Category Archives: Alternative transportation

DOE JBEI team boosts methyl ketone production from E. coli 160-fold; advanced biofuel or blendstock

DOE JBEI team boosts methyl ketone production from E. coli 160-fold; advanced biofuel or blendstock

2 December 2014

In 2012, researchers at the US Department of Energy’s Joint BioEnergy Institute (JBEI) engineered Escherichia coli (E. coli) bacteria to overproduce from glucose saturated and monounsaturated aliphatic methyl ketones in the C11 to C15 (diesel) range from glucose. In subsequent tests, these methyl ketones yielded high cetane numbers, making them promising candidates for the production of advanced biofuels or blendstocks. (Earlier post.)

Now, after further genetic modifications of the bacteria, they have managed to boost the E.coli’s methyl ketone production 160-fold. A paper describing this work is published in the journal Metabolic Engineering.

<!——>

We previously reported development of a metabolic pathway in Escherichia coli for overproduction of medium-chain methyl ketones (MK), which are relevant to the biofuel and flavor-and-fragrance industries. This MK pathway was a re-engineered version of β-oxidation designed to overproduce β-ketoacyl-CoAs and involved overexpression of the fadM thioesterase gene.

Here, we document metabolic engineering modifications that have led to a MK titer of 3.4 g/L after ~45 h of fed-batch glucose fermentation and attainment of 40% of the maximum theoretical yield (the best values reported to date for MK). Modifications included balancing overexpression of fadR and fadD to increase fatty acid flux into the pathway, consolidation of the pathway from two plasmids into one, codon optimization, and knocking out key acetate production pathways. In vitro studies confirmed that a decarboxylase is not required to convert β-keto acids into MK and that FadM is promiscuous and can hydrolyze several CoA-thioester pathway intermediates.

While the team is encouraged about such a large improvement in methyl ketone production with a relatively small number of genetic modifications, said Harry Beller, a JBEI microbiologist who led this and the earlier study, they believe they can further improve production using the knowledge gained from in vitro studies of the novel metabolic pathway.

Methyl ketones are naturally occurring compounds discovered more than a century ago in the aromatic evergreen plant known as rue. Since then they’ve been found to be common in tomatoes and other plants, as well as insects and microorganisms. Today they are used to provide scents in essential oils and flavoring in cheese and other dairy products. Although native E. coli make virtually undetectable quantities of methyl ketones, Beller, co-author Ee-Been Goh and their colleagues have been able to overcome this deficiency using the tools of synthetic biology.

Although the improved production is still not at a commercial level in the biofuel market, it is near a commercial level for use in flavor and fragrances, where certain methyl ketones are much more highly valued than they would be in the biofuel market. It may be possible for a company to sell a small percentage of methyl ketones in the flavor and fragrance market and use the profits to enhance the economic viability of the production of methyl ketones as biofuels.

The in vitro studies carried out by Beller and Goh provided insights into the pathway, some of which point to even further production gains. One key finding was the confirmation that a decarboxylase enzyme is not required for this methyl ketone pathway.

Several different metabolic pathways have been developed in the past couple of years for methyl ketone production in E. coli, a couple of which use decarboxylase enzymes to catalyze the last step of the pathway. Our methyl ketone pathway is performing quite a bit better than these other pathways, but it does not include a native or added decarboxylase.

The in vitro studies also addressed concerns about the FadM enzyme being somewhat “promiscuous” in its hydrolyzing (thioesterase) activities. Beller and Goh found that FadM can act on intermediates in the methyl ketone pathway and effectively reduce the flux of carbon to the final methyl ketone products. However, they say that with some informed metabolic engineering, this need not be a problem and knowledge of the phenomenon could even be used to enhance production.

In all likelihood, there is a sweet spot in the level of expression of the FadM enzyme that will allow for maximal production of methyl ketones without siphoning away metabolic intermediates.

This research was supported by JBEI through the US Department of Energy’s Office of Science.

