Category Archives: Alternative transportation

Johnson Controls’ Lithium-ion batteries power Hybrid Range Rover

Johnson Controls’ Lithium-ion batteries power Hybrid Range Rover

18 December 2014

Johnson Controls is supplying the Lithium-ion battery pack for the Hybrid Range Rover (earlier post), announced in 2013. Production of the cells and complete battery systems is underway at Johnson Controls’ manufacturing facility in Holland, Michigan.

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JLR+battery+pack
Cutaway of the Li-ion battery pack for the Range Rover. Click to enlarge.

The Range Rover Hybrid powertrain features three driver-selectable modes and combines Land Rover’s popular 3.0-liter SDV6 diesel engine with a 35kW electric motor integrated with the 8-speed ZF automatic transmission. The hybrid system, including lithium-ion battery pack, inverter and electric motor weighs less than 120 kg (282 lbs). Fuel consumption is 6.4 l/100 km (36.7 mpg US) on the combined cycle, with CO2 emissions of 169 g/km.

The Hybrid Range Rover vehicles are being made at Land Rover’s advanced manufacturing center in Solihull, England.

Iogen and Raízen begin production of cellulosic ethanol in Brazil

Iogen and Raízen begin production of cellulosic ethanol in Brazil

18 December 2014

Cellulosic biofuel technology developer Iogen Corporation and Raízen, one of the world’s largest producers of sugarcane ethanol, have begun production of cellulosic ethanol on schedule at Raízen’s newly expanded Costa Pinto sugar cane mill in Piracicaba, São Paulo, Brazil.

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Raízen broke ground on the $US100 million “biomass-to-ethanol” expansion just over one year ago. The new facility will convert biomass such as sugar cane bagasse and straw into 40 million liters (10.6 million gallons US) per year of cellulosic biofuel. It will also be the first large-scale commercial implementation of Iogen Energy’s cellulosic ethanol technology, which the company developed and has extensively proven in its Ottawa demonstration facility.

Pedro Mizutani, Raízen’s Executive Vice President, said that continuous commercial production will commence with the upcoming 2015 harvest season. Raízen has already announced that, given a success at Costa Pinto, it intends to deploy Iogen Energy’s technology in seven more Raízen sugar cane mills.

We plan to be producing up to 1 billion liters [264 million gallons US] of cellulosic biofuel from bagasse and cane straw by 2024.

Raízen is a joint venture between Royal Dutch Shell and Brazilian ethanol company Cosan SA. Raízen produces more than 2.2 billion liters [581 million gallons US] of ethanol annually, 4.5 million tons of sugar, and has installed capacity of 934 MW of electric energy derived from sugar cane bagasse. The company has more than 5,200 service stations for retail fuel distribution in Brazil, more than 900 convenience stores, 60 fuel distribution depots, and aviation fuel businesses in 58 airports in Brazil.

Rice U team uses new computational methodology to identify high capacity MOFs for on-board natural gas storage

Rice U team uses new computational methodology to identify high capacity MOFs for on-board natural gas storage

18 December 2014

Researchers from Rice University, Lawrence Berkeley National Laboratory and UC Berkeley have developed a computational methodology to support the experimental exploration of potential high-capacity metal organic frameworks (MOFs) for use in on-board storage of natural gas. The advantages to using MOFs as a storage medium are many and start with increased capacity over the heavy, high-pressure cylinders in current use.

In a paper in the ACS Journal of Physical Chemistry C, they report identifying 48 materials with higher predicted deliverable capacity (at 65 bar storage, 5.8 bar depletion, and 298 K) than MOF-5—the currently best available for the natural gas storage application. The best material identified by the researchers has a predicted deliverable capacity 8% higher than that of MOF-5.

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MOFs are nanoscale compounds of metal ions or clusters known as secondary building units (SBUs) and organic binding ligands, or linkers. These linkers hold the SBUs together in a spongy network that can capture and store methane molecules in a tank under pressure. As the pressure is relieved, the network releases the methane for use.

