Mercedes will produce 100 Vito E-CELL vans by the end of this year with another 2,000 coming in 2011.

The Mercedes Vito E-CELL is powered by a permanent synchronous electric motor that develops 60 kW of continuous power, with a 70 kW peak output and 280 Nm of torque.

The power for the electric motor comes from a 36 kWh, 32 kWh of which are used to power the vehicle. The battery pack of the Vito E-CELL has 16 modules with a total of 192 cells which are deactivated when the vehicle is not in use.

The power modules, located under the cargo floor, will allow the Vito E-CELL to travel a maximum of 130 kilometers (80 miles), after which will require six hours to charge using a 400-volt power source.

To maximize the electricity given by the batteries, the Mercedes Vito E-CELL has been electronically limited to a maximum speed of 80 km/h (50 mph).

The batteries, electric motor, converter and other electrical components of the drive system are water-cooled to optimize the durability of the drivetrain.

The Mercedes Vito E-CELL retains the same cargo area volume as the standard diesel Vito, which means even with the weighty battery pack onboard payload stands at a respectable 900kg – approximately 50kg less than on the diesel version.

Mercedes-Benz will deliver 100 Vito E-CELL vans to customers between August and December this year. Half each will be taken into operation in Berlin and Stuttgart, and further units will be used in the Basque region of Spain early next year.

Related posts:

1. Mercedes Unveils Vito Electric Van
2. Electric Mercedes Vito Passes Cold Weather Endurance Test
3. Mercedes Vito Electric Taxi Launched in London

The gullwing with electric drive is part of the company strategy entitled “AMG Performance 2015″ which aims to continually improve fuel consumption and lower emissions.

The Mercedes-Benz SLS AMG E-CELL with electric drive transforms the vision of powerful and locally emission-free super sports cars into reality thanks to an innovative drive system: powerful forwards thrust is provided by four electric motors with a combined peak output of 392 kW and a maximum torque of 880 Nm.

Power in the SLS AMG E-CELL is routed through four electric motors, one at each wheel. With 526 hp and 649 lb-ft of torque—the latter available from 0 rpm—the SLS E-Cell is in league with some venerable supercars, even though it tips the scales at a considerable 4400 pounds.

The electric power allows the supercar to deal with the 0 to 62 mph (100 km/h) sprint in 4 seconds flat, a figure that can be translated into a 0.2s increase over the time posted by the 571 hp combustion engine version of the vehicle.

The SLS AMG E-CELL drive incorporates a liquid-cooled high-voltage lithium-ion battery featuring a modular design with an energy content of 48 kWh and a capacity of 40 Ah. The maximum electric load potential of the battery, which consists of 324 lithium-ion polymer cells, is 480 kW.

The intelligent parallel circuit of the individual battery modules helps to maximize the safety, reliability and service life of the battery. The 400-volt battery is also charged by means of targeted recuperation during braking while the car is being driven.

A high-performance electronic control system converts the direct current from the high-voltage battery into three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature.

The technology vehicle is slowed with the aid of AMG ceramic composite brakes, available as an optional extra for the series production model, which feature extremely short stopping distances, a precise actuation point and outstanding fade resistance, even in extreme operating conditions.

The over-sized discs—measuring 402 x 39 mm at the front and 360 x 32 mm at the rear—are made of carbon fiber-strengthened ceramic, feature an integral design all round and are connected to an aluminum bowl in a radially floating arrangement.

The ceramic brake discs are 40% lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tire grip. The lower rotating masses at the front axle also ensure a more direct steering response—particularly noticeable when taking highway bends at high speed. The ABS and ESP systems have been adapted to match the special application spectrum of the permanent all-wheel drive.

The air outlet openings on the hood and the vehicle sides have been modified for enhanced aerodynamics. The front apron has not only been brought further forward, but also helps to guarantee an optimized airflow in the area of the underbody. This improves air resistance while reducing downforce.

An extendable front splitter enhances this effect: in parallel with the automatic rear spoiler, it extends downwards by seven centimeters at speeds above 120 km/h (75 mph) and helps to further accelerate the air which travels beneath the car. When it reaches the area of the rear axle, the air enters the rear diffusor which, due to the lack of an exhaust system, features a steeper angle, thus increasing downforce at the rear axle and in turn further enhancing the aerodynamic balance.