Resources

  • Ee-Been Goh, Edward E.K. Baidoo, Helcio Burd, Taek Soon Lee, Jay D. Keasling, Harry R. Beller (2014) “Substantial improvements in methyl ketone production in E. coli and insights on the pathway from in vitro studies,” Metabolic Engineering, Volume 26, Pages 67-76 doi: 10.1016/j.ymben.2014.09.003

EDGE3 Technologies & Honda R&D Americas awarded patent for HMI system combining gesture and voice recognition

EDGE3 Technologies Honda RD Americas awarded patent for HMI system combining gesture and voice recognition

2 December 2014

EDGE3 Technologies, an advanced vision analytics company, and Honda RD Americas have been awarded US patent number 8,744,645 for their jointly developed in-vehicle human machine interface (HMI) system which combines voice and gesture recognition. The core technology, an integrated vision analytics system developed by EDGE3, is a result of years of collaboration between EDGE3 and Honda RD which up until now has been kept confidential by both organizations.

<!——>

The HMI system will allow drivers more accurately and naturally to control their automobile’s infotainment and climate systems. By providing a secondary command input, the system differentiates between intended and unintentional commands while eliminating many of the problems which have plagued traditional voice command systems, such as false positives.

The project incorporates one of the most advanced computational stereo cameras for 3D machine vision together with an advanced artificial intelligence platform into a fully integrated and embeddable system which runs on a standard system on a chip (SoC).

From the onset, one of the goals of the collaboration was to leverage existing off the shelf sensors, chips and hardware to construct a world class, automotive grade HMI system.

This system is a definite game-changer for the global automotive and machine vision industry because it fundamentally modernizes how automobiles can respond to human behavior. Until now, machine vision was limited to use cases where the environment was extremely controlled and the computational requirements were unlimited. With this patented technology and other technology, we can bring sophisticated vision analytics to any platform, regardless of lighting conditions and environmental variability. We are honored to work on this project with Honda RD, which for years has been a visionary organization with respect to the introduction of new automotive technologies.

Novel single-site gold WGS catalysts may offer pathway to lower-cost production of hydrogen, fuels and chemicals

Novel single-site gold WGS catalysts may offer pathway to lower-cost production of hydrogen, fuels and chemicals

2 December 2014

A team of researchers from universities and national laboratories led by Tufts University has developed catalysts composed of a unique structure of single gold atoms bound by oxygen to several sodium or potassium atoms and supported on non-reactive silica materials. This single-site gold species is active for the low-temperature (

They thus have found that gold is similar to platinum in creating –O and –OH linkages with more than eight alkali ions and establishing an active site on various supports. This finding paves the way for using earth-abundant supports to disperse and to stabilize precious metal atoms with alkali additives for the WGS and potentially other fuel processing reactions. The result could be lower costs. A paper describing their work is now published in Science Express.

<!——>

The water-gas shift (WGS) reaction (CO + H2O = CO2+ H2) is an important reaction for hydrogen upgrading during fuel gas processing. Emerging applications in fuel cells require active, non-pyrophoric, and cost-effective catalysts. Along with a new group of platinum catalysts with atomically dispersed Pt sites to maximize activity and catalytic efficiency, the lower apparent activation energy Ea for the WGS reaction (~45 kJ/mol) for gold (Au) vs. ~75 kJ/mol for platinum, can be exploited for low-temperature WGS and other reactions. Low-temperature activity is important to avoid multiple-treatment units in practical low-temperature PEM fuel cell systems, whereby the deleterious CO should be totally removed for stable, long-term operation.

… We now show how to use alkali addition to activate and stabilize atomic Au for the WGS reaction even on inert zeolite (KLTL) and mesoporous [Si]MCM-41 silica materials and measure activity comparable to that of Au on reducible oxide supports, and with good stability up to 200 °C.

In 2010, the Tufts group reported in another paper in Science that alkali ions (sodium or potassium) added in small amounts activate platinum adsorbed on alumina or silica for the low-temperature water-gas shift (WGS) reaction. The alkali ion–associated surface OH groups were activated by CO at low temperatures (~100 °C) in the presence of atomically dispersed platinum. These findings were useful for the design of highly active and stable WGS catalysts containing only trace amounts of a precious metal without the need for a reducible oxide support such as ceria.