Due to their high porosities, high surface area, and tunable chemistry, MOFs are regarded as a promising class of nano-porous materials. Potential applications of MOFs include drug delivery, sensing, purification, catalysis, and gas storage. In the gas storage application, in particular, MOFs appeal as a competitive alternative to other materials, such as zeolites, because of their potentially higher performance and adjustability. Computation predictions have extended the number of potential MOFs to 100, 000.

From a practical point of view, one can only synthesize and test a small fraction of all possible MOF materials, and computation predictions are useful for suggesting promising sets of MOFs to synthesize. Existing prediction methods focus on simulation of the self-assembly process, placing known SBUs into candidate periodic networks. A limitation of these methods is that only pre-existing linkers are considered, with little or no exploration of the space of possible organic linkers.
We here develop a de novo evolutionary algorithm to explore the composition and configuration space of linker molecules to optimize methane deliverable capacity in predicted MOFs.

Since the linker, SBU, and topology can all vary, the chemical search space is nearly infinite. This poses a fundamental problem for the current methods of library generation, which are all based on brute force enumeration, as the number of compounds grows exponentially with length and branching structure of the linkers. The vast majority of these potential have poor methane delivery performance. Thus, it is desirable to efficiently sample the part of the MOF composition space with favorable materials properties. We tackle this issue by using an evolutionary algorithm to rapidly explore MOF linker composition space, among MOFs with high predicted methane deliverable capacity.

1222_MDF-1-RN
One of 48 metal organic frameworks discovered through an algorithm developed at Rice to explore compounds that excel at storing methane. Here, molecules known as secondary building units (top left) and organic binding ligands, or linkers (top right) can be used in a chemical process to produce the metal organic framework seen at bottom. Courtesy of the Deem Research Group. Click to enlarge.

The team led by Rice bioengineer Michael Deem used a custom algorithm not only quickly to design new MOF configurations able to store compressed natural gas with a high “deliverable capacity,” but also to design ones that can be reliably synthesized from commercial precursor molecules. The algorithm also keeps track of the routes to synthesis.

The program adhered to standard DOE conditions that an ideal MOF would store methane at 65 bar (atmospheric pressure at sea level is one bar) and release it at 5.8 bar, all at 298 kelvins (about 77 degrees Fahrenheit). That pressure is significantly less than standard CNG tanks, and the temperature is far higher than liquid natural gas tanks that must be cooled to minus 260 degrees F.

Lower pressures mean tanks can be lighter and made to fit cars better, Deem said. They may also offer the possibility that customers can tank up from household gas supply lines.

The Deem group’s algorithm was adapted from an earlier project to identify zeolites. The researchers ran Monte Carlo calculations on nearly 57,000 precursor molecules, modifying them with synthetic chemistry reactions via the computer to find which would make MOFs with the best deliverable capacity.

Our work differs from previous efforts because we’re searching the space of possible MOF linkers specifically for this deliverable capacity. We’re very keen to work with experimental groups, and happy to collaborate. We have joint projects underway, so we hope some of these predicted materials will be synthesized very soon.

The researchers hope to begin real-world testing of their best MOF models.

Yi Bao, a graduate student in Deem’s lab at Rice’s BioScience Research Collaborative, is lead author of the paper. Co-authors are Richard Martin and Maciej Haranczyk of the Lawrence Berkeley National Laboratory and Cory Simon and Berend Smit of the University of California-Berkeley. Deem is chair of Rice’s Department of Bioengineering and the John W. Cox Professor of Biochemical and Genetic Engineering.

The DOE Office of Basic Energy Sciences, Division of Chemical Sciences, Geosciences and Biosciences, supported the research. The researchers utilized the National Science Foundation-funded DAVinCi supercomputer administered by Rice’s Ken Kennedy Institute for Information Technology.

Resources

  • Yi Bao, Richard Luis Martin, Cory M Simon, Maciej Haranczyk, Berend Smit, and Michael W Deem, “In Silico Discovery of High Deliverable Capacity Metal-Organic Frameworks,” J. Phys. Chem. C, Just Accepted Manuscript
    doi: 10.1021/jp5123486

Tesla Model S P85D Acceleration In The Snow

Electric Vehicles
Tesla Model S P85D Acceleration In The Snow

Published on December 18th, 2014
by Christopher DeMorro

1

Originally posted on EVObsession

With the new Dual Motor all-wheel drive system the Tesla Model S P85D still has all the thrust needed to impress all comers with its insane acceleration.

