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France hopes to have 2 million electric cars on the road by 2020, and its energy minister Jean-Louis Borloo will on Thursday launch a plan designed to ensure the necessary infrastructure is in place in time. The French state will invest over a billion euros, installing charging stations, adapting the electricity grid and buying vehicles, as well as providing subsidies to buyers and carmakers, Paris Match reported on its website on Wednesday.

The government wants to build up a network of 4.4 million charging points by 2020, enough to support 2 million vehicles, Paris Match said.

Last week, industry minister Christian Estrosi said public and private players would launch tenders for 50,000 electric vehicles during the autumn.

French carmakers Renault and PSA Peugeot Citroen are both launching electric cars, but their forecasts of the likely market for the vehicles differ.

Philippe Varin, CEO of PSA Peugeot Citroen, which displayed the i0n, based on partner Mitsubishi Motors' iMiev, at the Frankfurt Auto Show, said earlier this month that he expected around 1 in 20 cars sold worldwide by 2020 to be electric.

Renault Chief Executive Carlos Ghosn, meanwhile, who is also CEO of Japanese alliance partner Nissan Motor Co is sticking by a forecast of 1 in 10 electric cars by 2020.

Sergio Marchionne, amministratore delegato di Chrysler, avrebbe preso la decisione di interrompere gli ordinativi diretti a Magna International. La notizia-bomba, riportata dal Wall Street Journal, rappresenta l’ennesimo colpo duro per il fornitore austro-canadese, che potrebbe perdere anche le commesse provenienti da Volkswagen e BMW. L’acquisizione di Opel, dunque, si sta rivelando (come da previsioni, peraltro) la prima mossa di un domino internazionale, che vede tanti costruttori automobilistici reagire a questo potenziale “conflitto d’interessi” in seno a Magna, fornitore automobilistico e da qualche tempo anche principale azionista di un costruttore automobilistico. A dire la verità, Marchionne non ha esplicitamente tirato in ballo l’accordo Magna-Opel tra le cause della decisione, ma cogliere il nesso è elementare. Ad oggi Chrysler realizza negli impianti austriaci di Magna la Jeep Grand Cherokee e la Chrysler 300C. In futuro queste due auto potrebbero essere realizzate nell’impianto Bertone di Grugliasco, dopo un processo di ammodernamento che costerà a Fiat circa 150 milioni di euro in tre anni e che porterà la capacità produttiva a 70.000 unità l’anno.
(Fonte: http://europe.wsj.com - 30/9/2009)

Nuove difficoltà per Sergio Marchionne alla Chrysler. «Fornitori recalcitranti a lavorare per i nuovi modelli Chrysler», titola il Wall Street Journal, secondo il quale il piano proposto dal neo-amministratore delegato della Chrysler si scontra con l'ostilità dei fornitori, riluttanti a spendere subito per sviluppare e fabbricare la componentistica dei nuovi modelli. Il board di Chrysler – spiega il quotidiano newyorchese - dovrà esaminare venerdì i nuovi modelli che Marchionne propone come parte del suo piano di ristrutturazione, ma l'azienda affronta l'opposizione dei fornitori, preoccupati di guadagnare sulla componentistica. Marchionne ha illustrato i nuovi modelli al Consiglio di amministrazione presso il quartiere generale della Chrysler a Auburn Hills, nel Michigan. I nuovi modelli comprendono versioni rinnovate di veicoli Chrysler e Jeep già esistenti, oltre alle prime versioni di nuovi modelli di auto di piccole e medie dimensioni basate su componenti sviluppati da Fiat. «Non è chiaro se a questo punto il board sarà in grado di approvare il piano quinquennale prodotti», scrive il WSJ, poiché il team di Marchionne sta ancora cercando di risolvere molti dei dettagli su come Chrysler fabbricherà questi veicoli. Uno dei maggiori ostacoli è, secondo il WSJ, è la riluttanza dei fornitori ad affrontare le spese iniziali di produzione della componentistica dei nuovi modelli. Ci sono piccoli fornitori che sono in difficoltà finanziarie ed esitano perché non sono sicuri che le auto saranno vendute in quantità sufficienti da essere redditizie. Nella maggior parte dei casi, Chrysler non garantisce certi livelli di produzione, a differenza di quanto facevano altri produttori e la stessa Chrysler. Solitamente, le case automobilistiche danno ai fornitori una stima delle quantità, permettendo loro di alzare i prezzi se le vendite non raggiungono gli obiettivi. Il rinnovo dei modelli dei Chrysler sta andando per le lunghe anche perché Chrysler deve ancora decidere in quali impianti potrebbe produrre con i maggiori livelli di efficienza i veicoli derivati dai modelli Fiat. Attualmente, due modelli di berlina di medie dimensioni, le cui vendite vanno a rilento, vengono assemblati nello stabilimento di Sterling Heights nel Michigan, che molto probabilmente verrà chiuso. Marchionne, che è diventato CEO di Chrysler in giugno ed è sempre amministratore delegato di Fiat, aveva detto la scorsa settimana a Francoforte che mettere a punto il piano dei modelli di Chrysler si è rivelato più difficile del previsto. Nell'ambito del piano di salvataggio di Chrysler del governo U.S.A., Fiat ha avuto una quota del 20% dell'azienda in cambio della tecnologia per motori a risparmio energetico e piccole vetture che Chrysler possa produrre e vendere negli U.S.A. .
(Fonte: http://europe.wsj.com - 25/9/2009)

È arrivata oggi la conferma che sarà Chrysler a gestire la vendita della Fiat 500, che verrà appunto commercializzata presso i concessionari della casa americana. La 500, inoltre, sarà l’unica autovettura marchiata Fiat che verrà vendita sul suolo americano, mentre le altre utilizzeranno ancora i marchi locali. Saranno disponibili quattro versioni differenti, costruite negli stabilimenti americani della Chrysler e anche in quello messicano di Toluca, preferito dalla Fiat anche per le possibilità di lancio brasiliane, tra il tardo 2010 e l’inizio del 2011. La produzione annuale si assesterà sui 100.000 esemplari. Le quattro varianti saranno la normale tre porte, la nuova 500C convertibile, la versione “Giardinetta” e, probabilmente, una super performante tipo Abarth. Si parla anche di una versione SUV a quattro ruote motrici. il CEO di Chrysler Peter Fong ha dichiarato che la 500 avrà un angolo dedicato presso tutti i concessionari della società.
(Fonte: www.motorionline.com - 28/9/2009)

Volvo is introducing a series-produced plug-in hybrid as early as 2012. Pure electric power from the battery will cover the daily transport needs of 75 percent of European drivers. For longer distances, an efficient diesel hybrid engine automatically takes over. The combined range is about 1200 kilometres. Carbon dioxide emissions will average out at 49 grams per kilometre, with fuel consumption of 1.9 litres per 100 km.

Volvo is convinced that in the future, customers will continue to want safe, comfortable cars with good driving properties and generous load-carrying ability. Irrespective of whether they are powered by electricity or other fuels.

Plug-in hybrids are an attractive car type offering the user the best from both electric power and conventional drivelines: extremely low fuel consumption and CO2 levels, combined with a long range and high performance.

"The new Volvo plug-in will be a truly enjoyable car to drive, featuring Volvo's high safety and comfort standards. At the same time, CO2 levels and fuel consumption will be as low as half that available on the market today." says Stephen Odell, President and CEO of Volvo Car Corporation.

Volvo plug-in hybrid advantages:

* Fuel consumption, running costs and CO2 emissions are very low
* The car is a "normal" Volvo, with all its customary good properties
* It is conveniently recharged at home via a regular wall socket
* It is an enjoyable car to drive, offering high performance

Electric power with CO2 levels close to zero

Electricity is highly suited as a car fuel. The electric motor has a high efficiency rating and consumes about one-fifth as much energy as a corresponding engine running on fossil fuel. Volvo's plug-in hybrid cars will be propelled by a robust electric motor that receives its power from a lithium-ion battery. What is more, additional electricity is generated every time the car brakes.

The battery is conveniently recharged at home via a regular wall socket. Electricity as a fuel is far cheaper than petrol or diesel, which results in low operating costs. The battery will take about five hours to recharge.

The range will be about 1200 kilometres, just like in a conventional diesel car. It will be able to be driven up to 50 kilometres on pure electric power and when running on the battery, emissions from the exhaust pipe will be non-existent. If the battery is recharged using electricity from renewable sources, the net emission of CO2 will be close to zero, even in a lifecycle perspective. Volvo's dealers will offer customers who buy a plug-in hybrid a special contract for the supply of renewable energy. This agreement has been created in cooperation with the company's partner, Swedish electricity supplier Vattenfall.