The AMG instrument cluster and center console both feature a new design. The new AMG instrument cluster provides information on speed, charge status of the battery and the estimated range. The newly designed center console now houses a 25 cm touchscreen, which driver and passenger can use to conveniently operate all of the audio, climate and navigation functions, and also obtain information on the flow of power from the four electric motors.

The AMG Drive Unit, which is angled towards the driver, houses buttons for starting the motor, and the ESP functions, the AMG memory function and the extendable front splitter and rear spoiler. Using three new buttons, the driver can switch simply between P, R and D. The park setting is also enabled automatically by switching the electric motors off.

Key data:

Related posts:

1. Mercedes-Benz Vito E-CELL Electric Van
2. Geneva Preview: Mercedes-Benz F800 Style
3. Audi e-tron Enters Silvretta E-Auto Rally Montafon 2010

As the C segment’s first production saloon electric vehicle, Renault Fluence Z.E. targets motorists and fleet operators who are looking for a status-enhancing vehicle that is botheconomical to run and respectful of the environment.

Renault Fluence Z.E. will be manufactured at the OYAK-Renault factory in Bursa, Turkey, on the same production line as the internal combustion engine-powered versions of Fluence. Production is due to begin in the first half of 2011.
As the compact segment’s first three-box electric vehicle, it was imperative that Renault Fluence Z.E. should be recognizable at first glance. To distinguish it from the internal combustion engined-version, it comes with a package of specific features and details that unmistakably associate it with Renault’s electric vehicle range.

The electric version of Fluence stands at a length of 4.75 meters, which is 13 centimeters longer than its internal combustion-engined cousin in order to accommodate the battery behind the rear seats. At the same time, the lines of its flanks have been revised in order to maintain the same overall balance as the original version.
Renault Fluence Z.E.’s lines are taut and fluid, while the rear quarter panels have been harmoniously extended in order to absorb the additional length resulting from the longer rear overhang. This design encases the rear screen in a way that recalls the rear-end styling of prestigious sports coupés, while a gloss black trim at the bottom of the screen emphasizes the rear’s harmonious proportions. The design of the rear lights, which extend forward either side of the car, also contributes to the overall balance of Renault Fluence Z.E.’s lines. The clusters themselves feature a pattern made up of backlit blue-hued lozenges.

Gloss black exterior mirror housings, body-color painted side protective mouldings and the battery charge flaps on both wings add the finishing touch to Renault Fluence Z.E.’s uniquely expressive looks, as do the boot lid’s blue-hued panel and the Fluence Z.E. badge. Last but not least, the rear bumper incorporates a black diffuser which is engineered to reduce aerodynamic drag, while the wheels have been specially designed to minimize turbulence.

Several body colours are available, including Energy Blue, a new colour that is specific to Renault’s electric vehicle range.

Renault Fluence Z.E. is conclusive proof that electric vehicles do not have to be small, narrow and uncomfortable city cars with a limited touring ability. The new model is the same width as the internal combustion engined-version of Fluence, and the cabin space it delivers is worthy of that of a saloon car from the next segment up, including best-in-class front and rear elbow room.

Renault Fluence Z.E.’s interior is based on the same layout as the internal combustion-engined version. Only the rev-counter has been replaced by a bespoke instrument which displays data concerning remaining range and battery charge. The decorative trim of the uncluttered dashboard is picked out in a colour that is exclusive to the model, while the centre console includes the displays “forward”, “reverse”, “neutral” and “parking” which are the different positions for the transmission control lever.

Renault Fluence Z.E. also packs a raft of useful technologies, including a built-in smart navigation system, Bluetooth telephony and automatic dual-zone climate control, plus automatic headlamp and windscreenwiper activation.

Renault Fluence Z.E. targets families looking for a spacious, comfortable vehicle, and total boot space amounts to 300dm3 (VDA/ISO). The electric version of Renault Fluence is likely to figure on the shopping list of many fleet operators thanks to its low running costs.

TECHNOLOGY
Renault Fluence Z.E. is an entirely electric vehicle.

· Motor
Fluence Z.E. is powered by a synchronous electric motor with rotor coil. Peak power is 70kW at 11,000rpm, while maximum torque is 226Nm. The weight of the motor – excluding peripherals – is 160kg. Acceleration performance is crisp and linear, with maximum torque available very early on.