Last week Tesla opened the doors on its largest showroom to date, this one opening in Montreal, Canada. The timing couldn’t be better, as the first deliveries of the all-wheel drive Dual Motor Model S have begun in the past week, and few places can appreciate four-wheel motivation more than Montreal. One of the highlights of the grand oepning was a test drive is the 691 horsepower Model S P85D, which can zip from 0 to 60 MPH in a scant 3.2 seconds, all the way to a top speed of 155 MPH. While not as fast as some supercars, it’s plenty of fast for most of Montreal.

Tesla’s electric super sedan isn’t slowed down in the least by snow either, as the white stuff fell during the grand opening event. But the P85D plowed ahead all the same, its dual electric motors gripping the road with unparalleled ease, a feature sure to be appreciated in a place where it snows on average 59 days a year, with annual snow accumulations averaging over 6.5 feet.

The Tesla Model S P85D; fun in the sun and the snow.

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Tags: Canada, Model S, Montreal, P85D, Tesla, Tesla Model S, Tesla Model S P85D, Tesla Motors


About the Author

Christopher DeMorro A writer and gearhead who loves all things automotive, from hybrids to HEMIs, Chris can be found wrenching or writing- or esle, he’s running, because he’s one of those crazy people who gets enjoyment from running insane distances.


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  • All quebec has huge electricity assets and virtually no oil either! Ideal place for Tesla to dig in!

New high-voltage electrolyte additive supports high energy density and stability in LMNC Li-ion battery; 2x energy density over LiCoO2

New high-voltage electrolyte additive supports high energy density and stability in LMNC Li-ion battery; 2x energy density over LiCoO2

18 December 2014

Pham
Discharge capacity and cycle numbers for LMNC cathode with and without DFDEC in the electrolyte. Pham et al. Click to enlarge.

A team led by researchers at Chungnam National University (S. Korea) has developed a novel high-voltage electrolyte additive, di-(2,2,2 trifluoroethyl)carbonate (DFDEC), for use with the promising lithium-rich layered composite oxide high-energy cathode material xLi2MnO3·(1-x)LiMO2 (M = Mn, Ni, Co).

In a study reported in the Journal of the Electrochemical Society, the team, led by Professor Seung-Wan Song, operated a 0.6Li2MnO3·0.4LiNi0.45Co0.25Mn0.3O2 (Li1.2Mn0.525Ni0.175Co0.1O2, LMNC) cathode at 2.5–4.8 V with 5 wt% of the fluorinated linear carbonate DFDEC as an additive. The cathode with DFDEC-enhanced electrolyte outperformed that in electrolyte only, delivering a high capacity of 250 mAhg−1 with an excellent charge-discharge cycling stability at the rate of 0.2C. A full cell based on the LMNC cathode and graphite anode successfully demonstrated doubled energy density (∼278 Wh kg−1) compared to ∼136 Wh kg−1 of a commercialized cell of graphite/LiCoO2 as well as an excellent cycling stability.

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JES-Li rich MNC-erratum
Proposed interfacial reaction and SEI formation mechanisms of the Li1.2Mn0.525Ni0.175Co0.1O2 cathode during high-voltage (4.8 V) cycling in (top right) electrolyte only and (bottom right) with DFDEC additive.

The researchers determined that with the use of DFDEC, the cathode surface is effectively passivated by a stable SEI composed of DFDEC decomposition products, which inhibit a detrimental metal dissolution and structural cathode degradation. Pham et al. Click to enlarge.

Enabling the high-energy and safety lithium-ion battery requires the development of high-capacity and high-voltage cathode, high-capacity anode and accordingly functional electrolyte with high voltage stability, interfacial compatibility with electrodes and safety. Li-rich layered composite oxides, represented xLi2MnO3·(1-x)LiMO2 (M = Mn, Ni, Co), has been appealing as high-energy cathode materials because of a possible high specific capacity as much as or higher than 250 mAhg−1 on the high-voltage operation above 4.6 V vs. Li/Li+, which can provide enhanced energy density compared to ∼136 Wh kg−1 by LiCoO2 in a commercial battery. Cycling stability, rate capability and safety are however often arduous to achieve at high-voltage operation (4.3 V vs. Li/Li+), due to structural instability at a highly charged (Li+- deintercalated) state and voltage fade with cycling, and in particular, serious oxidative decomposition of conventional electrolyte.

