For three days before and during the media previews for the Los Angeles Auto Show last week, BMW had about a dozen electric MINIs available for evaluation drives. We finally got our crack at one Thursday morning at the LA convention center. The 6.5 mile loop that BMW laid out was both a terrible route to drive and perhaps the ideal route for an electric car. I don't know what downtown LA streets are like on weekend mornings, but 9 a.m. on a Thursday it's the last place in the world I'd want to be in a car. The 6.5 mile loop took us nearly 45 minutes to complete thanks to what passes for traffic flow in the area. Why anyone would actually want to drive in Los Angeles is a mystery to me, but by the time we were done it was easy to see why Priuses are so popular here. Since you spend more time in hurry up and wait mode than actually driving, an appliance like the Prius is perhaps the ideal choice. But I'm sure you already know that and would rather hear about the MINI E, something you can do right after the jump.


Photos Copyright ©2008 Sam Abuelsamid / Weblogs, Inc.

In conjunction with the official unveiling of the MINI E a the LA Auto Show, AC Propulsion has confirmed that it has produced the electric drive system for the car. When BMW first released some of the details on the new battery powered MINI E a few weeks back we speculated based on the description of the drive system and battery pack that perhaps Tesla was the supplier. In fact, the Tesla system was originally based on the work of AC Propulsion. The ACP tZero prototype was the car that inspired Martin Eberhard to get the Tesla ball rolling.

ACP provided over 500 complete sets of hardware to BMW for installation into the new MINIs. The full system consists of the 150 kW motor, a 35 kWh battery pack, charger and all the electronics. The charger is capable of operating at 120V, 208V and 240V with automatic switching and bi-directional capability. That latter element is important because it means that the charger can send power out from the battery to the grid for V2G capability. The AC Propulsion press release is after the jump.

[Source: AC Propulsion]

It's looking increasingly likely that plug-in vehicles will not entirely bring America energy independence, at least not in terms of energy storage. The fact that American business over the last couple of years seems to have largely given up on manufacturing in favor of being a service economy means that we will continue to depend on the likes of Japan and China for our battery needs. The latest company to chase the potential bonanza represented by plug-in vehicles is Toshiba. The consumer electronics company plans to spend $194 million to expand production of its super charge ion batteries (SCiB) to 3 million cells per month in 2010. That's an increase from the current 150,000 cells per month. The goal is to capture a significant chunk of the market for electric and plug-in hybrid batteries. Toshiba's SCiB cells use a lithium titanate chemistry similar to those from American company Altairnano, although it's not known if the Japanese company uses a similar nano-particle construction technique. The titanate batteries are more stable than the metal oxide batteries used in most consumer electronics making them safer and able to withstand higher charge rates. However, they have a lower energy density, reducing potential range. Charge rates are also limited by the charging infrastructure, meaning most users won't be able to achieve the fast charge capabilities of the battery.

[Source: Automotive News - Sub. req'd]

Audi has released the official details on its new A1 Sportback concept that debuts at the Paris Motor Show. At 13.09 ft long, the A1 is a couple of inches longer than a MINI Clubman and features a hybrid drivetrain. Power comes from a 150 hp TFSI four cylinder with turbocharging and direct injection. The engine's output is blended with the output of a 20 kW, 111 lb-ft electric motor and sent through a 6-speed dual clutch S Tronic transmission. The electric motor is sandwiched between the engine and transmission and can provide electric boost as well as electric only drive at low speeds. The lithium ion battery pack has plug-in capability and is claimed to be able to propel the car for 62 miles in electric only mode. The car can acclerate from 0-100 kph in 7.9 seconds and still get 60.3 mpg (U.S.). Carbon dioxide emissions are a mere 92 g/km.


[Source: Audi]

A week after Mercedes-Benz announced details of its first hybrid, battery supplier Continental Automotive has launched production of the battery packs. Mercedes will be the first manufacturer to mass produce a hybrid vehicles with lithium ion batteries. Continental spent €3 million to build the battery manufacturing facility in Nuremberg. The first batteries that being produced weigh 55 lbs and have a volume of just under 0.5 cu. ft. When the Mercedes S400 BlueHybrid launches in mid-2009 with this 120V battery pack it will be installed in the engine compartment in place of the standard 12V lead acid battery.

Since this is the first mass market automotive application of a lithium battery, Mercedes and Continental are being extra careful. The battery is designed to last a minimum of 10 years and 100,000-150,000 miles so Continental has developed a sophisticated monitoring system to make sure that it operates within normal operating parameters. Each individual cell is monitored to keeps loads balanced and ensure even charging and discharging. Continental had to develop special processes to weld the copper bus bars that act as cell interconnects. The whole battery is enclosed inside of a laser-welded stainless steel case. The initial production capacity of the factory is 15,000 units a year and that can easily be doubled.