· Battery
The capacity of Renault Fluence Z.E.’s lithium-ion battery is 22kW/h. The battery itself tips the scales at 250kg and is located behind the rear seats in order to free up a boot volume of 300dm3 (VDA/ISO). An energy recovery system enables the battery to be charged when the car decelerates.
· Battery charging methods
It will be possible to charge the battery of Renault Fluence Z.E. in one of three ways:
- Via a household mains supply (10A or 16A, 220V) which will fully charge the battery in between six and eight hours. This method is particularly suited to vehicles which are charged during the workday or at night, since it permits owners to benefit from the off-peak rates available in certain countries.
- At fast charge stations using a 32A 400V supply which enables the battery to be charged in approximately 30 minutes (available in 2012 or 2013, depending on model).

- The QuickDrop battery switch system will enable Renault Fluence Z.E.’s battery to be swapped in approximately three minutes at bespoke battery exchange stations.
· Chassis
In order to adapt the ride to Renault Fluence Z.E.’s specific characteristics (dimensions, weight distribution), the suspension has revised settings compared with the layout seen on internal combustionengined versions of Fluence. The front suspension setting is softer, since electric motors are lighter than all the internal combustion engines available for Fluence. Meanwhile, the rear suspension has been revised to cope with the heavier weight due to the presence of the battery.
· Tires

Renault Fluence Z.E. runs on low rolling resistance tyres. The Goodyear-developed EfficientGrip enables lower energy consumption thanks to extensive work on tyre casings and sidewalls. The tread is identical to that of a conventional tyre in order to ensure high-performance road holding and braking.

· Dialled-in safety

The ABS and ESC electronic driving aids have been recalibrated. On the passive safety front, Renault Fluence Z.E.’s body structure has been strengthened in order to deliver the same high standard of safety performance as the shorter and consequently lighter internal combustion-engined version.

· Production

Renault Fluence Z.E. will be manufactured at the OYAK-Renault factory in Bursa, Turkey, on the same production line as the internal combustion-engined versions of Fluence. Production will begin in the first half of 2011. This solution will enable Renault to minimize capital outlay and get production under way rapidly, while at the same time guaranteeing a very high standard of quality.

The production of Renault Fluence Z.E. at Bursa will also permit Renault to benefit from plant’s outstanding performance in terms of quality, cost and delivery times, as well as from its local network of suppliers. This in turn means that the Group will be able to market this zero-emission saloon car at prices that are as attractive as those of the internal combustion-engined versions of the model.

TECHNICAL DATA – RENAULT FLUENCE Z.E.

Related posts:

1. Renault Reveals Production Kangoo Express Z.E. Electric Vehicle
2. Fluence Z.E. and Kangoo Express Z.E. Available for Road Tests
3. Avis Partners with Renault to Offer Electric Cars for Hire

The Renault Kangoo Express Z.E., which was presented at the at the United Nations Climate Change Conference in Copenhagen, will be released in the first half of 2011 and with an operational range of 160km. The electric version of Kangoo Express features the same practical functions as the internal combustion-engined version, i.e. the same carrying capacity (from 3 to 3.5m3), the same payload (650kg) and the same high standard of comfort.

On top of that, it delivers a silent ride and responsive performances, immediate availability of torque as soon as its starts, no gear changes, low running costs and, of course, the satisfaction of owning a zero-emissions vehicle. Renault Kangoo Express Z.E. is a light commercial vehicle aimed at business users. It is due to be released in 2011 and will chiefly be used in and around built-up areas.

Renault Kangoo Express Z.E. targets extremely exacting business users looking to minimize running costs and has accordingly been engineered to guarantee a very high standard of reliability and durability.

Its outstanding TCO rating (Total Cost of Ownership) makes it a first class solution for small businesses and fleet operators alike. It will also benefit from Renault’s extensive experience of van production. To this end, Renault has chosen to manufacture the electric version of Kangoo Express at its M.C.A. facilities (Maubeuge Carrosserie Automobile) in northern France. Production is due to begin in the first half of 2011.

The new vehicle will be manufactured on the same line as internal combustion-engined versions, and will consequently benefit from the same know-how, supplier network and logistical framework as the current Kangoo. The Maubeuge plant has specialized in van production for 20 years and is capable of adapting both to the broad range of specifications associated with this type of vehicle (short and long versions, with or without windows, etc.) and to demand.

The choice of Maubeuge will enable production to get under way rapidly, while at the same time guaranteeing a very high standard of quality.

Kangoo Express Z.E.’s exterior styling
The length of Renault Kangoo Express Z.E. stands at 4.21 metres, while carrying capacity ranges from 3 to 3.5m3. The battery is located in a central position beneath the floor, enabling the electric version of Kangoo to boast the same carrying capacity as the internal combustion-engined version.