Enabling the high-energy lithium-ion battery with high-voltage cathode relies on an electrolyte breakthrough and the SEI stabilization. We have been searching for and screening a number of fluorinated linear carbonates as high-voltage electrolyte additives … The use of an additive rather than solvent comprises a low cost. … In this work, we report high-performance of the half-cell and full-cell with 4.8 V LMNC cathode and a novel electrolyte additive of di-(2,2,2 trifluoroethyl)carbonate (DFDEC) for the first time for a high-energy lithium-ion battery.

Cycling in electrolyte without the additive resulted in a structural degradation from surface to bulk, particle cracking, metal dissolution and oxygen loss, all of which degrades performance.

The team’s surface chemistry studies indicated that DFDEC leads to the formation of a stable SEI consisting of its decomposition, together with electrolyte decomposition products, which let the cathode withstand high-voltage operation to 4.8 V.

Resources

  • Hieu Quang Pham, Kyoung-Mo Nam, Eui-Hyung Hwang, Young-Gil Kwon, Hyun Min Jung, and Seung-Wan Song (2014) “Performance Enhancement of 4.8 V Li1.2Mn0.525Ni0.175Co0.1O2 Battery Cathode Using Fluorinated Linear Carbonate
    as a High-Voltage Additive,” Journal of The Electrochemical Society, 161 (14) A2002-A2011 doi: 10.1149/2.1141412jes]

Lexus LC 500h Trademark Hinting At Hybrid Sports Coupe?

Hybrid Vehicles
lexus-lf-lc

Published on December 18th, 2014
by Christopher DeMorro

0

lexus-lf-lc

Lexus is no fan of electric cars, but hybrids? That’s an entirely different story, with the Japanese automaker continuously increasing its offering of gas-electric vehicles. Lexus Enthusiast scooped a trademark filing for the LC 500 and LC 500h, which hints at a possible hybrid sports coupe in the near future.

Likely based on the extremely well-received Lexus LF-LC coupe concept, the 500 designation likely points towards a 4.0 liter V6 as the source of motivation. Why? Well it falls within the Lexus naming convention for one, where the GS 450h uses a 3.5 liter V6 hybrid, and the LS 600h is motivated by a 5.0 liter V8 hybrid drivetrain. A 4.0 liter hybrid with more of an emphasis on performance would slot neatly in the current lineup, and add an exciting new model to a brand that’s grown increasingly bland since the luster of the LFA wore off. With Lexus filing a trademark for the LC 500 and LC 500h moniker in the US, Canada, and Australia though, it seems like a new sports car is definitely on the way.

There is, however, another tantalizing possibility; a 2.5 liter four-cylinder gas engine coupled to a next-gen hybrid system making up for the other 1.5 liters of potential power capacity with electric motors. This is the case with the CT 200h, where a 1.8 liter engine combined with an electric motor offer 134 horsepower, equivalent to a conventional 2.0 liter engine. While Lexus and Toyota have been on something of a two-faced crusade against electric vehicles, their efforts into more fun and efficient hybrids haven’t slowed one bit, and the LC 500h could be the most exciting yet.

It’s almost enough to forgive them for outright lying about the BMW i3 in a recent advertisement.

Almost.

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Tags: concep, Lexus, Lexus LC 500, Lexus LC 500h, Lexus LF-LC Coupe, lf-lc


About the Author

Christopher DeMorro A writer and gearhead who loves all things automotive, from hybrids to HEMIs, Chris can be found wrenching or writing- or esle, he’s running, because he’s one of those crazy people who gets enjoyment from running insane distances.


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Do Diesel Fumes Cause Autism? A New Study Says Yes

According to a new study released by the Harvard School of Public Health, exposure to diesel emissions during the last three months of pregnancy can double the risk of having an autistic child.

