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Chicago burbs
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GM FAILED in their approach to hybridize the low mpg SUV's. In 2012, GM cancelled the two-mode hybrid system, they claim to make way for another more efficient system, but how many two-mode SUV's have you seen. I see more Tesla model S's in a week, than I have ever seen of GM two-mode SUV's. I think that was just a matter of SUV drivers not caring about their fuel consumption habits. Now, I think it has more to due with battery capacity. A dozen electric vehicles can be outfitted with the capacity necessary to operate one truck and imagine the charging time necessary using current technology. The current rollout of small electric vehicles represents a crawl, walk, run mentality in the development of the EV market.
Piston engine goes "boing, boing, boing, boing, boing, boing, boing," but the Mazda goes "hmmmmmmmmm!"
I Think the competitors will be properly compensated with purchases from former VW owners. I am curious, however, what constitutes remediation for nitrogen oxide emissions. What can be done to neutralize it or change the composition into something less harmful?
I've seen the "alternative" nuclear reactor options. Most produce radioactive tailings on the fuel processing side as opposed to when the fuel rods are expended and removed from the reactor core. Nuclear reactors produce radioactive waste regardless of which process is used.
No indication of how or where nuclear waste will be disposed of
This system is one of the few direct fruits of the USDOE Supercar program of 1993. Despite the management debacle, numerous patents were shared with US auto and truck manufacturers. It was also responsible for the rapid development of Toyota and Honda hybrids.
I just worry we'll be robbing Peter to pay Paul. Say I typically charge overnight, but since the charge bays are available at my place of business, I charge there, too, during peak hours. Might I not be depleting someone's vehicle battery to charge mine? The electrical grid is no wiser as to why the load has increased. It just knows that it has. I think V2G is a farce with the only exception being avoidance of blackouts or brownouts that can damage capital investments.
I guess this is yet another reason to condemn fossil fuel powered SUV's. On top of their excessive exhaust emissions and poor fuel economy, they would clearly leave more non-emission pollution in their wakes due to their weight and their lack of aerodynamics sweeping roadway debris into the air. It this one of the salvos in the Koch war on EV's? Weak tea. Obvious crackpottery!
Having been a victim of Arco Graphite oil in the 1970's, the prospect worries me.
I recall with the launch of the second generation Prius in late 2003, that Toyota claimed it was on the path to hybridizing their entire product line by 2012. Yeah . . . that didn't happen either.
The local Ozinga ready mix Concrete company is near to my home. Their entire fleet of concrete mix trucks are powered by natural gas. They are the least offensive heavy-duty vehicle to be stopped alongside at an intersection. In sub-zero weather, when other trucking facilities are shrouded in the choking stink of blue diesel smoke, the area around the Ozinga yard is crystal clear.
I hope Apple and Google integration options become more commonplace -- moving a subset of the phone capabilities to the vehicle head unit. That would reduce the mobile device distraction and standardize the interfaces. Moreover we could finally be done with slow and clumsy manufacturers entertainment and map interfaces that drive operators to distraction. Meanwhile NHTSB and Insurers should mandate back-up cameras, adaptive cruise control, blind spot and lane departure warnings.
This type of stationary energy storage system is perfect for electric rapid transit rail lines. As a train approaches a station, it uses regenerative braking - pumping power back up the catenary or third rail into the stationary flywheel. The rail cars use the energy provided by the flywheel as they depart from the station.
BTW, anything they can do to make the module smaller is welcome, too. In my daughter's car, my knee nicks the module every time I enter the driver's seat. In my own car, I've ripped it out of the socket with an imprecise boot to release the parking brake. In all cases where the module was violently dislodged from the socket and hit the pavement, it was easily snapped back together and functioned normally.
I have used Automatic since March. I bought it almost exclusively for its ability to read, interpret and reset check engine warnings, but it is interesting in its other abilities. Its interpretations of hard accelleration and braking, however, are not vehicle specific and worse, can be traffic related. For instance, those familiar with hybrid "pulse and glide" fuel efficient driving technique, would be irked that the product decreases the score for such "hard acceleration." Aside from unfimiliarty with a given route, panic stops are more likely to be the result of inconsiderate drivers. When Automatic detects a heavy foot on both the acceleator and brake, then it would be justified in deducting points! I like Automatic's potential. I like the developer's responsiveness to issues, but the software/hardware interface is not completely reliable yet. I've witnessed four software upgrades and two firmware upgrades and I still ocassionally miss recording a trip due to a bluetooth miscommunication. I hope the resources offered by Ford can make the product more robust and valiable to drivers. I also hope that directions offered by map softwares can also use this data to direct the most fuel efficient trips based on vehicle characteristics and capabilities.