The asymmetric hinged rear doors and sliding side door provide easy access to the cargo area.

New Kangoo Express Z.E.’s overall design is similar to that of the internal combustion-engined version, with a short nose, robust front end and teardrop-shaped crystal headlamps. A chromed Z.E. badge in the form of a leaf with turquoise lettering at the rear indicates that it is an electric vehicle. The flap situated at the front of the vehicle, near the right-hand headlamp, is badged “Z.E.”, another sign that this vehicle is powered by electricity. Energy-efficiency is further enhanced by the fitment of low rolling resistance tyres.

New Kangoo Express Z.E. will be available in a choice of 11 different special effect or non-metallic body colors, and the color that has been chosen for the launch is Silver Blue.

Customers will also be to specify the colors of their business, since Kangoo Express Z.E. is above all intended for fleet use.

Kangoo Express Z.E.’s interior
Range management is a key factor when it comes to electric vehicles, and Renault has taken significant steps to make this aspect as straightforward and efficient as possible.

A specific dashboard display has been developed to ensure that the driver is kept informed about remaining battery charge and operational range:

- a gauge alongside the speedometer indicates how much battery charge remains,

- an ‘econo’-meter provides the driver with an indication of energy consumption based on a system that employs three colours: light blue depicts normal use, dark blue reveals optimal energy use, while red informs drivers when they are using excessive energy in a way that will have an adverse effect on the vehicle’s operational range,

- the speedometer needle moves across a turquoise arc,

- the trip computer’s functions are adapted to the needs of electric vehicles. It displays remaining range and remaining battery energy (kWh), as well as real-time and average energy consumption.

An all-electric motor
Renault Kangoo Express Z.E. is an all-electric vehicle. Renault Kangoo Express Z.E. is powered by a 44kW electric motor which boasts energy efficiency of 90 per cent, a figure that is far superior to the 25 percent associated with internal combustion engines which suffer from energy losses. For example, when an electric vehicle consumes 10kWh of energy, 9kWh is actually transmitted to the wheels, compared with just 2.5kWh in the case of an internal combustion engine.

This motor revs to 10,500rpm and instantly delivers peak torque, which is a constant 226Nm. Acceleration from low speed is particularly responsive. The electric motor is very quiet, too. The 22kWh battery is located beneath the boot floor and does not affect Kangoo Express Z.E.’s load capacity. When the driver presses the accelerator pedal, the lithium-ion battery transmits energy to the electric motor. The latter converts this energy into mechanical movement which is in turn transmitted to the driven wheels. The battery charges whenever the vehicle decelerates. When the driver lifts his or her foot from the pedal, the vehicle’s kinetic energy is recovered by the motor which converts it into electric current. The current generated is stored in the battery.

The vehicle’s other ride-related performance features (control of body roll, steering, etc.) are identical to those of the internal combustion-engined Renault Kangoo Express.

Battery charging
Renault Kangoo Express Z.E. is charged via a socket located behind a flap alongside the right-hand headlamp. A conventional charge via a household mains supply (16A 220V) will charge the vehicle in between six and eight hours. This method is perfectly suited to vehicles that are parked up overnight or during the day at the workplace.

Renault Kangoo Express Z.E. will go on sale in the first half of 2011 with an operational range of 160km.

Related posts:

1. Fluence Z.E. and Kangoo Express Z.E. Available for Road Tests
2. Renault Reveals Production Fluence Z.E. Electric Car
3. Avis Partners with Renault to Offer Electric Cars for Hire

Based on the Tata Nano platform, the Nano EV is expected to expand the company’s portfolio of electric vehicles, which has the Tata Indica Vista EV.

The electric Nano is capable of carrying four individuals. It has several design changes to reduce its mass, including a polycarbonate rear-hatch window.

Tata said it will offer a predicted range of up to 160 km (100 miles) and an acceleration of 0-60 km/h (36mph) in less than 10 seconds.

To compare, the Tata Indica Vista EV has a range of up to 200 km (124 miles) and acceleration of 0-60 km/h (36mph) in less than 10 seconds.

Tata continues its approach with the Tata Nano EV, using super polymer lithium ion batteries, as in the Tata Indica Vista EV, which provides superior energy density to conventional batteries.

The company has already displayed the Tata Nano Europa at last year’s Geneva Motor Show, and expects to launch it in select European countries in a couple of years. Meanwhile, in India, the Tata Nano, now being delivered to the first 100,000 chosen customers, has received rave reviews.

