018 Chevrolet Bolt EV

As a recent article in the "Fixed Ops" section of industry trade journal Automotive News (subscription may be required) notes, the reduced service requirements of battery-electric cars will generate far less revenue for dealerships.

Experts say everything in the back of the store—vehicle repair, parts, body shops, service customer retention—will be disrupted if the coming armada of electric vehicles, which require less maintenance than traditional cars and trucks, sells in high volume.

While plug-in electric cars, both battery-electric and plug-in hybrid, now account for only about 1 percent of new-vehicle sales, that percentage will clearly increase in the future.

Wally Burchfield, Nissan North America's vice president of U.S. aftersales, estimated a battery-electric vehicle would generate only two-thirds to three-quarters the service revenue from regular maintenance items that a gasoline car would.

We suggest that may be a bit optimistic.

Tires and wiper blades are the sole wear items on a Nissan Leaf electric car, though replacing the filter in the cabin air-intake system is also recommended.

2006 Toyota Prius and 2015 Nissan Leaf [photo: John C. Briggs]

Sure, toward the end of their lives, electric cars may also need suspension work, alignment, and brakes—but as with hybrid-electric vehicles, their friction brakes last far longer than other cars due to the use of regenerative braking to slow the car while recharging the battery.

Reports of Nissan Leafs and Toyota Priuses still on their original brake pads at 75,000 miles are not uncommon.

A UBS teardown of a Chevy Bolt EV and a gasoline-engined Volkswagen Golf concluded that replacement parts for the Bolt EV (with 24 moving parts) would be 60 percent lower than for the VW Golf (with 124 moving parts).

Some dealers may wish to take a leaf from the independent repair shops that have sprung up to fix the battery packs in hybrid cars, which dealers now almost universally say must be replaced completely if they malfunction.

Opening up high-voltage battery packs requires training and significant safety precautions, but often a malfunctioning battery needs only a module or some contacts cleaned to work properly—not the $4,000 replacement dealerships will usually say is an owner's only recourse.

Still, we'll believe your average franchised dealership is actually facing up to the realities of electric cars, however, only when we stop hearing about Nissan dealers that have sent years of periodic oil-change reminders to owners of Leaf electric cars.

And not until then.