Efficient diesel engines as a complement

As a complement to the electric motor, one of Volvo's fuel-efficient diesel engines will also be fitted under the bonnet. It will be optimised to run on renewable synthetic diesel and will meet the tough forthcoming exhaust emission requirements.

The diesel engine can be run separately or in combination with the electric motor for optimal power and energy utilisation. For example, the diesel engine can support or replace electric power at high speeds or when the battery charge drops, while the electric motor can offer additional torque at low engine revs. Being able to combine these two power sources makes it possible to offer high performance and trouble-free use by the owner.

Most car trips cover short distances, to and from work. This means that the forthcoming Volvo plug-in hybrid will cover the transport requirements of most people. For longer distances, the diesel engine starts up automatically, giving the car the same properties and range as a conventional diesel car.

According to the standardised NEDC certification driving cycle, CO2 emissions from Volvo's plug-in hybrid will be lower than 50 grams/kilometre. Cars with emissions below 50 grams of CO2/kilometre will probably have the most favourable incentives in many European countries. In addition to tax relief, these countries will offer a discount of about 5000 euros on the purchase price, a move that is expected to set the standard for the rest of Europe too.

"We are focusing strongly on plug-in hybrids in order to meet the demands for low CO2 emissions and to provide sustainable road transportation. We naturally expect that the relevant authorities will offer subsidies to boost developments, speeding up the creation of a market for this type of car," says Stephen Odell.

Today's electricity capacity covers requirements

Plug-in hybrids consume less electricity than most people believe. The fact is that a single medium-sized wind-power station can produce renewable electricity to cover the annual consumption of 1000-2000 plug-in hybrids in normal use. Even a large number of plug-in hybrids on the roads would be able to be supplied within the framework of the electric grid's existing capacity. If 15 percent of Europe's cars consisted of plug-in hybrids, this would mean that total electricity requirements would only increase by between 1 and 3 percent.

Through simple household energy savings, for instance by switching off the PC and TV overnight and using low-energy bulbs, the total energy requirement would probably be able to be kept at current levels. To put this into perspective, the energy-efficiency improvements that Volvo Cars has implemented in its factories in Ghent and Göteborg over the past four years correspond to the annual electricity consumption of 15,000 plug-in hybrid cars.

Plug-in hybrids - market potential

The purchase price of a plug-in hybrid is expected to be considerably higher than for a conventional diesel car since the batteries are still expensive. Fuel costs on electric power will be about one-third compared with driving on diesel, and this partially compensates for the higher purchase price, although not fully.

Volvo Cars assesses that plug-in hybrids will be commercially viable for certain customer categories in 2012, gradually widening in appeal as battery price and performance continuously improve.

Skipping stages in technological development

For the time being, Volvo Cars is postponing its plans to produce what is known as a full-hybrid based on a diesel engine.

The strategy that Volvo is adopting to start series-producing plug-in cars as early as 2012 is to exploit already existing, tried and tested platform architecture for major components such as the body and engine. Instead of waiting for an entirely new generation of car models, the company is saving time by using innovative solutions to install the battery and electric motor beside a conventional driveline. In this way, the new technology will get out to car buyers that much sooner.

Plug-in hybrids the result of industrial cooperation

In January 2007, Volvo Cars and energy supplier Vattenfall launched a joint project with the aim of testing and developing plug-in technology. A new company was founded, V2 Plug-in-Hybrid Vehicle Partnership, as a result of this cross-border initiative.

The formation of the joint company with Vattenfall creates entirely new preconditions for developing next-generation green technology in a highly efficient way. Working in partnership is something that the company regards as an absolute necessity in the drive towards a sustainable future.

Il governo della Gran Bretagna nutre seri dubbi sulla validità del piano per la cessione di Opel-Vauxhall al consorzio Magna-Sberbank. Lo ha comunicato il Ministro dell’Industria britannico, Lord Mandelson, al responsabile dell’ufficio per la concorrenza Unione Europea, Neelie Kroes, con una lettera ufficiale e dettagliata inviata martedì scorso. Secondo il Regno Unito, il piano messo in piedi dall’azienda austro-canadese e dalla banca russa è troppo punitivo per l’occupazione e costoso; inoltre è definito suscettibile di intervento politico. Un modo diplomatico per dire che i motivi per i quali è stata preferita la proposta Magna-Sberbank non rispondono a criteri industriali ed economici e comportano robusti sussidi che incrinano il principio di concorrenza. Mandelson sollecita la Commissione Europeo a svolgere un esame della proposta austro-canadese su un piano che prenda in maggiore considerazione i risvolti commerciali piuttosto che quelli dell’intervento pubblico. Il ministro fa anche cifre. Il progetto di acquisizione comporta un aiuto governativo ed europeo per 4,5 miliardi di euro ed è di 1,3 miliardi più costoso di quello presentato dal gruppo di investimenti RHJ rimasto fino alla fine in lizza, ma quel che è più sorprendente è che se fosse GM a procedere al salvataggio di Opel, i costi sarebbero inferiori di ben 2 miliardi. L’indice è puntato anche sulle modalità di approvazione del piano: i due componenti esterni dei quattro membri della commissione di valutazione nominata da GM hanno votato contro il piano Magna-Sberbank. Perché dunque accettarlo così come è se ci sono dubbi anche da parte dei fiduciari di GM? Ma Mandelson punta anche alla geografia dei tagli produttivi previsti: “Si prevede che la capacità di impianti altamente efficienti in Gran Bretagna e Spagna sarà sotto-utilizzata a favore di altri impianti di GM meno efficienti”. Anche qui, tradotto dal diplomatichese, vuol dire: si privilegiano in modo poco razionale gli stabilimenti tedeschi per mantenerne alta l’occupazione e si passa il conto ad altri. Il piano inoltre prevederebbe trasferimenti di produzione in Russia con ulteriore danno per la presenza di GM in Europa. Il piano Magna-Sberbank è infine meno profittevole, fornisce meno flusso di cassa e un punto di pareggio più alto di altre proposte. Lord Mandelson invita dunque a un loro riesame più attento o quantomeno a lavorare ulteriormente su quella approvata da GM e dal governo tedesco. Di questo ha parlato con il suo omologo tedesco Karl-Theodor zu Guttenberg martedì stesso. La “telenovela brasiliana” – come l’ha definita l’AD di Fiat, Sergio Marchionne – continua...
(Fonte: www.omniauto.it - 24/9/2009)

A 50 percent leap in the shares of lithium-ion battery maker A123 Systems Inc on their first day of trading looks likely to jumpstart the market for clean-tech share offerings.

The Watertown, Mass.-based A123 Systems is now worth over $1.9 billion, a striking valuation for a company that has yet to make a profit and still needs large-scale commercialization.

Industry executives and experts said A123's success shows investors have an appetite for green technology companies that lose money, but have tremendous potential.

So the stock's first day jump, which is the second-best performance for a debut stock in 2009, should encourage more venture capital-backed clean technology companies to go public, they added.

"This is an interesting time for the market because there are several (clean-tech) companies that have been growing very nicely," said Faysal Sohail, managing director of venture fund CMEA Capital, which is an investor in A123.

Sohail declined to comment specifically on A123, but said the whole environment is creating opportunities for clean-tech companies and expects 2010 to be a busy year for green IPOs.

"They are real companies with substantial revenue and growing at a very fast clip," he said.

CMEA Capital also backs companies such as Silicon Valley solar manufacturer Solyndra and biofuel company Codexis, which many see as likely candidates for the IPO market.

Other green companies deemed ripe for an IPO include smart grid network company Silver Spring Networks, electric carmaker Tesla Motors and solar thermal company BrightSource Energy.

Rival lithium-ion battery maker Ener1 Inc also cheered A123's stock performance, which shows how much value there is in the emerging sector.

"It's great for the space. They have done a good job of getting the market excited," Ener1 Chief Executive Charles Gassenheimer told Reuters.

Ener1 went public in 2003, but used a reverse merger with a public shell corporation to do so.

Gassenheimer said the warm reception of the IPO would encourage other clean-tech companies to tap the public markets.

"Any time you have an IPO trade up as much as 50 percent, that means investor receptivity has returned," he said. "I think you will see a lot more IPOs on the back of this."

HIGH GROWTH SECTORS

A123, founded by scientists linked to the Massachusetts Institute of Technology (MIT), develops batteries for electric vehicles, plug-in hybrids and works with carmakers such as BMW , Chrysler and General Motors Co.

Electric vehicles and batteries are considered markets that have immense potential for growth.

The automotive market for lithium-ion batteries, mostly found in mobile phones and computer laptops, is projected to be $32 million in 2009, but is expected to skyrocket to $22 billion in 2015, according to A123's prospectus.

"That's compelling," said Matt Therian, an analyst with Renaissance Capital, referring to the market potential. "We have seen a lot of large profitable companies go public. But a smaller one with a little more risky profile ... I think it bodes well for the health of the IPO market."