Related posts:

1. Electric Chevrolet Equinox Debuts at NY Auto Show
2. Geneva Preview: Audi A1 E-Tron Concept
3. Kia Venga EV Launched at Geneva

The A1 e-tron has a range of more than 31 miles in city traffic, and its peak output of 102PS also makes it fun to drive. A compact internal combustion engine recharges the battery when its energy is depleted.

The powerful front-mounted, transverse electric motor thrusts the A1 e-tron forward with authority. The car sprints from a standstill to 62mph in only 10.2 seconds on its way to a top speed of more than 80mph. The compact MCV is a zero-emissions vehicle for the first 31.07 miles that it is underway, such as in city traffic. The battery comprises a package of lithium-ion modules mounted in the floor assembly in front of the rear axle.
A small, single-rotor Wankel engine is used in this near-series concept vehicle to increase the range in exceptional circumstances. This “range extender” powers a generator that produces 15 kW of charging power. If the range extender is used to recharge the battery, the A1 e-tron can cover an additional 124 miles of range. According to a draft standard for the computation of fuel consumption for range extender vehicles, this represents a fuel consumption of 148.7mpg – a CO2 equivalent of only 45 g/km.

The e-tron model family from Audi is just a few months old, but it already has a number of members, for each of which Audi has chosen a different drive technology. The first e-tron, which debuted at the 2009 IAA in Frankfurt, is a near-series high-performance sports car with electric motors for all four wheels. The study shown at the Detroit Motor Show in 2010 is a lightweight, compact two-seater with two electric motors on the rear axle.

The A1 e-tron now presents another approach – a compact electric car in the premium class. The four-passenger, two-door MCV city car was designed specifically for use in the metropolitan areas of Europe and North America and in the rapidly growing megacities of Asia and South America. The Audi A1 e-tron always drives on electric power; its internal combustion engine is only used to recharge the battery in isolated cases.

The synchronous electric motor of the Audi A1 e-tron is mounted transversely at the front of the car. Its low mounting position has a positive effect on the vehicle’s centre of gravity. Continuous output is rated at 61PS, with peak power of 102PS available in short bursts. 150 Nm (110.63 lb-ft) of torque is continuously available, and peak torque is 240 Nm (177.01 lb-ft).

The electric motor sends its power to the front wheels via a single-speed transmission. The elegant, retractable selector lever on the console of the centre tunnel used to choose between “Drive,” “Reverse,” and “Neutral” was taken from the first Audi e-tron.

The power electronics are mounted in the engine compartment above the electric motor. The most important components are the pulse-controlled inverter, which serves as the controller between the electric motor and the battery; the DC converter, which connects the high-voltage network with the 14 volt electrical system; a breaker unit to protect the high-voltage components; and the charging module. The socket for the standard charging plug is located behind the rings in the single-frame grille of the Audi A1 e-tron. A fully depleted battery can be recharged in approximately three hours from the 380 volt grid. A display immediately adjacent to the plug-in connection shows the current charge status and the charging time remaining.

The battery pack: a compact T arranged below the floor
The energy storage unit is arranged below the floor, where it is ideal for the centre of gravity and weight distribution. The battery pack is shaped like a T, with the short “transverse beam” filling the rear section of the centre tunnel and the “cross-beam” filling that area in front of the rear axle where the fuel tank is otherwise located. The 380 volt lithium-ion rechargeable battery has a nominal energy content of 12 kilowatt hours. It comprises 96 prismatic cells and weighs less than 150 kilograms (330.69 lb).

The Audi A1 e-tron can drive 31 miles emission-free in city traffic on the powerful battery. On longer trips, the battery is recharged by a particularly compact internal combustion engine mounted below the luggage compartment.

The range extender
The A1 e-tron concept car has a Wankel engine as a range extender, but other compact concepts are also possible. The small single-rotor Wankel has a chamber volume of 254 cc and runs at a constant 5,000 rpm in its peak efficiency window. The electronics also consider navigation data such as the destination and route profile to automatically activate the range extender as needed. The driver can also turn the range extender on and off as necessary with the push of a button. The fuel tank holds 12 liters.

The great strengths of the Wankel engine are the nearly vibration-free and quiet operation, the small dimensions, and the extremely low weight. Together with the generator, which is powered by the Wankel engine and produces 15 kW of electric power, the complete assembly weighs only around 70 kilograms. This weight also includes the special power electronics, the intake, exhaust, and cooling unit, plus the insulation and the subframe.