The decline in US sales corresponds with the economic slump and the popularity of the Ford Fusion (and Mercury Milan) Hybrid.
sulleny, The plural of anecdote is anecdotes, not data. Where is the data that stands in contrast to that provided in these studies.
Goracle, Falsification of a claim requires evidence to the contrary. Where is your contrary data?
Goracle, if you are aware of a peer-reviewed study published in a refereed science journal that contradicts the conclusions of this one, produce it! Your nonsensical diatribes provide evidence of nothing.
"uaw high milage small cars simply arnt profitable." Nonsense! UAW workers can and will produce ANY design put on the production line. Commitments to fuel efficiency begin in the boardroom before they are eventually directed to design, engineering, finance, tooling and eventually production.
BTW, I think the graphic is incorrect. THS (Toyota Hybrid System) was used in the Japanese release of the First Generation Prius (Model Year 1998-2000). THS II was used in the later release of the First Generation Prius (MY 2001-2003). The Second Generation Prius (MY 2004-current) uses the Hybrid Synergy Drive (HSD) system, not THS II.
Roger, As the graphic accompanying this article demonstrates, only panic stops on the 2nd Generation Prius are supplemented in any significant way by hydraulic brakes. National Renewable Energy Laboratory testing in 2002 established that, short of a panic stop, energy recovery is not affected by the rate of deceleration. Whether heavy of light on the brake pedal, you recover the same amount of energy over the same change in velocity.
Having driven a my 2001 Prius for more than nine years and having rented a 2007 and 2010 model, I can attest to the refinements of the second and third generation braking experience over that of the first generation models. All, however, can demonstrate some disturbing characteristics, in varying degrees, to an inexperienced driver: Encountering a pot hole, while braking hard, can induce a heart-stopping feeling of brake loss . . . like sliding on ice for 1/2 second . . . before the brakes regain their composure. When braking hard, as one of the front wheels enters the pot hole, it becomes airborne, unloaded and hence the wheel stops rotating -- it locks up. The anti-lock braking system detects the locked up wheel and disengages regenerative braking. Since more than 70% of the braking force is provided by regenerative braking and its used by both front wheels, the system takes away more than half of the braking effort until the wheel encounters pavement and starts turning again. Once the ABS is satisfied the wheel is turning reliably, it re-engages regenerative braking -- restoring all the braking force that was in play before the pot hole was encountered. Experienced Prius drivers, well aware of this potential, are on the lookout for pot holes while braking. We either coast past them before applying the brakes or we brace for the sickly brake-loss experience, knowing its a temporary condition and brake normally.
Kit P, Regulation works, saves lives, improves the quality of life and offers a higher benefit to cost ratios than the status quo. We wouldn't need a "nanny state" if businesses were voluntary good neighbors. So we regulate, and reap the benefits. Industry and business has opposed adopting even the most obvious and innocuous health and safety policies without the threat of penalties. They have been deferring the costs of processes and products that endanger consumers and damage the environment onto the local populace, employees, hospitals, insurers, government agencies and ultimately tax payers. Its long past time that those calculations be considered part of the product development budget and the price of doing business.
The New England Journal of Medicine chimed in on the subject in March, 2009. Long-Term Ozone Exposure and Mortality - - - - - - . . . Conclusions In this large study, we were not able to detect an effect of ozone on the risk of death from cardiovascular causes when the concentration of PM2.5 was taken into account. We did, however, demonstrate a significant increase in the risk of death from respiratory causes in association with an increase in ozone concentration. . . . . . For every 10-ppb increase in exposure to ozone, we observed an increase in the risk of death from respiratory causes of about 2.9% in single-pollutant models and 4% in two-pollutant models. Although this increase may appear moderate, the risk of dying from a respiratory cause is more than three times as great in the metropolitan areas with the highest ozone concentrations as in those with the lowest ozone concentrations. . . . . . There is biologic plausibility for a respiratory effect of ozone. In laboratory studies, ozone can increase airway inflammation and can worsen pulmonary function and gas exchange. In addition, exposure to elevated concentrations of tropospheric ozone has been associated with numerous adverse health effects, including the induction26 and exacerbation of asthma, pulmonary dysfunction, and hospitalization for respiratory causes. . . - - - - - -