Looking forward, Therian expected plenty of the larger, cash-generating, private equity portfolio companies would go public in 2010.

"But on their heels, we could also see another wave of your more traditional growth companies," he added.

For now, A123 co-founder Yet-Ming Chiang, a professor of ceramics at MIT's department of materials science and engineering, is happy but understands the company still needs to deliver.

"It's a scientist's and engineer's dream to see something from the lab make it to commercial technology that has an impact," Chiang said. "Even though this is a significant event, there is still a lot of work to be done and tomorrow we all get back to work."

«Un accordo che puzza». Non va per il sottile l'Economist nel numero di questa settimana a proposito della vendita di Opel alla big austro-canadese della componentistica Magna (in alleanza con i russi di Sberbank, la più grande banca retail della Federazione). Il settimanale britannico bastona sia la cancelliera Angela Merkel che il suo principale rivale nella corsa elettorale ormai in dirittura d'arrivo, Frank-Walter Steinmeier (Spd): «Entrambi si attribuiscono il merito del salvataggio di Opel dalla bancarotta e della mancata chiusura di quattro stabilimenti della casa automobilistica in Germania. Tutti e due, però, hanno ben poco di andare orgogliosi. Infatti è arduo trovare qualcosa di buono da dire sull'accordo annunciato due settimane fa, che stanzia 4,5 miliardi di euro di denaro dei contribuenti tedeschi per vendere il 55% della controllata europea di General Motors» al consorzio austro-russo-canadese. Secondo l'Economist la «vendita forzata» è una sconfitta sia sotto il profilo della logica industriale che delle regole europee. E in effetti da Belgio, Gran Bretagna e Spagna - tre Paesi in cui sono ubicati impianti produttivi di Opel e Vauxhall (il marchio inglese di GM) - si sono levate lamentazioni all'indirizzo del commissario UE per la concorenza, la olandese Neelie Kroes: oggetto, si indaghi sul mancato rispetto delle regole UE da parte della Germania. In pratica, si accusa il governo Merkel di "corrompere" Magna con un sostanzioso aiuto di Stato per fare in modo che il peso della ristrutturazione del costruttore perennemente in perdita non ricada sui lavoratori tedeschi. Tra l'altro di opzioni migliori, sostiene l'Economist, ce n'erano diverse in termini di logica industriale. E perfino GM è tutt'altro che contenta di vendere a Magna e ai russi, i quali finirebbero per acquisire a prezzi di saldo tecnologie da riversare nel know-how del secondo costruttore d'auto di casa, Gaz. Andando al sodo, secondo il settimanale economico il governo tedesco sin dall'inizio di questa complicata vicenda ha puntato al dividendo politico piuttosto che agli interessi dei contribuenti e dell'industria automobilistica europea. Anche perché è un fatto che Opel, pur producendo alcune buone automobili, conta sul doppio degli impianti necessari e negli ultimi anni ha perso quote di mercato a favore di Volkswagen in Germania e Ford nel Regno Unito. D'altra parte, l'amministratore delegato di Fiat, Sergio Marchionne, è stato troppo brusco nel sostenere la necessità di un taglio alla capacità produttiva in Europa e RHJ, private equity belga, è stato dipinto da subito come un rapace pronto a ghermire una preda da spolpare. Solo Magna - spiega ancora l'Economist - sembrava avere imparato da subito cosa dire e non dire, in particolare «che avrebbe salvato le fabbriche tedesche a dispetto dell'efficienza». Per non dire del fatto che due dei clienti-chiave di Magna, vale dire le tedesche BMW e Volkswagen, hanno già espresso forti preoccupazioni sui potenziali conflitti d'interesse e hanno prospettato la possibilità di rivolgersi altrove. Morale: «Questo affare puzza». Così, esorta l'Economist, non appena la polvere della competizione elettorale (in Germania si vota domenica) si sarà posata il commissario Kroes dovrà dare la versione corretta dei fatti «forte e chiara».
(Fonte: www.economist.com - 24/9/2009)

Sergio Marchionne (Fiat-Chrysler), Alan Mulally (Ford) e Carlos Ghosn (Renault-Nissan) sono i tre mostri sacri dell’auto. I primi due sono in grande spolvero, il terzo ha invece perso lo scettro di manager invincibile dopo essere stato considerato per anni il numero uno mondiale indiscusso. In questo momento a contendere a Marchionne l’oscar di super manager è dunque rimasto Mulally, artefice del «miracolo Ford». La casa americana, che si appresta a incrociare i guantoni con la nuova Chrysler motorizzata Fiat, rispetto alla quale è riuscita a superare la profonda crisi Usa senza pesare sulle casse di Washington, sta raccogliendo i primi frutti della exit strategy by Mulally. E il timbro di Moody’s, che ha appena rivisto al rialzo la valutazione sulla Ford a «Caa1» da «Caa3», con prospettive stabili, è da intendere come un forte segnale di incoraggiamento del mercato al gruppo di Dearborn. Ma i test non finiscono mai, e Mulally da questo mese dovrà dimostrare di saper vendere le auto con l’ovale blu anche senza la decisiva spinta degli incentivi. Un’impresa non facile visto che il piano-bonus, oltre che negli Usa, si è concluso anche in Germania, mercato chiave per la Ford che proprio sul suolo tedesco, a Colonia, ha la sua filiale al di qua dell’Atlantico. Californiano, 63 anni, ex capo della Boeing, dove ha prestato servizio per 40 anni, l’«anti Marchionne» Mulally ha davanti a sé un futuro per certi versi simile a quello del suo rivale italo-canadese. Al presidente Bill Ford, il quale nei giorni scorsi ha dichiarato che «Alan può rimanere con noi fino a quando vuole», il ceo Usa che come Marchionne ha l’abitudine di varcare la soglia dell’ufficio prima delle 6 del mattino, ha ammesso che l’ipotesi è realizzabile («rimango volentieri»). Un botta e risposta a distanza tra la proprietà (John Elkann) e il manager-pupillo (Marchionne), al quale si è assistito in più di un’occasione pure a Torino. Anche gli Stati Uniti, dunque, hanno il loro uomo delle missioni impossibili. E se Marchionne ha saputo rianimare una Fiat agonizzante a tempo di record, tornando a porre al centro del business il prodotto, privilegiando la meritrocrazia all’interno del gruppo ed evitando con cura distrazioni salottiere, il suo rivale del Michigan ha appena annunciato che il secondo trimestre vedrà la casa americana ritrovare l’utile. Anche per Mulally, poi, il percorso dal suo insediamento (nel 2006) a oggi è stato compiuto a una velocità quasi supersonica. Ma anche una buona dose fortuna non è mancato al papà del Boeing 777 che ha sta per lanciare la «piccola» Fiesta negli Stati Uniti. La sfera di cristallo, finora, non ha mai tradito Mulally: le decisioni prese (tagli, dismissioni, finanziamenti, eccetera) sono sempre arrivate al momento giusto. Emblematico, in proposito, il tempismo con il quale Mulally ha ceduto Land Rover e Jaguar al gruppo Tata. Poche settimane dopo aver firmato il contratto, la crisi economica mondiale è esplosa in tutta la sua gravità. Ancora qualche settimana e l’affare sarebbe sicuramente saltato. Marchionne, dal canto suo, ha colto al balzo la pesantissima impasse americana per far propria - senza sborsare (per ora) un dollaro - la moribonda Chrysler. Un colpo da maestro che ha spiazzato il mercato e creato un precedente forse irripetibile (lo stesso approccio del top manager Fiat non ha avuto successo nel lungo tira e molla tedesco-americano per la Opel). E anche nei rapporti con le autorità i due «big» si assomigliano: Mulally non ha avuto problemi a bacchettare l’amministrazione Obama, rea di voler imporre entro il 2016 limiti alle emissioni e ai consumi «troppo onerosi», ottenendo dalla Casa Bianca alcune concessioni. Chi non ricorda, in proposito, la requisitoria di Marchionne contro il regolamento dell’Unione europea sulla CO2, definito «un bluff senza senso»? Negli Stati Uniti descrivono Mulally come tenace e infaticabile, pronto anche a telefonare personalmente a un cliente preso a campione e ringraziarlo per aver acquistato una Ford, optando magari per un motore ibrido. Anche Marchionne è instancabile (l’incontro di sabato con i suoi manager, il primo dopo le ferie, è durato 12 ore) ed è meglio che i concessionari americani della Chrysler comincino a memorizzare bene le sue sembianze. Anche a loro, prima o poi, capiterà di vedere entrare nello show-room un signore con un pullover nero intenzionato a comprare una macchina. La conferma del mandato dipenderà da come il «cliente» sarà trattato.
(Fonte: www.ilgiornale.it - 8/9/2009)

According to Autosport.com The Williams team is planning to use KERS in next year's car, despite the Formula One Teams' Association having agreed to drop the system voluntarily.