Driving experience
The first defining impression that the driver of the Audi A1 e-tron gets is that of nearly total silence. Even the Wankel engine in the back can barely be heard when it is running.

The second characteristic perception is the power of the electric motor, nearly all of which is available instantly and thrusts the Audi A1 e-tron forward with authority. The innovative Mega City Vehicle, which despite its complex drive technology weighs only 1,190 kilograms delivers zero-emission driving fun in a modern and sophisticated manner. The vehicle accelerates from 0 to 62mph in 10.2 seconds and has a top speed of more than 80mph.

The Audi A1 e-tron can also cover longer distances if the range extender charges the battery. The extra range, which is intended primarily for interurban driving, is 124 miles.

According to the draft standard, the two different operating modes yield a fuel economy figure of 148.7mpg, which corresponds to CO2 emissions of 45 g/km. In electric mode, there are zero local CO2 emissions – the compact A1 e-tron is thus ecological and economical.

The third impression that the A1 e-tron makes is that of a larger car. The compact two-door boasts all of the strengths of the new A1 model series – the carefully tuned, sporty chassis with specially designed 18 inch alloy wheels and 215/35 R18 tyres; the generous, “grown-up” interior; the excellent fit and finish; and a multitude of high-end equipment.

The dark shade “ebony” dominates the interior. The seats – with stone gray seams – and the headliner are in “Alabaster White.”

Related posts:

1. Geneva Preview: Audi A1 E-Tron Concept
2. Audi Working on A2 Electric
3. Audi e-tron Enters Silvretta E-Auto Rally Montafon 2010

The 2011 Transit Connect Electric will use a Force Drive electric powertrain manufactured and integrated by specialty upfitter Azure Dynamics. It will be powered with Johnson Controls-Saft’s advanced lithium-ion battery technology

For Ford, the Transit Connect Electric is just one part of a broader electric vehicle strategy. Ford plans to bring three more electric vehicles to market by 2012.

That includes the Focus Electric in 2011 and two models that have not been disclosed: a plug-in hybrid electric vehicle in 2012 and a next-generation hybrid in 2012.

The Transit Connect Electric will have a targeted range of up to 80 miles per full charge, and will be rechargeable using either 240-volt or standard 120-volt outlets. It will be ideal for fleet owners that have well-defined routes of predictable distances and a central location for daily recharging.

The vehicle’s charge port is located above the passenger-side rear wheel well. The onboard liquid-cooled 28-kilowatt-hour lithium-ion battery pack is charged by connecting the charge port to a power outlet. Inside the vehicle, an onboard charger converts the AC power from the electric grid to DC power to charge the battery pack.

When the vehicle is operating, battery power is provided to the drive motor through the electric powertrain’s motor controller. The motor controller uses throttle input from the driver to convert DC power supplied by the battery into three precisely timed signals used to drive the motor.

The onboard DC/DC converter allows the vehicle’s main battery pack to charge the onboard 12V battery, which powers the vehicle’s various accessories, such as headlights, power steering and coolant pumps.

In the Transit Connect Electric, the battery pack has been efficiently integrated without compromising interior passenger room and cargo space. The battery pack is expected to last the life of the vehicle.

The Transit Connect Electric is expected to offer lower cost of operation, because recharging with electricity is generally less expensive than refueling with gasoline. Users may also benefit from much lower maintenance costs over the life of the vehicle. Consider the following:

• The number of components typical in an internal combustion engine and transmission are dramatically reduced in an electric vehicle to just a few moving parts in the electric motor and transaxle, which results in much fewer parts to wear out or maintain
• Electric powertrains operate with solid state electronics, which have demonstrated low or no maintenance over the life of the product
• Electric vehicles have completely sealed cooling systems that do not require refilling, replacement or flushing
• Electric vehicles require no oil changes or tune-ups
• There are no belts to wear out or break and no spark plugs or injectors to clean or adjust
• There is no exhaust system to replace and no liquid fuel system to freeze or clog
• The use of regenerative braking reduces wear and tear on brake pads

Common strengths
Although there are significant differences between the Transit Connect Electric and its gas-powered twin, there are many things in common as well. Both models offer:

• 135 cubic feet of cargo volume with 59.1 inches of floor-to-ceiling load height and 47.8 inches of load width between the wheel arches
• Load length a generous 72.6 inches, or more than six feet of cargo floor space
• Split rear cargo doors that open at a standard 180 degrees, or an optionally available 255 degrees
• Lift-over height less than two feet when the vehicle is unloaded
• Power-assisted rack-and-pinion steering allows a 39-foot curb-to-curb turning circle for maneuverability in tight urban spaces
• Bulkheads, racks, bins and other upfits can be mixed, matched and configured to suit many specific commercial applications and needs

Related posts:

1. AM General to Upfit Ford Transit Connect Electric Drive
2. Ford Transit Connect Electric Goes to Europe in 2011
3. AT&T Becomes Lead Customer for Ford Transit Connect Electric Vans

Just an overnight power top-up, and it’s ready to go in the morning.