Senior author Maria Flytzani-Stephanopoulos, the Robert and Marcy Haber Endowed Professor in Energy Sustainability and professor in the Department of Chemical and Biological Engineering at Tufts, said that the new research suggests single precious metal atoms stabilized with alkali ions may be the only important catalyst sites for other catalytic reactions.

The just-published research describes how single gold atoms dispersed on non-reactive supports based on silica materials can be stabilized with alkali ions. As long as the gold atoms, or cations, are stabilized in a single-site form configuration, irrespective of the type of support, the precious metal will be stable and operate for many hours at a range of practical temperatures.

This novel atomic-scale catalyst configuration achieves the maximum efficiency and utilization of the gold. Our work showed that these single-site gold cations were active for the low-temperature water-gas shift reaction and stable in operation at temperatures as high as 200 °C. Armed with this new understanding, practitioners will be able to design catalysts using just the necessary amount of the precious metals like gold and platinum, dramatically cutting down the catalyst cost in fuels and chemicals production processes.

Paper co-authors Professor Manos Mavrikakis at the University of Wisconsin-Madison and Assistant Professor Ye Xu at Louisiana State University used theoretical calculations to predict the stability and thermochemical properties of the single-site configuration.

Researchers Larry Allard at Oak Ridge National Laboratory and Sungsik Lee at Argonne National Laboratory used atomic resolution electron microscopy and x-ray absorption spectroscopies, respectively, to demonstrate the existence and stability of the single-site gold species. Co-author Jun Huang, a lecturer at the University of Sydney, synthesized and characterized the silica materials used as supports. Several graduate students were involved in all aspects of the research both at Tufts and the University of Wisconsin-Madison.

This research is primarily supported by the US Department of Energy under grant #DE-FG02-05ER15730.

Resources

  • Ming Yang, Sha Li, Yuan Wang, Jeffrey A. Herron, Ye Xu, Lawrence F. Allard, Sungsik Lee, Jun Huang, Manos Mavrikakis, and Maria Flytzani-Stephanopoulos (2014) “Catalytically active Au-O(OH)x— species stabilized by alkali ions on zeolites and mesoporous oxides” Science doi: 10.1126/science.1260526

  • Yanping Zhai, Danny Pierre, Rui Si, Weiling Deng, Peter Ferrin, Anand U. Nilekar, Guowen Peng, Jeffrey A. Herron, David C. Bell, Howard Saltsburg, Manos Mavrikakis, and Maria Flytzani-Stephanopoulos (2010) “Alkali-Stabilized Pt-OHx Species Catalyze Low-Temperature Water-Gas Shift Reactions,” Science 329 (5999), 1633-1636 doi: 10.1126/science.1192449

DOE awarding $4.4M to advance hydropower manufacturing for “low-head” sites

DOE awarding $4.4M to advance hydropower manufacturing for “low-head” sites

2 December 2014

The US Department of Energy (DOE) is awarding a total of $4.4 million for two projects to support the use of advanced materials and manufacturing techniques in the development of new “low-head” hydropower technologies. Low-head sites, which operate with a change in elevation between 2 and 20 meters, include waterways at existing non-powered dams, canals, and conduits. According to Energy Department assessments, there is a technical resource potential of more than 50 gigawatts of potential capacity at these low-head sites.

<!——>

New, low-cost, integrated hydropower turbine and generator sets made with modern materials and manufacturing technologies will help power providers harness the full generating potential of these existing low-head sites and produce cost-competitive, renewable electricity.

  • Eaton Corporation will develop a turbine and generator system that uses lightweight advanced materials and advanced manufacturing techniques such as laser-assisted welding, surface treatments, and processing. The turbine will be designed to deliver a constant source of energy despite changes in water flow by using a system that operates efficiently across a range of ebbs and flows. The Eaton Corporation will design, fabricate, and test its turbine at 1/10th scale.