This latest study is one among several that have demonstrated the correlation between traffic pollution and autism in recent years. In 2013, UCLA released a similar study establishing a link between traffic pollution exposure during pregnancy and increased incidence of autism. The study found that ozone and fine particulates were the pollutants most closely associated with autism.

In this most recent study, researchers established a test group of 245 autistic children and a control group of 1,522 children without autism, and then collected data about the levels of fine particulate matter air pollution present in their mothers’ cities of residence during pregnancy.

Study findings suggest that children of women exposed to higher levels of fine particulate matter during pregnancy have a heightened risk of autism. Children of women exposed in the last trimester of pregnancy were especially vulnerable, with an increased risk of 50 percent. The study also indicated that fine particulate matter exposure before and after pregnancy did not increase the risk of autism.

Although fine particulates are found in all vehicle pollution, they are particularly high in diesel emissions. Diesel emissions also contain higher amounts of nitrogen oxide and sulfur dioxide than gasoline fumes, and were recently labeled a group 1 carcinogen by the World Health Organization.

One question that remains unanswered is whether “clean diesel” is a safer alternative to gasoline.

SEE ALSO: Will America Avoid Europe’s ‘Clean’ Diesel Problems?

In order for diesel to be considered “clean” it must have “ultra low” sulfur levels (15 parts per million as opposed to the 500 ppm in regular diesel), and be treated with exhaust-scrubbing components. Exhaust “after treatment” includes the catalytic converter and increasingly urea injection, or “diesel exhaust fluid.”

These extra factors result in less harmful emissions, but the call is for more research to be done to support the claim that diesel emissions can be kept acceptably safe.

As some Europeans bear down on the real-world versus lab efficacy of diesels they’ve embraced and increasingly proliferated over the past decade or more, with voices calling for its banning, such as in city centers like London, stories are putting a spotlight on diesel.

SEE ALSO: Diesel Faces Judicial Scrutiny in the UK

True also is gasoline emissions may be toxic, even fatal, if breathed in sufficient quantities.

In Europe particularly, tailpipe emissions are being accused of being higher under government test cycles. Further, with the vastly higher number of diesels, including older, out of compliance, and modified diesels on the road, real world air quality has made diesel emissions a real concern.

In the U.S., the EPA makes diesel match the exact same requirements as gasoline engines. This at least is true of new vehicles, not necessarily for older or modified or out-of-compliance vehicles also on Americans roads.

Another question then becomes is diesel exhaust undesirable at any level? Advocates against diesel are working to prove the answer is yes, while diesel proponents are working to prove the answer is no.

Daily Mail

Huffington Post

5 Changes That Could Make Tesla Even Better

Electric Vehicles
tesla-model-s-lineup

Published on December 18th, 2014
by Christopher DeMorro

2

tesla-model-s-lineup

Though 2013 may have been a breakout year for Tesla Motors, 2014 has proven to be a much rougher ride. Quality concerns, another delay for the Model X, falling stock prices, and the sense that Musk is spread thing are legitimate reasons to be concerned for Tesla’s future. What steps should Tesla take to get back on track and make sure its going to be around in the long term?

Naturally, everyone is going to have their own opinions, but for me the answer to Tesla’s success is as simple as stepping back and finding its focus again. To wit, I’ve laid out five simple steps that would solidify Tesla’s foundation going forward.

1) Focus on Launching The Model X

Depending on what you count as a delay, the Tesla Model X launch date has been pushed back at least two times, and maybe even three since its debut in early 2012. Although Musk hasn’t been specific, he’s hinted at production and quality issues relating to the falcon-wing doors, though adding towing capacity to what should be a 5,000 pound EV could also be holding things up.

Suffice to say, the 20,000+ Model X reservation holders are likely growing antsy, though that hasn’t stopped them from developing a 691 horsepower all-wheel drive system, new Autopilot features, a battery-swap station, as well as promising an upgrade for owners of the Tesla Roadster.

Keep in mind Tesla is also rapidly expanding its Supercharger network all across the world, is building a $6 billion battery Gigafactory, and trying to bring solar grid storage to homes en masse via Solar City.