THINK City is a modern urban car. With zero local emissions and an energy efficiency three times that of a traditional combustion engine car, it is a car for the environment. And it is a fun car for you.

A choice of sodium or lithium batteries allows you to accommodate your car to your driving style, travelling up to 180 kilometers (112 miles) in one charge, with a top speed of 100km/h (62 mph).

The THINK City is a safe vehicle to drive both in cities and on highways, as proven by its conformance with the CE-marking criteria and EU homologation requirements (M1 certificate) – in fact, it is the first EV ever to be awarded a pan-European homologation certificate.

To become the first EV ever to achieve these exacting standards, the THINK City has been put through extensive testing and validation, including hundreds of computer simulations and correlations, over 50 sled tests and more than 20 real crash tests.

Comprehensive electrical testing and validation has also been conducted over extended periods, including 30cm deep water wading and total submergence in salt water with all electrical systems activated.

THINK has chosen EnerDel, the Indiana-based lithium ion battery manufacturer, to be the exclusive battery supplier for THINK City electric vehicles sold in the U.S. through 2012.  EnerDel also will supply at least 60 percent of the batteries for THINK City electric vehicles sold in Europe.

THINK recently announced plans for a North American manufacturing facility in Elkhart, Indiana, where the company will build the THINK City beginning early in 2011.  The new facility will be in addition to THINK’s current manufacturing capability in Finland, where it has contracted with Valmet to build the THINK City.

Technical data

Performance
Top speed 100km/h

Acceleration 0-50km/h 6.5 seconds

Acceleration 0-80km/h 16.0 seconds

Typical charge time – standard electric socket:

0-100% SOC (state of charge) approx. 13 hours, 230VAC / 14A
0-80% SOC (state of charge) approx. 9,5 hours, 230VAC / 14A

Range 180 km

Dimensions
Length: 3120mm

Width: 1604mm

Height: 1548mm

Wheel base: 1970mm

Track: 1374mm front/1424mm rear

Tires: 165/65 x 14

Turning diameter: 9m (turning radius 4.5m)

Weight
Battery weight: 245 – 260 kg

Kerb weight: 1038 kg

Payload 2 seater: 165 kg

Batteries
MES DEA – Zebra, 28.3kWh sodium

Enerdel, Li-ion

A123, Li-ion

Powertrain
Motor: 3 phase asyncron electric motor

Peak power, normal: 30kW

Related posts:

1. THINK Starts Production of Lithium-Ion Version of City EV
2. Think City Electric Car will be Sold in New York
3. THINK City EVs Head for South America

Designed as a four-to-five seat hatchback, Nissan says the Leaf is not just for use as a specialty urban runabout, but rather, it was designed as an everyday vehicle – a “real car” whose 160-kilometer+ (100 mile) all-electric range meets the needs of 70% of the world’s motorists.

Nissan Leaf is powered by laminated compact lithium-ion batteries, which generate power output of over 90kW, while its electric motor delivers 80kW/280Nm.

Nissan plans to lease the battery for the upcoming Leaf EV for roughly $150 U.S. per month in addition to the cost of the car which will be in the $25-30,000 range.

The car has a top speed of over 140 km/h (87 mph).

The battery can be charged with 440 volt, 220 volt and 110 volt sources. With 440 volts, it can be charged to 80% capacity in about 30 minutes with a special quick charger that sends 440/480 volt direct current to the battery. With 220 volt, it can be charged in 4 hours, and in North America and Japan using standard household 110 volt outlets it can be charged in 8 hours.

Nissan Leaf’s frontal styling is characterized by a sharp, upright V-shaped design featuring long, up-slanting light-emitting diode (LED) headlights that employ a blue internal reflective design that announces, “This car is special.”  But the headlights do more than make a statement.  They are also designed to cleverly split and redirect airflow away from the door mirrors, thus reducing wind noise and drag.  And, the headlights provide yet one more benefit in that they consume about 50 percent of the electricity of conventional lamps, which helps Nissan Leaf to achieve its world-class range autonomy.