As we reported, FOTA teams announced in June that they would not be using KERS in 2010 as they deemed the technology was too expensive, despite the facts all works teams had already developed a race ready and fully functional KERS system.

Former Renault boss Flavio Briatore seemed to take a leading role in FOTA's push to ban KERS, but as he has now been fired by Renault, Briatore seemingly has no future role in Formula One. The pact could now collapse, with Williams having confirmed it is continuing with the development of its KERS with the intention of using it in next year's car.

"We fully support the use of KERS and always have done," Williams technical director Sam Michael said on Tuesday.

"Given the environmental and sustainability pressures that Formula 1 is going to face in the future, KERS is a positive step for the sport.

"It's in next year's regulations, so we're continuing developing our system with a view to using it on next year's FW32."

Williams, developing a flywheel-based KERS, has not used the system this season.

The Grove team recently rejoined FOTA after it was suspended earlier this year when it broke ranks with the rest of FOTA and entered the 2010 world championship before the FIA's initial deadline.

McLaren and Ferrari have been using KERS continuously this season, both scoring wins with the system.

Entro il 2020 saranno dieci le case automobilistiche con sede in sei principali mercati a determinare il 90% delle vendite mondiali dell'auto. Non solo. Si vedrà una presenza più massiccia di competitor con sede negli hub manifatturieri dei paesi emergenti rispetto all'attuale contesto di mercato che vede 15 main player operanti in 4 mercati. Questo è quanto emerge dall'ultimo studio di Deloitte (una tra le più grandi realtà nei servizi alle imprese in Italia) - dal titolo "A new era. Accelerating toward 2020 - An automotive industry transformed". "Un nuovo scenario competitivo si sta delineando", afferma Marco Martina, Partner di Deloitte ed esperto del settore automotive. "Le condizioni economiche globali e le dinamiche di mercato condurranno ad alcuni profondi cambiamenti strutturali nell'automotive, preparando il terreno per la crescita. Cina e India in particolare si affermeranno per avere un ruolo sempre più centrale, andando ad affiancarsi a Europa Occidentale, Giappone, Corea e Stati Uniti, i 4 attuali centri mondiali di progettazione e produzione per case automobilistiche e loro fornitori". Gli scenari prospettati dai maggiori esperti Deloitte del settore sono stati tracciati prendendo in considerazione le variabili che con più probabilità contribuiranno a cambiare profondamente il settore nei prossimi dieci anni. Tra questi giocheranno un ruolo chiave lo sviluppo tecnologico, i cambiamenti strutturali del settore, l'evoluzione dei gusti dei consumatori e i trend della forza lavoro. Per quanto riguarda i trend tecnologici le maggiori opportunità per i produttori d'auto saranno offerte in particolare dalla tecnologia dei motori e la svolta verso l'elettrico, dal passaggio dalla meccanica all'elettronica e dalla mobilità low tech/low cost.
(Fonte: www.deloitte.com - 16/9/2009)

Il futuro del nuovo Gruppo Chrysler si delinea sempre di più. Il mese di novembre è stato indicato dal nuovo consiglio di amministrazione - tenuto per le redini dall'italiana Fiat - come quello in cui saranno rivelati i nuovi piani aziendali, ma già qualche informazione è trapelata. I tre responsabili dei marchi Chrysler, Jeep e Dodge - rispettivamente Peter Fong, Michael Manley, Michael Accavitti - stanno lavorando per definire le nuove identità dei brand, con l'obiettivo congiunto di offrire al cliente un'ampia scelta di modelli, che copra ogni segmento di mercato. Per questo, le vetture Chrysler rappresenteranno il lusso all'interno del nuovo Gruppo e i loro listini verranno ritoccati verso l'alto mirando ad un antagonista come Cadillac (Gruppo General Motors). Per rendere ancora più marcata questa identità, l'attuale legame con Dodge verrà spezzato. La parentela che per esempio adesso unisce la Chrysler 300 con la Dodge Charger non esisterà più, perché "le piccole differenze erodono il brand - ha spiegato Accavitti - Attualmente i clienti vogliono differenze più marcate tra un prodotto e l'altro. La nostra missione è quindi quella di separare e amplificare la demarcazione tra Chrysler, Jeep e Dodge". Per fare questo la Dodge sfrutterà la tecnologia del Gruppo torinese in direzione di una motorizzazione a minor impatto ambientale, "ma non vedrete il DNA di Fiat nel look dei modelli Dodge", ha assicurato Manley. Quello che invece resterà più simile a se stesso è il marchio Jeep. "Jeep is Jeep", ha detto Manley, spiegando che "in questo caso il lavoro di analisi sulle preferenze di mercato dei prossimi dieci anni è più facile". Jeep "è" e resterà l'anima più sportiva della Casa di Detroit e il cambiamento più sostanziale - in questo caso - riguarderà l'efficenza dei motori, che verranno studiati con Fiat per consumare meno.
(Fonte: www.omniauto.it - 21/9/2009)

Making its world debut at the Frankfurt motor show, the Lexus LF-Ch full hybrid concept is Lexus’s first approach to the competitive European premium compact segment.

It reflects the growing demand for cars that are smaller and more fuel and CO2 efficient, but with no compromise in levels of refinement and driving pleasure. By next year the compact segment is expected to claim the largest share of the European premium car market.

The LF-Ch concept reaffirms Lexus’s commitment to Europe, combining compact dimensions, stylish five-door, full hybrid technology and low emissions to satisfy the most demanding customer requirements and to appeal to a new, younger generation of customers.

Exterior design

The LF-Ch concept presents a powerful evolution of Lexus’s L-finesse design philosophy. Rooted in Japanese culture, L-finesse is expressed in every aspect of the car, not only in the visual harmony between the interior and exterior design, but also in the combination of leading-edge engineering and technology with a user-friendly simplicity of function.

The designers focused on the careful juxtaposition of opposing major and minor elements. Intriguing contrasts are created between the powerful, machine-like overall surfacing of the bodywork and the painstaking detail of even the smallest elements, creating a synergy between technologically driven design and a fluid, hand-sculpted quality.

A new, bolder Lexus grille design sits above a deep, full-width bumper and air dam, giving a perfect balance of precision and power. The sharply sculpted, aerodynamic front wings overlap the front bumper to create deep, front brake-cooling air intakes and give the LF-Ch a powerful and purposeful wide-track stance.



In profile, the tapered side glazing, a muscular, rising beltline and a sharply truncated rear overhang project the car’s premium compact character. The steeply raked windscreen, long flowing roofline, blacked-out B-pillars and rear doorhandles integrated in the C-pillar window trim combine to give the appearance of a sporting pillarless coupe.

At the rear the trailing edge of the roof overhangs the rear window to create an integrated rear spoiler. The tailgate section has a pronounced step, which flows from the muscular wheelarches and is anchored by the wraparound tail lamp design. Aerodynamic detailing of the lower bumper smoothes airflow from beneath the car and feeds ventilation to the rear brakes.

Subtle finishing touches include discreet Lexus hybrid blue badging and sharply tapering chrome mouldings. The harmonious synergy of the design is further expressed in the contrasting, lively yellow exterior finish and calming blue interior illumination.

Interior design

The principles of L-finesse are carried through to the interior where again a powerful simplicity harmonises with hand-crafted quality in the detailing to create a calm, efficient and elegant design.

The cabin features a strongly asymmetric dashboard that is firmly driver-focused with outstanding ergonomics. The driver’s needs are seamlessly anticipated in several surprising elements, for example, when the car is started a greeting is presented on the navigation screen and an ambient lighting pattern appears in the headliner, creating a sophisticated lounge feel.

Extensive use of semi-aniline leather, polished aluminium, wood and soft-touch materials reinforces the theme of harmonious contrast in the dashboard, door panels and seating. The design of the seats is inspired by high quality furniture, with exposed metal frames, lightweight leather and grained black wood used in inter-related layers, shaped to reflect the intrinsic nature of each material used.

The driving position is low and well-supported, with a wide-grip steering wheel with paddle shift controls and an instrument binnacle housing large twin dials embellished with a turbine motif.

To help keep the driver’s focus on the road ahead, distracting instrumentation and switchgear has been kept to a minimum by using Lexus Remote Touch controls, as first seen in the new RX 450h. Using a multi-information display on top of the dashboard, Remote Touch works like a computer mouse, letting the driver access control and customise a range of information, entertainment and vehicle set-up programmes.

As with every Lexus, hospitality is at the heart of the ownership experience. To this end, the LF-Ch’s comprehensive on-board entertainment package includes iPhone docking for rear seat passengers.