Stop. Just stop. I get that Tesla wants to stay abreast with the latest and greatest features from other luxury automakers, and some things (like Autopilot and all-wheel drive) were already in the works regardless. But with all these projects going on simultaneously, Tesla’s talent pool and resources have got to be spread pretty thin, and nevermind how much debt they’re taking on to make it all happen. If the Model X hadn’t been delayed two (or three) times already, this wouldn’t be a problem.

But despite Musk’s ambitions, Tesla is very much so a small fish in a big pond, and some things (like the Gigafactory) are far more important than others (battery swapping). The Model X is also a strong indicator of whether Tesla can follow-up on its initial success, or if it just got lucky with the right product at the right time.

2) Adhere To Stand Accounting And Sales Numbers

For whatever reason, Elon Musk decided that every quarter Tesla would give two revenue numbers to reporters; one using Generally Accepted Accounting Practices (GAAP) and one not using GAAP methods. What we end up with are two drastically different numbers that are simply confusing, and are generally cited independently of each other depending on the perspective you want to push.

Take the 3rd quarter of 2014 for example; using non-GAAP methods Tesla made a profit of $3 million. Using the GAAP standard though, Tesla actually lost $75 million, and that isn’t a bad thing. It means Tesla is investing heavily into research and development, rather than padding the pockets of investors. But I don’t see the point in pushing two numbers onto investors and analysts.

On the same token, Tesla really needs to start releasing accurate sales data broken down by region. Musk has said that the reason Tesla doesn’t do that is because the automakers too-long supply chain means there are often thousands of cars that are “in transit” but don’t count technically as “sold” yet. This has allowed analysts to speculate that Tesla is actually sitting on thousands of unsold vehicles, when in fact the only way to get a Model S is to either order it online (or in store) or purchase a used loaner car.

It also means we don’t know where cars are actually going, instead relying on registration numbers to put it all together. It adds far too much mystery and makes Musk’s comments about trying to tamp down speculation moot, as the speculation is happening regardless. Just give us the hard numbers, broken down by region, like just about every other automaker does.

3) Buy A Super Bowl Ad

To date, Tesla has not spent any money marketing its vehicles besides renting floor space to display the Model S in malls where its galleries are located. Instead it has relied on enthusiastic fans to publish wonderful videos and homemade advertisements that often hit the mark about what makes Tesla a different kind of automaker, but that can’t last forever.

Though a lot of people have heard of Tesla, there’s a lot of bad information out there too. And if you’re not a person who follows the car world, you’ve probably only heard about Tesla in passing. Even though Tesla owners are also its biggest advocates, they are still too concentrated and few in number to reach a whole class of people who know very little about the Model S.

tesla-ad-4

That can all change with a single Super Bowl advertisement, as Maserati proved last year. I can think of no better way to launch an advertising campaign for an American-built slice of cutting-edge technology. With an average audience in the tens of millions, Super Bowl ad time isn’t cheap, but it can also be incredibly effective at getting people to talk about your brand for months and months.

2014 is looking like it might end on a down note for Tesla, but I can’t think of a better way to ramp up enthusiasm for the Model S and upcoming Model X though an exciting and innovative ad campaign, followed by a nationwide test drive event (something they already do with zero advertising).

4) Bring Back The 40 kWh Model S

When Tesla launched the Model S, it offered three battery sizes, not two, though the 48 kWh version was quickly killed off. I’ve always been suspicious of this ploy, as it allowed Musk to claim Tesla was selling a $50,000 electric vehicle as he promised (though only with the $7,500 tax credit) but perhaps just wasn’t profitable enough. If that’s the case, then what I’m about to say doesn’t matter, and should be ignored and mocked relentlessly.

If, however, a 40 kWh Model S could be profitable, then it should absolutely be built again, and for one big reason; fleet sales. Tesla limo and taxi services are starting to take off, and with an EPA-rated range of 150 miles, the 48 kWh Model S would still have about twice the range of many average electric cars currently on the market. That’s enough range of a lot of livery services, and for a company car as well.

