MyMoto Nigeria

Toyota are known to produce a lot of Hybrid Vehicles. Many may not be aware that Toyota also delved briefly into the Electric Vehicle market with an Electric version of the Toyota RAV4. Two generations of the EV model were sold in California, and to fleets elsewhere in the USA, with a gap of almost ten years between them.

First Generation

Produced between 1997–2003. Not really popular.

Second Generation

Model was produced between 2012-2014 before production stopped. Still very much in the market and can be purchased. The electric powertrain of the second generation Toyota RAV4 EV was made by Tesla and was part of the partnership that existed between Toyota and Tesla at that time. It also boasts of great range of about 113 miles (180Km) on full charge. Toyota would later sell all of its stock in Tesla.

2016 Nissan Leaf being charged

The Myth that Electric Cars are not for Nigeria may not be true. As experts in this field we can authoritatively say Electric/Hybrid Cars are meant and suitable to the Nigerian clime. They provide great fuel efficiency and in some cases zero fuel usage. This is very vital in an economy that depends largely on petrol/diesel.

How will they be charge someone may ask? Based on our observation of the average daily mileage of most drivers (from our installed trackers in different vehicles), a charge of about 3-4hrs (with the proper Electric Vehicle Supplying Equipment, otherwise called Electric Vehicle Chargers) will suffice for the average vehicle owner.

In some vehicles, like the Tesla with high electric range (some models exceeding 300miles/480km), a full charge for 10 hours could last up to a week (at 60km per day) before a re-charge will be required. Just recently, a Tesla Model S was spotted in Abuja, Nigeria. There are several other electric car models that are affordable and of high quality.

Other Models like the Toyota Prius Prime (Plugin Hybrid), Nissan Leaf, Smart ForTwo Electric, Chevrolet Volt (Plugin Hybrid), Chevrolet Bolt also provide great electric range.

Another source of concern for many is how to maintain them? While this may be partly true, we have quite a number of auto-mechanics especially in Lagos who are versatile with these vehicles. Not to mention that while Hybrid/Plug-in Hybrids may require some form of maintenance (such as oil change, timing belt change) because they still have an Internal Combustion Engine (ICE), Electric Vehicles require very minimal maintenance usually limited to changing tyres, braking pad maintenance and in some cases coolant change (no oil change, timing belt change etc. since no ICE). Maintenance intervals is however usually large.

Batteries in Hybrid/Electric Vehicles are also not a source of concern in most recent models with some guaranteeing lifetime warranties on their batteries. The key is to engage a professional before purchase. For instance, some early Nissan Leaf models (2011/2012) have been reported to have battery drops faster than expected. We therefore usually recommend going for 2013+ if considering a Nissan  Leaf. These are some of the factors that should be put into consideration when choosing which Hybrid/Electric vehicle to purchase.

With our vehicle purchase program, you can purchase Electric/Hybrid Vehicles which are guaranteed to last several years/mileage. Our engineering team will also help in purchasing and installing the right EVSE to charge any electric vehicle purchased through us.

More articles that may interest you:

What are Electric Vehicles?

Chevrolet Volt: Introduction

Honda Insight – An Overview

Chevrolet Volt is an American plug-in hybrid car. The car was first produced in 2011 and is manufactured by Chevrolet division of General Motors. This vehicle travels 25 to 50 miles (38 miles average) on electric power alone. After the battery is depleted, it switches to the extended range mode (petrol). It can carry up to four people (including the driver).

The Volt has 16.5 KWh of lithium batteries and a 1.4 liter engine using premium fuel. The batteries have enough power to drive the car normally (it can go from 0 to 60 mph in 9 seconds). While the batteries have power, the car is like an electric car.

When the batteries run out of charge, they can be recharged from a special electrical outlet, or the car can turn on the gas engine. The gas engine and electric motors combine in a special type of transmission called a planetary gear, like the Toyota Prius. This allows the gas engine to drive the car or to change its power to electricity. The electricity can charge the battery or power the electric motor.