Powertrain and driving performance

Allied to a wide track, long wheelbase and low centre of gravity, the LF-Ch’s full hybrid powertrain is engineered to deliver all the performance customers expect from a premium compact hatchback, while at the same time returning low fuel consumption, CO2 and NOx emissions.

With the benefit of the full hybrid technology of Lexus Hybrid drive, the car can be driven in a fully electric EV mode, a power option that is not available to drivers of mild hybrids. This allows for urban driving with minimal noise and zero emissions.

Appartiene all'Italia il primato nella produzione di autoveicoli con i valori di emissione più bassi nella media europea. E', infatti, di questi giorni la diffusione dei dati a livello europeo (a cura della Jato Dynamics, agenzia internazionale di consulenza e ricerca in campo automobilistico) sulla quantità di anidride carbonica prodotta dagli autoveicoli: e la notizia è che, nel nostro continente, fra i 25 Marchi automobilistici più venduti, la Fiat risulta il Costruttore le cui vetture dimostrano la migliore efficienza riguardo le emissioni di CO2 nell'ambiente: in media 129,1 g/km, secondo le rilevazioni del primo semestre di quest'anno. Da notare, sottolineano i ricercatori della Jato, che nel semestre precedente il Gruppo torinese produceva veicoli le cui emissioni di anidride carbonica erano, mediamente, di 133,7 g/km. Si può dire che, alla fine di Giugno, la Fiat abbia riportato un risultato di prim'ordine: quello, cioè, di unico Costruttore di autoveicoli a livello europeo ad avere raggiunto l'obiettivo dei 130 g/km fissato dalla Comunità europea per il 2015. Il primato di Fiat Automobiles è stato riconosciuto in 8 Nazioni sulle 21 monitorate; in altri 19 Paesi, si trova nei primi 3 posti. La top ten dei Costruttori "puliti" vede, alle spalle della Fiat, Toyota (132 g/km di media), Peugeot (134,5), Citroen (138,1), Renault (138,9), Ford (140,4),Opel (149,5), Volkswagen (152,5), Audi (162,6) e Mercedes (178,8). Nella classifica di produzione per Gruppi automobilistici, la Fiat si mantiene anche al primo posto, davanti a Toyota, PSA Peugeot-Citroen, Renault e Hyundai. Inoltre, è da rimarcare come - a proposito di mobilità sostenibile - il Gruppo Fiat sia stato riconosciuto al primo posto nella sostenibilità, entrando negli indici Dow Jones Sustainability World e Dow Jones Sustainability STOXX con un punteggio di 90/100 (a fronte di una media di 72/100) nella media delle aziende monitorate dalla SAM, società di rilevazione specializzata negli investimenti in base alla sostenibilità aziendale. Gli strumenti che hanno contribuito a far raggiungere alla Fiat il primato fra i brand col più basso valore di emissioni nell'ambiente vanno ricondotti, in prima battuta, alla diffusione di veicoli a metano: nei primi sei mesi del 2009, dal Lingotto sono usciti 65 mila autoveicoli "Natural Power" con destinazione Europa. I loro valori di emissione, mediamente 115,8 g/km di CO2, hanno abbassato di 13 g/km la media delle vetture prodotte dalla Fiat. Le strategie della Fiat per migliorare ulteriormente il primato europeo sulle emissioni di CO2 non si fermano qui: "L'obiettivo è rafforzare questa importante leadership - ha dichiarato, a questo proposito, l'Amministratore Delegato di Fiat Automobiles Lorenzo Sistino - Per farlo, continuiamo ad investire in tecnologia, con l'introduzione di nuovi motori e nuove applicazioni. Dall'innovativa tecnologia MultiAir per i propulsori a benzina, che garantisce un abbassamento di emissioni fino al 10 per cento, alla nuova generazione di motori Multijet, che faranno il loro esordio sulla Punto Evo e che saranno poi adottati da tutte le vetture del nostro Gruppo. Fra le tecnologie, lo Start&Stop, in grado di ridurre le emissioni del 12 per cento, che già equipaggia la 500 e ora è di serie sui motori Euro 5 della Punto EVO. Senza dimenticare le nuove applicazioni, come il software che attraverso la porta USB del sistema Fiat Blue&Me aiuta il comportamento alla guida, analizzandone il comportamento per ottimizzare i consumi e, di conseguenza, le emissioni".
(Fonte: www.motori.it - 18/9/2009)

The "one-liter" is so named because it uses just one liter of fuel to propel the car for 100 kilometers, or 62 miles. That translates to almost 240 mpg. In 2002, outgoing VW CEO Ferdinand Piëch, now head of the company’s supervisory board, drove a cigar-shaped prototype from VW headquarters in Wolfsburg to a shareholders’ meeting in Hamburg.

The idea of the one-liter car has been resurrected. VW’s biggest news at the Frankfurt auto show was the L1 concept, a prototype that "is close to production" and "will be developed," the company says. Three ingredients were needed to make it happen: a supremely efficient powertrain, great aerodynamics, and lightweight engineering.

For the powertrain, VW has opted for a 800 cc two-cylinder, 39-hp turbo-diesel engine combined with a 14-hp electric motor. There is a stop/start system and a seven-speed dual-clutch transmission. The L1 can reach 100 mph, but due to the highly tuned aerodynamice fuel economy at that speed drops to only 1.38 liters per 100 kilometers, or 170 mpg.

The L1’s aerodynamics are optimized by the two-seat layout with the occupants sitting in a row. The result is a car that is relatively long, quite low, and extremely slim. The monocoque and body is made of carbon fiber, and total weight of the L1 is a mere 380 kg (838lb). The 'in-line' seating arrangement significantly reduces the frontal area of the car allowing a Cd of just 0.195 to be achieved (most family cars are around 0.3 - the 3rd gen Prius is 0.26)

We have previously reported on a Honda Civic who's coefficient of drag (Cd) from 0.34 to 0.17 using DIY streamlining techniques that as a result achieved 95 MPG or 2.5Lt per 100km but you wouldn't be seen dead driving it on a public road without wearing a disguise. The L1 is much more refined and close to series production so could be on the market as soon as 2013.



PRESS RELEASE

World Premiere of the L1

Drivetrain

The Future Needs the TDI:

* Small TDI leverages minimal fuel consumption and maximum range
* Downsizing – 0.8 TDI is smallest diesel engine intended for production applications ever built by Volkswagen
* Electrifying idea – E-motor plus TDI pushes CO2 emissions down to 36 g/km



The TDI, E-motor and 7-speed DSG are located at the rear, and they combine to create the most fuel efficient road-legal car hybrid drive in the world. Proof of this are its 1.38 litre per 100 kilometres fuel consumption and 36 g/km CO2 emissions. Serving as the primary drive source is a completely redeveloped two-cylinder turbo-diesel with common rail direct injection (TDI). It is operated in two different modes depending on the load conditions. In the standard “ECO” mode, the 800 cm3 TDI develops a power of 20 kW / 27 PS (at 4,000 rpm); in “Sport” mode – used to reach top speed, for example – the car’s power rises to 29 kW / 39 PS (at 4,000 rpm). The TDI’s maximum torque is 100 Newton-meter (at 1,900 rpm). Naturally, the L1 also has a Stop-Start system that automatically shuts down the engine when vehicle has stopped and restarts when the accelerator or E-pedal is pressed.

The hybrid module has been integrated into the housing of the 7-speed DSG (Direct Shift Gearbox). It is located between the TDI engine and the DSG gearbox and consists of a 10 kW / 14 PS electric motor and a clutch. The E-motor is supplied with energy from a lithium-ion battery located at the front of the car. An electronic power control module, operating at around. 130 Volts manages the flow of high voltage energy the battery and to the E-motor. In parallel, the vehicle’s low voltage electrical system is supplied with the necessary 12 Volts through a DC/DC converter.

Electric motor – details of the E-motor

In normal operation the electric motor can support the TDI engine in conditions such as by electronic load point shifting and in acceleration. If necessary – generally during acceleration – the E-motor can supply 40 percent additional torque over the entire speed engine speed range. Moreover, the E-motor can propel the L1 over short distances by itself. In this case, an auxiliary clutch decouples the TDI from the drivetrain. Restarting the TDI is a very easy process. In so-called “pulse starting” of the TDI, the electric motor is sped up and is then coupled to the TDI unit to provide almost instant starting. The entire process takes place automatically and without jolts, so the driver hardly notices the restarting of the TDI engine.

In braking phases, the E-motor operates as a generator to charge the lithium-ion battery by recovering braking energy. The gears of the automatically shifting DSG are always selected with the aim of achieving the best possible fuel economy. The engine controller regulates all energy flow and drive management tasks taking into account the moment by moment demands for power made by the driver. Some of the parameters used to calculate the optimum propulsion mode for the given conditions are: accelerator pedal position, engine load, momentary fuel demand, energy supply and the mix of kinetic and electrical energy at any given time.