[Source: Continental]

Along with all the photos of its new battery-powered vehicles, Chrysler yesterday also provided some video footage. The clips after the jump include Chrysler VP for ENVI, Lou Rhodes, discussing the electric vehicle program, and running footage of the Dodge, Chrysler and Jeep EVs. There isn't much new here but you might want to see these vehicles in action, silently humming along as they do their business. Although Chrysler has made some bold claims, it will be interesting to see which if any of these ever make it to mass production. The Jeep in particular is interesting because if Chrysler can build a commercially viable Jeep EV it could also presage a similar RAM.

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[Source: Chrysler]

As we wrap up Chrysler EV day, Vice-Chairman Tom LaSorda, EVP-Product Development Frank Klegon and Chief Innovation officer Peter Arnell held a conference call to discuss their new offspring. As one might expect, the trio were deliberately vague on a lot of details but they did tell us a few things. Given Chrysler's partnership with General Motors on the Two-Mode Hybrid system (along with Daimler and BMW), it seems reasonable to ask if the cooperation extends to the ER-EV platforms. Klegon made it clear that Chrysler has done all the development of these vehicles in-house and with their suppliers. GM played no part in creating these vehicles, other than maybe some inspiration.

Development started in early 2007, and then moved into the ENVI group when it was formed one year ago. LaSorda emphasized that no production battery supplier has been selected and Chrysler is working with a number of vendors, including A123 Systems. Given that the Jeep and Chrysler have significantly larger battery packs than the Volt, that also points to a higher price. None of the officials would talk about potential pricing at this point but they did acknowledge that they are looking at some different models. They couldn't say which vehicle would be the first to be produced, that will depend on performance during development. They also said that these three will almost certainly not be the only such vehicles produced. The Dodge will likely get some styling tweaks to give it more of a family look before production. We'll be looking for a lot more details in the coming weeks and months.


[Source: Chrysler]

Now that we've had some time to find the spec sheet for Chrysler's new EVs on the company's media site and then perusing it, we can answer some of the questions that initially came to mind from the press release. You might have noticed that Chrysler is claiming the same 40-mile electric range for its T&C and Wrangler ER-EVs that GM claims for the Chevy Volt. And yet GM had to completely redesign the car to minimize drag in order to achieve that range. How is Chrysler doing it with a brick shaped Jeep and a maxi-sized minivan? Why, more batteries of course. The Volt is spec'ed out with a 16 kWh battery pack. The Chrysler uses a nearly fifty percent larger 22 kWh pack while the Jeep goes all the way to 27 kWh. The Jeep actually has a larger pack than the Dodge/Lotus sports car which only has a 26 kWh pack. That raises both questions and answers. At 26 kWh, it only takes 4 hours to charge from a 220V / 30A outlet. That kind of charge time with a Tesla Roadster is only available with an 80A outlet. The question is how do they get the 150-200 mile range with a pack roughly have the size of the 53 kWh unit used by Tesla? You can read the full spec sheet here.


[Source: Chrysler]

My friend Lou Ann Hammond sat down with Don Hillebrand of the Argonne National Lab following last week's unveiling of the Chevy Volt. Argonne has developed some very promising lithium ion battery chemistry. The work done at Argonne is funded in large part by the U.S. Department of Energy, which can be translated as taxpayer dollars. It's nothing unusual for governments to fund basic research or for the results of that research to be licensed to private companies for commercialization. However, in other countries, that technology is usually targeted at domestic companies for commercialization. Here in the U.S. however, there is no preference given. In fact, it turns out technology developed here is often licensed to companies from elsewhere. In the case of the electrodes developed at Argonne, a license went to Toda Kogyo, a Japanese battery manufacturer. Toda is planning to manufacture batteries in Canada, using technology our tax dollars paid to develop. Is this a wise use of our money? If no U.S. company is willing to step up and use the products of our research, it should at least be used by someone. The fundamental problem is not that foreign companies are licensing our technology, but that Americans apparently don't have the foresight to do so. Apparently, they feel it's wiser to focus on services than actually producing tangible products. That strategy seems to be working so well in today's economy, so why not continue?