Even if the 48 kWh Model S was only available for fleet sales (though I don’t know why it would be), it would help Tesla increase its sales while its product is still the hottest thing on the market, and without requiring a serious investment of time or resources. It would also tide over people who are waiting for the Model III, but are realizing that the 2017 timeline is looking increasingly optimistic. While I understand Tesla may not want to undercut the Model III, with 3+ years between now and the launch of its lower-priced vehicle, Tesla could be missing out on a lot of low-end sales. Which brings me to my final point…

5) Disembark the Hype Train

Last night Jalopnik accused Elon Musk on over-promising to deliver a number of cutting-edge features, which he sorta kinda does but often doesn’t follow-up on. The post is spot-on and rightly critical of Musk’s tendency to get people excited for something shiny and new, and then to not follow-up. The battery-swapping station is a perfect example, as it was supposed to go online at the end of 2013.

That didn’t happen, and then we heard the same thing again, only this time the first battery swap station would be online at the end of 2014. But with 13 days left in December though, there still hasn’t been an official announcement. On a similar note, it’s been 6 months since Musk first mentioned an upgrade for Tesla Roadster owners, and again, not a peep since.

tesla-battery-swap

The problem is that Tesla and Musk have been riding high on a wave of hype perhaps not seen since the iPhone basically created the smartphone market. Musk is a media and Wall Street darling, and every word he says is parsed out, disassembled, and speculated upon. It’s been great for stock prices and to a certain extent sales, but it just can’t last forever. I can’t help but wonder if Musk doesn’t just say things at times just to make sure the media has something to write about.

But what happens when Musk inevitably retires from Tesla? Will the company still be able to meet its heady goals? Tesla and Elon Musk are inseparable entities at this point, but once he’s out of the picture, there still needs to be a solid core business that can generate its own headlines at the forefront. But it’s much easier to forgive Elon Musk, who has been endlessly compared to Ironman/Tony Stark, than it is to forgive a faceless corporate entity for over-promising and under-delivering. This is especially important with the impending Tesla Model III, the “Tesla for the masses” that Musk hopes takes electric cars mainstream. All the hype won’t mean much if the reality falls too far short.

This is why it’s important to start marketing Tesla in a more traditional manner. It takes the onus off of Musk and other executives to get Tesla into the news, and ensures that when he’s gone, the electric automaker can still make headlines.

Tesla has come so far in such a short while, but that’s no guarantee it will be around forever. I think these five relatively simple changes could make Tesla’s business a lot better in the long run, but then again, who the hell am I? Just a guy with a blog and an opinion, like so many others out there.

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Tags: advertisements, Elon Musk, marketing, Model III, Model S, Model X, Musk, Tesla marketing, Tesla Model III, Tesla Model S, Tesla Model X, Tesla Motors


About the Author

Christopher DeMorro A writer and gearhead who loves all things automotive, from hybrids to HEMIs, Chris can be found wrenching or writing- or esle, he’s running, because he’s one of those crazy people who gets enjoyment from running insane distances.


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First Tesla Model S P85D Owner Calls It “Fascinating”

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Tesla To Enter India With Model III



  • Sorry Chris, but I couldn’t have disagreed with you more. The most eggregious point is #3. “If tesla is unable to meet demand now, then advertising to stoke demand will only exacerbate the problem.” Regardless of whether or not the statement is true, the reasoning is sound. Can we agree on that?

    If so, then let’s determine if demand exceeds production capacity? You would have to think that demand has slowed down in order to advocate advertising, so ask yourself if you think demand has slowed? Based on the forum traffic on the p85d’s delivery I don’t think so, but I’m guessing you do?

    Many of the speculations are really baseless and self-contratictory, i.e. “If demand is low, you need to advertise to stoke it! People don’t know about your product, so you should advertise and get the word out!” How about getting the word out without advertising? Or how about not advertising until you can fill existing orders?

    • Advertising is about sales, true, but it’s also about creating a brand narrative. Right now Tesla does 0 marketing, and the only narrative generally involves Elon Musk.

      Musk won’t be CEO forever. He might not even be CEO in 5 years. Tesla needs to start crafting a brand image and narrative separate of Musk. Otherwise people fill the void with their own narrative, which isn’t always positive.

Do Diesel Emissions Cause Autism? A New Study Says Yes

According to a new study released by the Harvard School of Public Health, exposure to diesel emissions during the last three months of pregnancy can double the risk of having an autistic child.