Diesel engine – details of the 0.8 TDI

The TDI engine in the L1 is a new development. Yet, even here Volkswagen has been able to exploit synergies to design an engine that is both innovative and cost-effective. Hence, this 0.8 litre TDI unit has been derived from the 1.6 TDI just introduced a few months ago. The 1.6 TDI is making its debut at the IAA in cars such as the new version of the Golf BlueMotion (3.8 l/100 km) and the Passat BlueMotion (4.4 l/100 km) – which are currently the world’s most fuel-efficient production cars in their respective classes.

Based on their common origins, the 0.8 TDI and 1.6 TDI have identical cylinder spacing (88 millimetres), bore (79.5 millimetres) and stroke (80.5 millimetres). These high-tech TDI engines also share key internal engine features for reducing emissions. They include special piston crowns, multi-injection and individual orientations of the specific injection jets. On both drivetrains there is exhaust gas recirculation, an oxidation catalytic converter and a diesel particulate filter. Equipped this way, the TDIs in each Volkswagen fulfil the limits of the Euro-5 emissions standard with ease.

The 1.6 TDI, thanks to its common rail injection, is also an exceptionally quiet and low-vibration diesel engine. These positive properties have been successfully transferred to the two-cylinder unit. The TDI’s aluminium crankcase was also constructed with high precision to achieve very low friction losses. The oil pump, designed to operate at a maximum oil pressure of 4.0 bar, also contributes to engine efficiency.

Another example of how the entire drive system is configured for high efficiency is the L1’s cooling system. Its external water pump is controlled by engine management so that cooling is only activated while engine operating conditions require it. This thermal management also contributes to reduced fuel consumption. A second electric water pump, also activated only when needed, provides cooling required for the starter generator and the power electronics in a separate water circulation loop operating at a lower temperature level.

Automatic transmission – details of the 7-speed DSG

Gear shifting work aboard the L1 is handled by the 7-speed DSG, which is one of the most innovative automatic transmissions in production. Compared to the version equipping the new Polo, for example, the design of the Direct Shift Gearbox has been developed to include clutch control for the hybrid module. Furthermore, individual gear ratios have been optimised to attain responsive driving performance despite the car’s extremely low fuel consumption. The hybrid module is integrated into the DSG housing as previously mentioned. It is located where the flywheel is usually to be found.

Driving performance – economical and yet responsive

The L1, equipped with ABS and ESP, has a top speed of up to 160 km/h – this is remarkable considering its fuel efficiency. With maximum acceleration from a standstill, the two-seater reaches 100 km/h after just 14.3 seconds. The fuel tank holds just ten litres yet, this is sufficient for a theoretical driving range of about 670 kilometres, given the car’s 1.38 litre average fuel consumption.

A battery-electric Ford Focus will appear tonight, Friday, Sept. 18 on "The Jay Leno Show" (NBC, Monday-Friday, 10-11 p.m. ET) in a segment they call "Green Car Challenge." The battery-electric Ford Focus will be used throughout the first season of the show, driven by celebrity guests who accept the challenge.

"The Jay Leno Show"'s unique Focus BEV started life as a European production Focus ST, built in Germany in July. The car was delivered to Ford's world headquarters in Dearborn, Mich., where engineers went to work, removing the traditional engine and gas tank and installing an entire electric powertrain – all in six weeks. With Recaro racing seats, a full roll cage, a five-point racing harness and wearing a unique (and fitting) "Electric Orange" paint scheme, the battery electric Focus ST is ready for racing.

With a sophisticated electric powertrain, the zero-emissions Ford Focus BEV delivers nearly as much torque at the wheels as a 2010 Ford Mustang V-6. It also stores enough energy to power an average household for 24 hours.

VEHICLE SPECS:
Powertrain: permanent magnetic electric motor
Power: 141 hp / 105 kw
Torque: 236 lb.-ft. / 320 Nm
Redline: 7500 rpm
Batteries: 98, air-cooled, 60 A-h Lithium-ion batteries
Capacity: 23 kilowatt hours
Transmission: Single speed gearbox

Steering: Electric power-assisted rack-and-pinion
Front suspension: Macpherson-type struts
Rear suspension: Independent short-long arm (SLA), control blade multi-link system
Brakes: Front: 12.6 in / 320 mm ventilated discs
Rear: 11.0 in / 280 mm solid disc
Anti-lock system

Wheelbase: 104 in / 2640 mm
Overall length: 171.7 in / 4362 mm
Overall height: 58.9 in / 1497 mm
Overall width: 72.4 in / 1840 mm
Curb weight: 3,421 lbs

As more of a styling exercise than anything with production in mind, Citroen have launched a concept car in homage to the 2CV. We don't see the connection at all to be honest.

Readers are meant to imagine the Revolte is powered by an unspecified small-capacity conventional combustion engine combined with an electric motor and a battery re-charging function. From that you'd say it was a series hybrid but they also state "both able to drive the wheels" so that makes it a parallel hybrid. Either way that's as in-depth as Citroen care to get on the technical specs so thee's nothing more we can tell you really.




PRESS RELEASE:

REVOLTE: Luxury, ecology and a touch of cheek!

Citroën is once more proving its credentials as a bold forward-looking brand with the concept car REVOLTE, an ultra-chic city car combining luxury with a touch of cheek.

A compact city car, REVOLTE sidesteps the difficulties of dense urban traffic with a totally new approach to small car design. This bold, chic car opts for luxury with a touch of cheek, technology and glamour, power and verve.
With its iridescent, glossy colours, silky smooth textiles, and subtle, sophisticated materials, REVOLTE places passengers in a feminine, cosmetic setting, of bold and elegant design.
Spirited and lively, REVOLTE also has an eye on the future with its rechargeable hybrid drivetrain. This ecologically sound technology makes maximum use of electric mode and also contributes to the concept car's agility.
Gloom, conformism and dullness are just not in REVOLTE's vocabulary. Its personality and qualities lend colour to the city and to the world of luxury.

More broadly, REVOLTE reflects a concern with topical issues. Increasing urbanisation, new means of communication and the growing variety of mobility solutions show that we can expect the use of small cars to develop considerably. Mirroring changing social trends and lifestyles, small cars are taking on a new status and expanding their scope of action. Whether as economical cars, second cars, liaison vehicles or fashion accessories, small cars are attention-pullers that dare to be different. They offer particularly fertile ground for progress in automotive technology.
Citroën has long been a key player in the segment of small cars and has made them a preferred medium of expression. The latest events at the Marque are once more turning the spotlight on the small-car segment, with the launches of the new C3 and DS3.


REVOLTE, superbly transgressive, clearly distinctive

With its forceful lines and compact dimensions, REVOLTE could simply content itself with being a conventional small urban vehicle. Living up to its name, however, REVOLTE has set its sights higher. This concept car takes a highly contemporary approach. It shares some of the characteristics of executive vehicles but, at the same time, it transgresses the codes of the luxury world as we know them to include references that are far removed from those usually associated with cars.

Far more than just a small, functional vehicle, REVOLTE is a high-spirited performer. Its character is illustrated by its size (3.68 m long, 1.73 m wide and 1.35 m tall), and also by its bodywork which shuns the strict, austere codes of conventional luxury to drape itself in an intense and radiant shade of violent.
A low-set vehicle sitting squarely on its four wheels, REVOLTE makes light work of urban driving. An impression confirmed by its proportions.
With its strongly marked wheel arches, curving bonnet, and sculpted sides matching the line of the roof, REVOLTE is sleekly muscled and ready to pounce.

The rear-hinged doors provide easy access to the cabin, revealing a multicoloured interior that resembles a box of make-up. This unusual idea of associating bright colours with luxury styling reflects Citroën's bold creativity. Like the Hypnos concept car before it, REVOLTE reflects efforts to modernise the traditional notions of luxury.
The main materials featured in the cabin are: woven black leather, thick crimson velvet and gleaming aluminium. Out go conventional materials such as wood, and conventional colours. The onboard ambience of REVOLTE aims for a bold but luxurious feel.