  • Pennsylvania State University will develop and demonstrate a low-head hydropower turbine and generator system prototype that combines lightweight, corrosion-resistant metallic components that can be produced through an additive manufacturing process. A condition-based monitoring system will also facilitate improved operation and maintenance.

Together, these organizations will combine advanced materials and manufacturing techniques to maximize efficiency and improve the design, performance and durability of innovative hydropower manufacturing capabilities.

Quick Drive: The Harley-Davidson LiveWire

Electric Motorcycles
Livewire rear

Published on December 2nd, 2014
by Susanna Schick

1

Livewire rear

The most shocking news of 2014, as you probably heard, is that Harley Davidson beat all the Japanese OEM’s to the electric motorcycle market. While they claim the Livewire is not scheduled for production, they do have a large demo fleet touring the nation. At the International Motorcycle Show in Long Beach, CA I took one for a spin.

The demo route was a short jaunt through Long Beach, just enough to get a little taste of what the Livewire can do. Although part of the route was on the Grand Prix course, we weren’t really allowed to open it up to full capacity, but instead were led at a chill cruiser pace appropriate for the bike and the neighborhood.

Harley worked closely with leading electric powertrain developer Mission motors and the motor is excellent. The power delivery is smooth, but more impressively so is the regenerative braking. On many other electric motorcycles, especially my superlight Zero FX, full regen requires a delicate throttle roll off.

With the Livewire, you’ve got equally strong braking but it’s smooth as silk regardless of how suddenly you close the throttle. The mechanical brakes work fine too. The motor has a sound, louder than the Zero and quieter than the Energica. While the Energica sounds like some kind of alien spaceship, and can get annoying, the Livewire sounds like a proper electric motorcycle.

The bike is more café racer style than anything else. It’s low slung and has a fairly long wheelbase and excessively wide rear tire. This made for slow, heavy turns compared to the sportier electric bikes I’ve ridden. When I returned, I mentioned this and was told the steering gets noticeably heavier with as little as two psi missing. The mechanic checked and sure enough my bike was down 2psi. Another rider felt the same, but the two others on our ride said it turned fine. All of us are experienced riders.

Susanna  Jen

Goofing off on the job, it’s how we keep ourselves entertained.

As Mark Gardiner wrote, this shows that Harley is trying bold new avenues to reach new customers. As their major fan base is aging and young hipsters go for the British (old and new) or vintage Japanese bikes, Harley knows they need to do something pretty different to show they’re not just for creepy old men anymore. I used to like Harleys until I worked across the street from a restaurant that was popular with the RUB’s (Rich Urban Bikers).

They’d rev their engines for a good 20 minutes before taking off, leading me to never want to hear another Harley or have anything to do with the sort of men who ride them. What’s great about the Livewire is that riders can pose all they want and actually have conversations with passers-by instead of annoying them.

Check out their tour schedule here and sign up to take one for a spin. You’ll notice they’ll be in Miami for Art Basel, but weren’t in Daytona for speed week, a popular vacation spot for old-school Harley riders. Would you buy an electric Harley? Why or why not?

I spoke with Harley’s Media Relations Manager Jen Hoyer, and she said the Livewire has had a very positive reception everywhere they’ve taken it. Full interview is here:

MAKE SOLAR WORK FOR YOU!

Next, use your Solar Report to get the best quote!

Tags: Electric Motorcycles, harley, harley davidson, Harley LiveWire, IMS, International Motorcycle Show, LiveWire


About the Author

Susanna Schick Susanna is passionate about anything fast and electric. As long as it’s only got two wheels. She covers electric motorcycle racing events, test rides electric motorcycles, and interviews industry leaders. Occasionally she deigns to cover automobile events in Los Angeles for us as well. However, she dreams of a day when Los Angeles’ streets resemble the two-wheeled paradise she discovered living in Barcelona and will not rest until she’s converted the masses to two-wheeled bliss.


Related Posts

harley-davidson_trees-main

Harley-Davidson Pledges to Plant 50 Million Trees

brammo-empulse

Electric Motorcycle And Scooter Sales To Top 55 Million

tehran-pollution

Iran Calls For 400,000 Electric Motorcycles

2015 Indian Scout

2015 Indian Scout Super Gallery: 68 Photos + Video



  • My Harley friends (both of them!) say they can’t wait to get their hands on one of these.