Through bright trim colors inside, Nissan Leaf creates a pleasing and stylish cabin environment.  An environmentally friendly “blue earth” color theme originates from the Aqua Globe body color of Nissan Leaf’s introductory model.  This theme is carried into the interior through blue dashboard highlights and instrument illumination.

While Nissan promises to deliver the Leaf to its first American customers in late 2010, it isn’t immediately clear where it will be made available, to whom, and how.

Commercial US production would begin in late 2012 at Nissan’s manufacturing facility in Smyrna, Tennessee.

Nissan isn’t just dumping its sleek entry into the market — it’s also building a home charger with new partner AeroVironment and partnering with local, state and federal governments — both in the U.S. and abroad — on public charging stations.

On October 22nd, 2009, Nissan announced that it would be traveling across North America to 22 cities, 11 states, the District of Columbia, and Vancouver, Canada with the Leaf as part of their Zero Emission Tour.

Zero-emission mobility programs under the banner of the Renault-Nissan Alliance include partnerships with countries such as the UK and Portugal, local governments in the Japan and the USA, and other sectors, for a total of nearly 40 partnerships worldwide.

NISSAN LEAF Specs

Dimensions
Length: 4445 mm / 175.0 in.
Width: 1770 mm / 69.7 in.
Height : 1550 mm / 61.0 in.
Wheelbase: 2700 mm / 106.3 in.

Performance
Driving range over: 160km/100miles (US LA4 mode)
Max speed (km/h): over 140km/h (over 87 mph)

Motor
Type: AC motor
Max power (kW): 80kW
Max torque (Nm): 280Nm

Battery
Type: laminated lithium-ion battery
Total capacity (kWh): 24
Power output (kW): over 90
Energy density (Wh/kg): 140
Power density (kW/kg): 2.5
Number of modules: 48
Charging times: quick charger DC 50kW (0 to 80%): less than 30 min; home-use AC200V charger: less than 8 hrs
Battery layout: Under seat & floor

Related posts:

1. Nissan Adds Noises to LEAF Electric Car
2. Orders Open for Nissan Leaf in US
3. Nissan Leaf Pre-Orders Reach 3,754 Units

It does qualify for a healthy 1,390,000 million yen tax break which brings the cost of the i-MiEV down to a slightly more palatable $31,000.

Mitsubishi will increase production of its i-MiEV electric car by 20 percent from an original plan for fiscal 2010 to 8,500 vehicles and will also move full-scale production of the i-MiEV a year ahead to fiscal 2012, with over 30,000 units to be built every year.

This year, Mitsubishi will start selling the i-MiEV in Europe through Peugeot Citroen PSA, and will also start exporting i-MiEV electric cars to the U.S. in fiscal 2011, leading to a further increase in production.

The Mitsubishi i-MiEV is powered by a 16 kilowatt-hour lithium-ion battery that recharges in 7 hours at 200 volts / 15 amps. It takes twice that long at 100 volts. The i-MiEV’s battery can also be “quick charged” at quick-charge stations which are currently being established throughout Japan. Charge with a quick-charger gun takes approximately 30 minutes for an 80% charge.

The i-MiEV has a stated range of 160 kilometers (100 miles) for the Japan 10-15 mode drive. The car’s top speed is limited to 130 kilometers per hour (80 mph).

The i-MiEV uses a lightweight and compact single-speed reduction gear transmission, exploiting the high low-end torque inherent to the electric motor and eliminating the need for complex gear shifting mechanisms as found in internal combustion engine powered vehicles.

The high-voltage system, battery pack included, is located inside the body frame and is further protected by a well-crib frame against damage from any direction of impact.

The MiEV OS (MiEV Operating System) gathers data and information from all the major EV components to provide integrated management of the i-MiEV ’s performance. The advanced management system constantly monitors battery status and the energy recovered from the regenerative brakes while regulating output to ensure smooth and powerful acceleration from a full stop. As a result the system optimizes and minimizes energy consumption while delivering road performance that is comfortable, safe and reassuring.

Mitsubishi is hoping that electric vehicles will make up 20 per cent of its sales by 2020.

Related posts:

1. Mitsubishi to Triple i-MiEV Output
2. Mitsubishi Lowers i-MiEV Price
3. Mitsubishi Starts Private i-MiEV Sales in Hong Kong