REVOLTE also dares a three-seater cabin design, designed to resemble a lounge with seats similar to those found in home furnishings.
The passenger area includes a meridian sofa of contemporary design whose flowing lines cover the entire rear area of REVOLTE as well as the space usually reserved for the front passenger. The passenger sitting in this last space can stretch out his or her legs and enjoy the sensations offered by the cosy, luxurious ambience.
It is also possible to install a rearward-facing childseat.
REVOLTE thus boasts an architecture never before seen on this type of vehicle, with original and distinctive forms.
REVOLTE: intelligent technology in action

REVOLTE's approach to innovation reflects its standpoint on luxury. The two are clearly indissociable. It is difficult to see whether the luxury of the vehicle inspired its high-tech content or if the technology is a medium for the luxurious design. REVOLTE immediately subjugates onlookers. Inside, technology and luxury form an ideal match, as illustrated by the following:

- the tactile screen of REVOLTE is encased in a crystal beam. The superbly crafted deep red crystals literally project the tactile screen into the cabin for an eloquent and original effect. This is not their only function, since they also serve to recycle air on board REVOLTE, like a respiratory system;

- chic and elegant, the rear bench of REVOLTE is not only a brilliant demonstration of style. It also houses the concept car's electric batteries. This clever stowage solution improves the look of the cabin as a whole;

- on the outside, the bonnet of the car is covered in photovoltaic cells carrying out the electric functions linked to onboard comfort, including when the vehicle is stationary. This makes it unnecessary to use the resources of the electric batteries;

- at the front of REVOLTE, the observer's eye is drawn to a curved glass shape underlining the generous lines of the grille. The backlit translucent bottom of the glass brings out the chevrons to original effect, subtly identifying the concept car as a Citroën vehicle.

The powertrain of REVOLTE also shares the concept car philosophy, in terms of technology, sophistication and ecology.



REVOLTE, a modern activist

The powertrain of REVOLTE shatters the view traditionally associating "small" with "basic". The contemporary, sophisticated character of REVOLTE is also reflected in its powertrain, which has the future clearly in its sights.
Striking a distinctive note in the automotive industry's ongoing quest for "all-electric" solutions, REVOLTE features a solution that is both exciting and credible: a rechargeable hybrid drivetrain.

The characteristics and features of the drivetrain are as follows:
- a small-capacity conventional combustion engine combined with an electric motor, both able to drive the wheels;
- the ability to run in all-electric ZEV (Zero Emission Vehicle) mode, i.e. without emissions;
- a battery recharging function that supplies the electric motor.

This rechargeable hybrid drivetrain places the emphasis on "all-electric" running. As well as producing no CO2 emissions, this mode delivers a quiet ride with a high level of driving comfort.

Even with this drive system, REVOLTE is not about to give in to boredom and indolence. Although we need not go into detail about its high top speed, this concept car is a lively performer with strong acceleration. REVOLTE respects the ecological constraints of urban driving in every way while also delivering an agile and spirited ride.


REVOLTE turns conventions on their head!

Citroën decided to take a bold approach to revolutionising the conventional image of small cars. The modern character of REVOLTE is therefore expressed through provocative styling inspired by one of its most illustrious ancestors: the 2CV. What car better embodies the small vehicle concept than that motoring icon, the 2CV?
Adopting a heretic stance, REVOLTE reviews all the codes of the 2CV, systematically transforming all the values that made the 2CV the myth it remains today.

the 2CV was plain and neutral, REVOLTE is luxurious and colourful;
the 2CV was basic and simple, REVOLTE is intelligent and high-tech;
the 2CV was slow and bouncy, REVOLTE is lively and spirited.

In this way, REVOLTE expresses the creativity and dynamic vitality of Citroën, a brand in touch with its past but continuously in search of progress.
Citroën is currently celebrating 90 years of automotive success, technology and innovation that will serve as sources of study and inspiration for the decades to come.

Today sees the world launch of the REVA NXR (NeXt Reva), a new lithium-ion powered electric car from REVA Electric Car Company (REVA), which is scheduled to go into production early 2010. Also being unveiled for the first time is REVA's showcar, the REVA NXG (NeXt Generation), which is the company's 2011 model.

REVA NXR is an M1 category three-door, four-seater hatchback family car that is suitable for urban driving. Top speed is 104 kph (65 mph) with a range of 160 kms (100 miles) per charge. If using the 90 minute fast charge (normal charging is eight hours), the REVA NXR offers an effective range of 320km a day. A fast charge for 15 minutes will provide a 40 km (25 mile) range.

The REVA NXR has keyless entry and operation, dual charge ports, intelligent digital display and a range of telematics. These include SMS alerts and commands such as distance-to-empty and time-to-full charge, remote cabin heat/cool, a monthly eco-drive check by email, service and insurance alerts, remote diagnostics and healing and REVive remote emergency charge. REVive is exclusive to REVA and acts like an invisible reserve fuel tank and addresses 'range anxiety'. If a customer runs out of charge, they can telephone or SMS REVA's customer support centre. The advanced telematics feature will assess the car's batteries remotely and activate a reserve amount of energy while protecting the battery life. Within minutes, a few extra kilometres of range are made available via the telematics and the driver can continue home or to a place where the NXR can be charged.

Prices of the NXR will vary across Europe depending on taxes and subsidies. Customers will be offered the option of purchasing the car and batteries separately, or at an all-inclusive price. If bought separately, the benefit will be a lower purchase price, with the batteries paid for on a monthly basis – just like petrol – as part of a monthly mobility fee, which could also include electricity, telematics and other services. Average prices in Europe, excluding batteries, will be around 14,995 euros for the lithium-ion NXR Intercity version. The REVA NXR City, with lead acid batteries that has an 80 km (50 mile) range and a speed of 80 kph (50 mph) is also available from 9,995 euros and a small monthly mobility fee.

Chetan Maini, deputy chairman and chief technology officer of REVA said today; "The NXR is a stylish city car packed full of user-friendly technology. You can order one from today and production will start early next year, so you can be one of the first to own the latest generation of electric cars."



Styled by Dilip Chhabria, the REVA NXG is an M1 category, two-door, two-seater car with a targa top. The REVA NXG has a range of 200km (125 miles) per charge and a top speed of 130 kph (80 miles per hour). It features the same telematics as the REVA NXR, including REVive and, using the fast charge, it has an effective range of 400 kms (250 miles) a day. This showcar, the REVA NXG, is REVA's 2011 model and its first showing is at the Frankfurt Motor Show (IAA). Pricing in Europe excluding batteries is from 23,000 euros plus a monthly mobility fee.

REVA is committed to mitigating climate change with the creation of ultra low carbon cars – it has only ever made EVs. Every REVA NXR and REVA NXG will be Born Green, meaning they will have one of the lowest dust-to-dirt carbon footprints of any car in mass production. The REVA NXR has been designed to use approximately 80% fewer parts than a conventional or hybrid car and will be assembled in REVA's new ultra low-carbon assembly plant in Bangalore powered by solar energy and using natural light and ventilation and rainwater harvesting. Preparations have begun to create a 'second life' for the lithium batteries to optimise energy efficiency and reduce the cost to consumers via the creation of guaranteed residual values. From 2010 REVA will publish the carbon emissions for the assembly and lifetime operation of both these new cars and by this environmental disclosure, customers can make an informed buying decision.

REVA's new website, www.revaglobal.com, launches the same time as the new cars and customers can register their interest in either vehicle on the online priority list from today by paying a refundable 500 euro fee.

It looks like a regular Volvo C30 and it features the very same safety, comfort and space as the standard car. The difference is that it is powered solely by electricity, entirely without exhaust emissions, and has a range of up to 150 kilometres.

Volvo Cars' ambitious electrification strategy has quickly produced concrete results. In addition to the market introduction of a plug-in hybrid in 2012, work is currently under way on evaluating the viability of an entirely electric-powered car known as a BEV (Battery Electric Vehicle).

In 2009, a small number of prototype versions of the C30 BEV have been built and tested internally by Volvo. In addition to focusing on performance and safety, much of the focus is on integration of the electric propulsion system with the rest of the car.

"The Volvo C30 is the first model we will try out with electric power. This car's excellent properties in city traffic and its relatively low weight make it particularly suitable, since electric cars are primarily expected to be used in and around cities and for daily commuting," says Lennart Stegland, Director of Volvo Cars Special Vehicles.

Technical solution

Electricity is highly suitable as a fuel for passenger cars. It is the superior energy efficiency of the electric motor compared with the combustion engine which suggests that electric cars will become increasingly common in the future as fuel prices rise and demands for low CO2 emissions become ever more stringent.

The Volvo C30 BEV is powered with a Litium-Ion battery that is charged via a regular power socket found in most homes.

Recharging an entirely depleted battery via the regular household power supply system (230V, 16A) will take about eight hours. If the car is charged with renewable electricity this means that emissions - all the way from electricity production to its use out on the road - will in principle be non-existent.

The electric motor is housed under the bonnet, just like the engine in a conventional car. One of the priorities within the BEV project is to find the optimal placing of the battery. Most likely is the prop shaft tunnel and the place where the fuel tank normally is located the best places. These locations are within the car's optimised crumple zone in the most common collision scenarios. Since the car runs solely on electricity, it requires a larger battery with higher capacity (24 kWh) than in the case of the plug-in hybrid (12 kWh).

Battery capacity

The C30 BEV is limited to a top speed of about 130 kilometres an hour, which will be more than sufficient for most users of this type of car. Acceleration from 0 to 100 kilometres an hour will take less than 11 seconds. The car will have a range of up to 150 kilometres. This range is longer and far better than the distance 90 percent of all Europe's motorists drive per day.