PNNL team reports growth of dendrite-free lithium films with self-aligned and compact nanorod structure

PNNL team reports growth of dendrite-free lithium films with self-aligned and compact nanorod structure

2 December 2014

Suppressing lithium (Li) dendrite growth is one of the most critical challenges for the development of Li-metal batteries—i.e., high-energy density batteries using a Li-metal anode such as Li-sulfur or Li-air. (Earlier post.) Researchers at Pacific Northwest National Laboratory (PNNL) report for the first time the growth of dendrite-free lithium films with a self-aligned and highly compacted nanorod structure. Their paper appears in the ACS journal Nano Letters.

Lithium metal is a very promising anode material for high-capacity rechargeable batteries due to its theoretical high capacity of 3,860 mAh g−1 (~10x that of the 372 mAh g−1 of graphite anodes in Li-ion batteries), but it fails to meet cycle life and safety requirements due to electrolyte decomposition and dendrite formation on the surfaces of the lithium metal anodes during cycling. Thus, numerous efforts have been and are being made to develop a safe, extended cycling lithium-metal electrode and/or supporting electrolyte (e.g., earlier post, earlier post, earlier post, earlier post.)

<!——>

Master.img-000
Credit: ACS, Zhang et al. Click to enlarge.

Most of the work in suppression of dendrite formation can be divided into three categories, the team noted in their paper:

  • Improve the stability and uniformity of the solid electrolyte interphase (SEI) on the Li electrode surface by optimization of solvents salts, and electrolyte
    additives. However, the SEI alone cannot completely eliminate dendrite formation/growth because of its weak mechanical strength.

  • Form alloys of Li and non-Li metal during electrodeposition, which is achieved by adding inorganic compounds or a second salt to the electrolytes. However, most of these metal cation additives will be consumed by forming alloys during Li deposition, so the suppression of Li dendrite formation may not be sustainable.

  • Use mechanical barriers to block dendrite growth. However, while such a protective layer acts as an effective physical barrier to block dendrite penetration, it does not alter the growth mechanism of Li dendrites on a fundamental level. As a result, porous Li may still be generated beneath the physical barrier and lead to a rapid increase in the impedance of the Li anode and battery failure even without a dendrite-related short.

The PNNL team itself had earlier developed a cesium hexafluorophosphate (CsPF6) as an electrolyte additive which was shown to suppress Li dendrite formation.

In this work, we further investigated the evolution of the cross-sectional morphologies of such Li films during deposition/stripping cycles. The effects of Cs+ and other components in electrolytes on the voltage profiles of electrochemical deposition and the chemistry of the SEI formed on copper (Cu) substrates prior to Li deposition are systematically investigated. It is revealed for the first time that the apparently dense Li films grown in the presence of CsPF6 additive actually consist of self-aligned, highly compacted nanorods. We also found that, before the reductive decomposition of carbonate solvents at about 0.9−1.2 V, a thin SEI has already formed on the Cu surface at about 2.05 V vs Li/Li+. The quality of this underlying SEI predecessor would essentially dictate the morphologies of the Li to be deposited.

The new understanding on the internal microstructure of the dendrite-free Li films deposited electrochemically, their structural evolution during stripping/deposition processes, and the synergistic effect of Cs+ additive and preformed underlying SEI on Li deposition will help researchers in this field design new approaches to enable a metallic Li anode, the “Holy Grail” of Li-based battery chemistries.

Master.img-007
Schematic of Li deposition and stripping processes when the Cs additive is used. (a) The initial distribution of cations/anions before Li deposition; (b) redistribution of cations/anions after an electric field is applied and the formation of the initial SEI layer (represented by a blue line) before Li deposition; (c) the initial growth of small Li (represented by gray area) tips; (d) the dendrite−free Li films with self-aligned and highly compact nanorods; (e) Li film after partial stripping; and (f) Li film after redeposition. The blue lines covering at the surface of deposited Li (gray) represent the SEI layer formed during the deposition and stripping processes. Credit: ACS, Zhang et al. Click to enlarge.