[Source: CarList]

Few companies manage to stay in business for 100 years, but for the second time this decade (Ford reached the milestone in 2003) an American-based automaker has hit that threshold. Tuesday marks the 100th anniversary of the incorporation of General Motors with a celebration at its world headquarters in Detroit. Automobile Magazine's Don Sherman takes a look at GM and it's chances for future success with electrified vehicles in the New York Times. With a price tag that has crept upward by 30 percent from the original target, and styling that departs significantly from the highly-regarded 2007 concept, the chances for success of the Volt are being increasingly questioned. The need for aerodynamic efficiency has left many feeling that the sporty vision we saw last year has morphed into another Prius clone. Sherman quotes several industry observers who doubt that lithium batteries will be able to meet the vehicle lifespan requirements that are needed and they may well turn out to be right. At this point it's simply too early to tell. GM is conducting accelerated durability testing, but until they have years of use in the real world, we simply won't know if the models are accurate enough. Meanwhile, stick with us on Tuesday morning when we bring you live coverage of the official reveal of the Volt production design from Detroit.

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[Source: New York Times]

Canadian battery developer Electrovaya has reached an agreement with Norway's Miljobil Grenland to supply energy storage systems. Miljobil Grenland has been manufacturing electrically driven vehicles since 1997 and is partly owned by utilities Skagerak Energi and Norsk Hydro. As part of the deal, Electrovaya will get an equity stake in the car maker. The batteries will be based on Electrovaya's SuperPolymer lithium ion technology. SuperPolymer is a battery construction technique that isn't dependent on a particular chemistry. Thus, it's compatible with different electrode materials for different applications. So far there is no word on when the car might appear or where it will be available.

[Source: Electrovaya]

Click the photo for a high res gallery

Daimler AG and German utility RWE are teaming up for what they are calling the largest electric car field test in the world. The "e-mobility Berlin" project will see Daimler deploy a fleet of over 100 second-generation Smart ED and Mercedes A-Class cars powered by lithium ion batteries. In order to facilitate the use of these cars around the German capitol, RWE will install 500 public charging stations. The charge points will get vehicle ID information when the cars are plugged in to allow accurate billing of the drivers. By working with the utility, Daimler wants to develop an integrated system that includes both electrically-driven vehicles and a publicly-accessible charging infrastructure. The latter is actually quite important because at least in the early years, the limited range of battery vehicles will mean that they are primarily used in urban environments. Many people living in such locales don't necessarily have a garage or other place to plug in. Automatic charging points like the ones to be deployed by RWE or those developed by Coulomb technologies here in the U.S. will be an important part of the equation. The new electric Smarts to be deployed by Daimler will use lithium ion batteries but the company has not confirmed who will supply the packs. Previously the Financial Times had reported that Tesla would be supplying the batteries for these cars.


[Source: Daimler]

On Monday September 1, SB Li Motive Co. officially went into business with the goal of producing automotive grade lithium ion batteries by 2011. The company is a joint venture between Bosch and Samsung SDI. Samsung SDI already has experience with consumer electronics batteries and Bosch will work with the Korean company to develop batteries suitable for hybrid and electric vehicles. Bosch is already producing electric drive motors that will be used in the new Mercedes-BMW mild hybrid system that launches in 2009. Getting into the battery business will give the German supplier a product to replace systems like fuel injection and exhaust after-treatment that will eventually be supplanted in the migration to electrically driven vehicles.

[Source: Bosch]

Now that we've seen at least a blurry vision of the Chevy Volt's exterior and a Photoshopped front end (above), how about hearing a bit more about the inside, specifically the batteries? According to GM's master of ceremonies vice chairman, Bob Lutz, the lithium ion battery packs that are powering the Volt mules around GM's test tracks are "performing flawlessly."

We heard already that GM has picked a battery supplier, and this has got to be good news for either Continental/A123 Systems or LG Chem/Compact Power Inc. Lutz continued: "It's almost scary we are not seeing any problems with the batteries."

There is one big potential flaw, though: price. Durability and longevity predictions are showing that the batteries will work as hoped, but in their cost projections, GM is expecting each and every Volt will need a new battery pack while it is under warranty. Thanks to Dave T.

[Source: Kicking Tires]

In a brief press release (which you can find pasted after the jump) Bosch and Samsung have confirmed they have received the green light from German authorities to work on their project to produce lithium-ion batteries. The joint venture, called SB LiMotive Co. Ltd., will start work next month. Their plan is to produce "highly efficient lithium-ion batteries customized to automotive requirements and to market them worldwide from 2011." As we mentioned before, Samsung SDI has been producing lithium cells for consumer electronics and power tools while Bosch has expertise in the power electronics and battery management systems. Bosch, especially, has big dreams.

[Source: Bosch/Samsung]