The same safety standards as always

Volvo Cars imposes the very same high safety standards on all its products irrespective of the type of fuel or power source used. Volvo's safety dedication is always focused on the human being and is based on solid know-how of real-life traffic situations. What is more, comprehensive in-house tests are carried out both virtually and in Volvo's highly advanced crash-test laboratory. If Volvo chooses to introduce an entirely new type of electric car on the market, it will be just as safe as any other car bearing the Volvo badge.

Volvo has theoretically identified all the electrification-related safety scenarios in the stages before, during and after a collision. After careful study of these scenarios, the company's engineers will create solutions for handling each and every situation identified, guaranteeing that any future electric cars fully match Volvo's renowned safety standards in every respect.

Market potential

Volvo Cars' main electrification track over the coming decades is plug-in hybrids. This applies in particular to the company's larger car models. The combination of electric motor and combustion engine is the solution that probably has the greatest potential from both the technical and commercial viewpoints. Plug-in hybrids offer long range, good environmental performance and at the same time limited dependence on expensive battery technology.

There are several factors that determine how successful dedicated electric cars will be in the future:

"The consumer must feel that this type of car is attractive both to drive and own. In order to ensure this, we feel that electric cars will have to be as comfortable and safe and offer similar levels of performance as cars with other power sources. The learning from the C30 BEV project will help us to fulfil all these criteria and showcase Volvo's determination to drive developments in the field of electrification," says Paul Gustavsson, Director of Electrification Strategy at Volvo Cars.

Secondo i piani di Fiat, i motori Chrysler a benzina adotteranno la tecnologia MultiAir a partire dal 2011. Come accaduto per il 1.4 T-Jet, anche i propulsori di origine americana godranno dei benefici che offre questa tecnologia, vale a dire maggiore potenza e coppia, contemporaneamente a minori consumi ed emissioni. I primi motori Chrysler che adotteranno il MultiAir saranno i quattro cilindri 2.0 e 2.4, prodotti da GEMA e attualmente installati sotto il cofano di varie vetture come Chrysler Sebring, Dodge Caliber e Avenger, Jeep Patriot e Compass. Inoltre, verso la fine del 2012 la tecnologia MultiAir verrà implementata anche nei motori V6 della linea Pentastar, come il nuovo 3.6 a benzina che debutterà con la prossima generazione della Jeep Grand Cherokee.
(Fonte: www.autoweek.com - 14/9/2009)

At the 2009 Frankfurt Motor Show, Ford of Europe is revealing the first of a fleet of Battery Electric Vehicle (BEV) prototypes based on the Ford Focus, and specially developed to participate in the UK Government's "Ultra-Low Carbon Vehicles" demonstration initiative next year.

The research programme aims to test the technology's suitability for potential future application in Ford's European passenger car range.

A consortium of Ford, Scottish and Southern Energy and Strathclyde University will use the fleet of 15 prototype Ford Focus BEV vehicles and a charging infrastructure in and around the London Borough of Hillingdon from early 2010.

This new BEV demonstration fleet is being developed partly with public funding from the UK Government's Technology Strategy Board (TSB), which promotes innovative industry-led projects that reduce CO2 while benefitting the country's transport system.

“Electrification is a key element in the effective use of Ford's global resources and talents,” John Fleming, Chairman & CEO Ford of Europe said. “The development of this fleet of Focus BEV prototypes is an important step in our goal of delivering more efficient and sustainable mobility solutions that are affordable and practical for our customers. We are looking forward to working with the various project partners on developing a realistic solution and viable market for electric vehicles both in the UK and Europe."



The Focus BEV prototype vehicles

The Focus BEV prototype is based on the current European Ford Focus and will use a new all-electric powertrain, provided by the strategic supplier Magna. This technology is based on that being developed for Ford's new-generation C-sized global vehicle architecture and which will be launched in North America in 2011.

To evaluate whether this technology is suitable for European road and driving conditions, a fleet of 15 European Focus BEV prototypes is being built. These cars will deliver local zero emission mobility without constraining the user needs and providing room for five passengers, a practical boot and other Ford Focus attributes.

Under the skin of the Ford Focus prototypes is a state-of-the-art lithium-ion battery pack with the capacity of 23kWh and a chassis-mounted 100kW permanent-magnet electric traction motor. The BEV will have a range of up to 75 miles and a top speed of up to 85mph. Charging the batteries will take between six to eight hours using a common 230 volt grid.

The prototype incorporates key components from Ford’s proven North American hybrid technology, including the electric climate control system.
The high-voltage air-conditioning compressor is a key feature of the 2010 Ford Fusion Hybrid, recently introduced in the North American market.

L'obiettivo dei 6 milioni di veicoli venduti all'anno dovrà essere raggiunto da Fiat insieme a Chrysler senza alcuna ulteriore acquisizione. L'ambizioso obiettivo per il gruppo torinese è stato da poco confermato dal suo amministratore delegato, Sergio Marchionne, intervenuto al tradizionale appuntamento del Salone dell'auto di Francoforte. Le dichiarazioni dell'AD giungono a pochi giorni di distanza dalla chiusura delle contrattazioni tra General Motors e Magna per il destino di Opel. La nuova linea di Marchionne pone Fiat e Chrysler dinanzi a un obiettivo non semplice da realizzare, ma vitale per consentire alle due società di sopravvivere nell'agguerrito comparto dell'auto messo a dura prova dalla difficile congiuntura economica internazionale. Le dichiarazioni dell'AD sembrano dunque chiudere qualsiasi possibilità per l'avvio di nuovi contatti con Magna o GM per assumere una possibile partnership in Opel. Su questo fronte, infatti, Marchionne è stato chiaro e netto: «Abbiamo definitivamente chiuso con Opel». Il numero uno del gruppo torinese, da poco anche primo responsabile di Chrysler, ha dunque confermato l'intenzione di «arrivarci da soli con Chrysler» all'obiettivo dei 5,5 - 6 milioni di veicoli venduti, una cifra considerata fondamentale da Marchionne per poter creare un gruppo globale in grado di sopravvivere nel prossimo decennio e di confrontarsi ad armi pari con gli altri grandi protagonisti del comparto. Tale obiettivo sarà reso possibile, in primo luogo, grazie alla massiccia e indispensabile ristrutturazione di Chrysler. «Il piano industriale di Chrysler sarà presentato a novembre» ha dichiarato l'AD, confermando le voci circolate negli ultimi giorni sul futuro prossimo del produttore americano ancora in affanno. Secondo Marchionne, il processo di ristrutturazione di Chrysler sarà lento e implicherà tempi lunghi, ma alcuni primi segnali di miglioramento potrebbero già registrarsi nel corso del 2010, crisi economica permettendo. Il rilancio della società statunitense non sarà solamente legato alla messa in produzione di nuovi prodotti, l'intera struttura aziendale andrà profondamente rivista. «Non è solo una questione di prodotti. C'è molto lavoro da fare nei prossimi cinque anni, che va ben oltre gli interrogativi su un tipo particolare di prodotto o un altro. Le ambizioni vanno molto oltre questo problema» ha dichiarato Marchionne ai giornalisti nel corso della sua visita al Salone dell'auto in Germania. Risollevare le sorti di Chrysler sarà una parte integrante del piano concepito dall'AD per raggiungere l'auspicato aumento di veicoli venduti su base annua. E proprio sul fronte delle vendite, il responsabile del gruppo torinese ha sottolineato l'importanza finora assunta dagli incentivi statali alla rottamazione messi in campo da numerosi paesi europei. Tale pratica ha consentito di attenuare gli effetti della crisi sugli ordinativi e, secondo Marchionne, andrebbe rinnovato anche per il prossimo anno in Italia «per il bene del paese» poiché un no da parte del governo potrebbe avere «un impatto disastroso» sull'economia nostrana. L'AD ha poi confermato di attendersi alcuni contraccolpi sul fronte delle vendite a causa della fine degli incentivi in alcuni paesi: «È scontato lo stop in Germania, dove avremo un rallentamento; la situazione non è chiara in Italia, Regno Unito e Francia». Secondo il numero uno del Lingotto, solamente tra il 2012 e il 2013 il comparto automobilistico su scala globale riuscirà a tornare a livelli pre-crisi comparabili con quelli fatti registrare nel biennio 2007 - 2008. Si profilano dunque anni difficili nei quali la gara alla sopravvivenza dei principali marchi porterà a un confronto duro con una concorrenza molto agguerrita. Resistere in tale contesto non sarà semplice, ma secondo Marchionne alcuni timidi segnali di ripresa potrebbero rendere il 2010 un anno meno duro rispetto al 2009.
(Fonte: www.manageronline.it - 16/9/2009)