Resources

  • Yaohui Zhang, Jiangfeng Qian, Wu Xu, Selena M. Russell, Xilin Chen, Eduard Nasybulin, Priyanka Bhattacharya, Mark H. Engelhard, Donghai Mei, Ruiguo Cao, Fei Ding, Arthur V. Cresce, Kang Xu, and Ji-Guang Zhang (2014) “Dendrite-Free Lithium Deposition with Self-Aligned Nanorod Structure” Nano Letters doi: 10.1021/nl5039117

Cadillac ELR Delayed Over Supercruise

Autonomous Cars
jay-leno-cadillac-elr

Published on December 2nd, 2014
by Christopher DeMorro

0

Even though the $76,000 Cadillac ELR launched with low sales expectations, there was little interest in a tarted-up Chevy Volt that cost more than a Tesla Model S. Cadillac sought to rectify the issue by debuting a refreshed ELR at the LA Auto Show, but that car was conspicuously absent, with rumors suggesting the semi-autonomous Supercruise system was to blame.

That’s according to a report from GM Inside News, which says that engineers are working to iron out the kinks with the self-driving system, which initially tapped to debut on the upcoming Cadillac CT6 hybrid flagship. Apparently the new ELR will be a highly autonomous vehicle with the Supercruise system playing a major role in taking the driver out of the equation on long trips. So instead of focusing on the hybrid drivetrain it shares with the Volt, the ELR is instead going to try and bury the competition under a mountain of technology.

That’s not a terrible plan if you ask me, as the ELR is clearly not the Model S competitor Cadillac had been hoping for. Dealers have marked down the ELR as much as $20,000 in an effort to sell them, and it’s helped sales somewhat, though the car’s reputation is still that of a half-assed knockoff. But building an autonomous car isn’t exactly easy either, and some of the Supercruise features are proving more difficult to integrate than anticipated.

As a result, Cadillac executives haven’t been able to nail down a feature set for the next-gen ELR, and instead of rolling out a half-finished product, the company has wisely decided to delay the debut. The refreshed 2016 Chevy Volt is slated to debut in a little over a month at the North American International Auto Show, and it’s likely many of those improvements will find their way onto the new Cadillac ELR as well.

Even if GM can figure out the Supercruise mode though, the luxury automaker still won’t have a viable Model S competitor until they build an electric car from the ground-up. As far as I see it, the ELR is little more than a placeholder (albeit a good looking one) for the luxury brand as it figures out just how the hell to compete with Elon Musk’s electric car company.

MAKE SOLAR WORK FOR YOU!

Next, use your Solar Report to get the best quote!

Tags: autonomous car, Cadillac, Cadillac ELR, Elon Musk, Supercruise, Tesla Model S


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.


Related Posts

tesla-norway

1,100 Tesla Model S Sedans Need More Motor Grease

bmw-3-phev-3

BMW 3 Series Plug-In Hybrid Prototype Claims 117 MPGe

iron-man-tesla-570x427

Tesla Displays “Evolution” In Fremont Factory

tesla-delivery

Tesla Model S P85D Demand “Off The Charts”



Novozymes launches commercial enzyme technology to convert waste oils into biodiesel

Novozymes launches commercial enzyme technology to convert waste oils into biodiesel

2 December 2014

Novozymes has launched Eversa Transform, the first commercially available enzymatic solution (a liquid lipase) to convert both glycerides and free fatty acids (FFA) into biodiesel. Biodiesel producers can thereby use cooking oil or other lower grade oils as biodiesel feedstock, reducing their raw material costs. The resulting enzymatic biodiesel is sold to the same trade specification as biodiesel created through traditional chemical processing.

Growing demand for vegetable oil in the food industry has resulted in increased prices, causing biodiesel producers to search for alternative—and more sustainable—feedstocks. Most of the oils currently used in biodiesel production are sourced from soybeans, palm or rapeseed, and typically contain less than 0.5% free fatty acids (FFA). Existing biodiesel process designs have difficulty handling oils containing more than 0.5% FFA—i.e., waste oils with high FFAs have not been a viable feedstock option.