This latest study is one among several that have demonstrated the correlation between traffic pollution and autism in recent years. In 2013, UCLA released a similar study establishing a link between traffic pollution exposure during pregnancy and increased incidence of autism. The study found that ozone and fine particulates were the pollutants most closely associated with autism.

In this most recent study, researchers established a test group of 245 autistic children and a control group of 1,522 children without autism, and then collected data about the levels of fine particulate matter air pollution present in their mothers’ cities of residence during pregnancy.

Study findings suggest that children of women exposed to higher levels of fine particulate matter during pregnancy have a heightened risk of autism. Children of women exposed in the last trimester of pregnancy were especially vulnerable, with an increased risk of 50 percent. The study also indicated that fine particulate matter exposure before and after pregnancy did not increase the risk of autism.

Although fine particulates are found in all vehicle pollution, they are particularly high in diesel emissions. Diesel emissions also contain higher amounts of nitrogen oxide and sulfur dioxide than gasoline fumes, and were recently labeled a group 1 carcinogen by the World Health Organization.

One question that remains unanswered is whether “clean diesel” is a safer alternative to gasoline.

SEE ALSO: Will America Avoid Europe’s ‘Clean’ Diesel Problems?

In order for diesel to be considered “clean” it must have “ultra low” sulfur levels (15 parts per million as opposed to the 500 ppm in regular diesel), and be treated with exhaust-scrubbing components. Exhaust “after treatment” includes the catalytic converter and increasingly urea injection, or “diesel exhaust fluid.”

These extra factors result in less harmful emissions, but the call is for more research to be done to support the claim that diesel emissions can be kept acceptably safe.

As some Europeans bear down on the real-world versus lab efficacy of diesels they’ve embraced and increasingly proliferated over the past decade or more, with voices calling for its banning, such as in city centers like London, stories are putting a spotlight on diesel.

SEE ALSO: Diesel Faces Judicial Scrutiny in the UK

True also is gasoline emissions may be toxic, even fatal, if breathed in sufficient quantities.

In Europe particularly, tailpipe emissions are being accused of being higher under government test cycles. Further, with the vastly higher number of diesels, including older, out of compliance, and modified diesels on the road, real world air quality has made diesel emissions a real concern.

In the U.S., the EPA makes diesel match the exact same requirements as gasoline engines. This at least is true of new vehicles, not necessarily for older or modified or out-of-compliance vehicles also on Americans roads.

Another question then becomes is diesel exhaust undesirable at any level? Advocates against diesel are working to prove the answer is yes, while diesel proponents are working to prove the answer is no.

Daily Mail

Huffington Post

Nissan e-NV200 is What Van? Green Choice

Nissan’s e-NV200 electric-powered van was named winner of What Van? magazine’s Green Award.

The magazine’s judges said they found the e-NV200, which costs two pence per mile to run, a worthy winner of the coveted honor and praised its arrival as a “shining example of how to introduce an ultra-low emission light commercial vehicle.”

According to Nissan, they also said the e-NV200 deserves great commercial success for its contribution to making electric vehicles a viable proposition for fleet operators and business van users.

Their verdict backed that of the wider motoring media, which has sent quite a few industry awards in the van’s direction since its launch in the UK this summer.

SEE ALSO: Nissan’s e-NV200 EV Being Tested In Portland

“In the right situation, the Nissan e-NV200 can save operators money without compromising on payload or volume, as well as very effectively portraying a company’s green credentials,” said Paul Barker, What Van? Editor.

Nissan stated the magazine’s What Van? Awards are decided by the editorial panel of What Van? Magazine, based on their combined decades of experience in the light commercial vehicle industry. The What Van? Awards seek to reward the best products, companies and services in the industry for their ability to make life easier, cleaner, safer and more efficient for light commercial vehicle operators in the UK.

“We are absolutely thrilled to win this award and that the e-NV200 continues to win industry appreciation and acclaim,” said Barry Beeston, Corporate Sales Director at Nissan Motor (GB). “Receiving an honor like this from such a well respected industry publication is further validation of the incredible potential the Nissan e-NV200 has to revolutionize the light commercials sector.”

This electric version of the NV200 combines the electric drivetrain architecture of the Leaf to Nissan’s small commercial vehicle.