<!——>

The Eversa Transform reaction is carried out in a mixed batch tank operation. By controlling the reaction conditions, it is possible to ensure a minimum of FFA (typically around 2%) which is eliminated by a polishing step—e.g., a caustic wash step or a resin-catalyzed esterification.

Eversa
This figure shows the basic layout of the Novozymes enzymatic process. Recommended conditions for the enzyme reactor: 0.7% enzyme, 1.5 equivalent MeOH, 35°C/95°F, 2% water and 20 to 24 hours reaction time. Source: Novozymes. Click to enlarge.

The enzymatic process eliminates the need for sodium methoxide, one of the most hazardous chemicals in traditional biodiesel plants. The significant reduction of harsh chemicals and by-products enhances safety for both personnel and the environment. The Eversa process does not use high pressure or temperature.

Eversa can work with a broad range of fatty materials as feedstock, but initial focus has been on used cooking oil, DDGS corn oil and fatty acid distillates.

The idea of enzymatic biodiesel is not new, but the costs involved have been too high for commercial viability,. Eversa changes this and enables biodiesel producers to finally work with waste oils and enjoy feedstock flexibility to avoid the pinch of volatile pricing.

The enzymatic process uses less energy, and the cost of waste oil as a feedstock is significantly lower than refined oils. A small number of plants have been producing biodiesel from waste oils using existing technologies. But this has not been cost-efficient until now, broadly speaking, as the waste oils have had to be refined before being processed using chemicals. We hope that our technology can unleash more of the potential in these lower grade feedstocks.

Two plants in the US—owned by Blue Sun Energy and Viesel Fuel—are using Novozymes enzymatic solutions for biodiesel production.

The process developed by Blue Sun for enzymatic transesterification improves the bottom line through lower costs and higher revenue.

Making the change from a chemical catalyst to the enzymatic process requires retrofitting in existing plants. Biodiesel producers looking to utilize Eversa will therefore have to invest time and resources to make the switch to the enzymatic process.

Novozymes’ engineering partners estimate that the resulting improved process economy indicates a payback time of three years or less, depending on the plant setup and feedstock savings potential in that region.

Mazda6 Diesel Still Coming Despite Delays

Diesel
Mazda6-diesel

Published on December 2nd, 2014
by Christopher DeMorro

0

Mazda6-diesel

Originally slated to debut in 2013, the Mazda6 diesel has been delayed several times as the Japanese automaker struggled to meet strict U.S. emissions standards. But it’s still coming, Mazda reps revealed in an interview with Automotive News, though just when it’ll arrive remains unanswered.

“We’re still very much committed to diesel,” CEO of Mazda North American Operations Jim O’Sullivan told AN. “We are still working on getting the performance aspects up to where we want them, and we do have a plan — an engineering road map — to get it done.”

The automaker had wanted to deliver a powerful but affordable diesel engine option in the Mazda6 min lieu of a hybrid, which meant designing an engine that didn’t need an aftertreatment to meet emissions. But that engine design lacked the power you’d expect from the Zoom-zoom brand, so engineers went back to the drawing board, and rumor has it the aftertreatment system is back on the table. That didn’t stop Mazda from setting some diesel speed records, but it has prevented them from selling its car to an eager public.

It sounds like Mazda is doing right by their customers, and the timing could still work out. Despite falling gas prices, diesel vehicle sales continue to climb, and while Volkswagen still makes up a bulk of diesel passenger vehicle sales, Chrysler and GM have begun offering diesel cars of their own after decades of ignoring advances in diesel technology.

On the other hand, Mazda may have jumped the gun with its Indy 500-winning diesel racing program, which generated a lot of initial buzz by using a modified version of the 2.2 liter SkyActiv diesel engine you’d find in the production car. That buzz has since faded into the background of regular competition though, and there’s an increasing amount of competition in the diesel sedan category.

Hopefully Mazda makes sure that the wait is worth it, because otherwise they’ve just wasted two years and a golden opportunity to inject some excitement for diesel engines into their customer base. One thing they could do to appease fans is offer the wagon model of the Mazda6 with the diesel engine, but I won’t hold my breath.

MAKE SOLAR WORK FOR YOU!

Next, use your Solar Report to get the best quote!

Tags: aftertreatment, chrysler, GM, Indy 500, Mazda, Mazda6, Mazda6 diesel


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.


Related Posts

DSC_0012

Quick Drive: The 2015 Mazda CX-5

2015 Chevrolet Bi-Fuel Impala Safety

GM Shoots Chevy Impala CNG Fuel Tank To Prove Point

Chevrolet Introduces GogoLink

GM To Adopt Android OS In 2016

tesla-recruiting-australia

Tesla Prepares For Launch In Australia



November Leaf Sales Gain More Ground On Flagging Chevy Volt

Is the value proposition of Nissan’s all-electric Leaf simply better than gen-one Chevy Volt as its sales are now leaving it in the dust, or is there more to it than that?

Since December 2010’s launch of the two alternate visions on weaning away from petroleum, they’ve exchanged places a few times, but Nissan has settled into a stride as most recently evidenced by its 2,687 November sales versus the Volt’s 1,336.

All this year Nissan has been closing a U.S. sales gap, though with the Volt’s somewhere over 71,000 sales, it still holds a diminishing lead, having long-since lost the global race with Leaf more than double.

For Nissan’s latest U.S. gap closing measure, its November sales are a 34-percent increase over last year and double the Volt’s volume. For Chevrolet, it slipped 30.4-percent from last year’s 1,920 in November 2013.

teaser_Volt1
Kelley Blue Book actually just named the Volt a better buy above the Leaf given all incentives, and the drive experience of the car itself, but everyone watching this car also knows an all-new 2016 model is due.

You may get a deal on a close-out Volt, and they’re discounting it already, and it is a good car already, but this is no ordinary car and improvements mean more in the eyes of would-be buyers.

GM’s first ever “extended-range electric” car is due for a facelift, more range, better economy, won’t need premium gas anymore, and appears to have room for three to just squeeze in back. Or so it’s believed. We’ll find out Jan. 12, 2015 or sooner, and it goes on sale possibly late next summer, give or take.

Is that a recipe for holding out to see what’s next?

Meanwhile, Nissan’s CEO Carlos Ghosn has just said it has a new chemistry that could “more than” double the present Leaf’s range. The battery could actually be built larger to allow for EVs to compete with “petrol” cars and “take the issue of range off of the table,” confirmed Nissan. But so far, there’s been much less news on this topic.

In follow up today with the Daily Kanban’s Bertel Schmitt located in Tokyo, he confirmed Nissan has not objected to his story that Ghosn is promising a radical improvement on the Leaf’s range not long from now. If his story had been misleading, he said, they’d not have hesitated to let him know.

Actually, it appears accurate, and Nissan may be concerned that if the news of a radically improved Leaf gained traction, and details were filled in, it could chill sales on the world’s best-selling plug-in.

As GM may be finding out, announced future changes to first-gen plug-in cars are not unlike rumors of iPhone6 when iPhone5s has been around for while. Plug-in car upgrades are not like the difference between the 2011 Toyota Camry and 2012 Toyota Camry. Here we have an entire new type of car, and early adopters may have paid more, and learned to live with details – such as range and recharge times, etc. – that the masses have said they don’t want to.

And truth be told, both these cars – the Leaf and Volt – are due for upgrade, with the Volt changing over first. GM also does not advertise the Volt much if at all outside of California, its largest market, and its marketing efforts have been deeply criticized by early adopting Volt supporters.

To be fair, both these cars do meet needs now. We’ve heard from scores of their owners to know that. But, they remain niche players while people waiting on the sidelines want to see what’s next.

So, to answer our opening question which has the best value proposition? That’s a personal decision, but if sales speak louder than words, Nissan is presently winning, whether the deck is stacked against an also-excellent gen-one Volt, or not.