Fuel efficiency

How much gas is used depends on how the car is driven and when the batteries are recharged. It is possible to only use electric power and never use gasoline. The EPA estimates the average person will get 98 miles per gallon (including the equivalent cost of electricity).

Recharging

The batteries can be recharged in 10 to 16 hours using a 120V charging unit (most circuits in a house are at 120V). A 240V charging unit will recharge the car batteries in four hours. The batteries can also be charged from the gas engine or from the regenerative brakes, which turn the energy of the moving car into electricity.

Check here for plugin hybrid cars you can buy: https://mymoto.com.ng/fuel/plugin-hybrid/

A Tesla Model S was recently spotted sometime in December 2017 in Nigeria. Here is a picture of the back view:

Read more about the myth on owning Electric Vehicles and why you should consider owning one.

Source: CarsfromNaija Instagram Page

Nissan Leaf

When visiting an automaker’s proving ground to drive cars still under development, security is extensive.

Cameras have to be left on the bus, all phone lenses have to be covered, and documents committing you to keep quiet until the embargo lifts must be signed.

In late June, we drove a pre-production 2018 Nissan Leaf at the company’s Tochigi Test Field. Now, we can finally share our impressions.
We don’t have any photos from that event, but we came away with 10 pages of closely-spaced notes from our driving time plus numerous executives presentations and one-on-one interviews.

The bottom line is that the 2018 Nissan Leaf is a better vehicle in almost every respect against its predecessor—but it’s far from an entirely new car.

Thinking it over afterward, our main impression is that the 2018 Leaf puts Nissan’s electric car back into contention, but has few truly “wow!” features that set it apart from competitors.

It would have made a great mid-cycle update in 2016, when the 107-mile battery pack arrived in the first-generation car—and it would have gotten Nissan out in front of the Chevy Bolt EV with a fresh new vehicle to talk about.

As it is, with the longer-range version and 200-plus miles of range not due until next year, we might give it a grade of B: good effort, largely fulfills the assignment, but not a standout.

A few high points from our packed day of interviews and driving within the proving grounds:
DESIGN

The first Nissan Leaf stood out; the 2018 Leaf is simply another small Nissan. The design team clearly heard that many buyers felt it had gone too far, and as a result, almost all of the quirks have been removed from the new shape.

A special Launch Edition in white with a glossy black roof stands out; expect it to be offered on a limited basis early in the car’s run.

The interior, too, is largely Nissan-standard, a more modern interpretation of what you’d expect to find in a Sentra or Altima passenger car.

In fact, aside from a couple of badges and the mushroom-shaped drive selector, unaware drivers might never know this was an electric car from behind the wheel.

PERFORMANCE

The 2018 Leaf has the spunky pickup and smooth acceleration from a stop that its predecessor and for that matter most electric cars offer.

The difference is that where the old Leaf started to run out of breath at higher speeds, the new maintains stronger acceleration above 60 miles an hour, allowing a greater margin for sudden highway maneuvers.

That’s due to a motor that’s almost 40 percent more powerful: 110 kilowatts (147 horsepower) and 236 pound-feet of torque, against 80 kw (107 hp) and 187 lb-ft in the old car, with only 100 pounds or so of extra weight.
The so-called e-Pedal function, meanwhile, eliminates idle creep to provide one-pedal driving with seamless integration of the friction brakes and regeneration function.

Friction brakes are used to mimic regen if the battery can’t charge because it’s very cold or already fully charged. They also lock when the car has stopped, in e-Pedal mode, even if the driver’s foot is lifted—releasing when the accelerator is pressed.

It all works intuitively, and it’s the only way we’d choose to drive any electric car that offered it.

The “B” setting on the drive selector offers an intermediate setting that increases regenerative braking over that in the standard mode, which mimics the behavior of a conventional car with an automatic transmission.

COMFORT and QUALITY

Noise is a funny thing in electric cars: the first-generation Leaf was notorious for requiring the development of specially quiet windshield wipers, because conventional Nissan units proved too noisy without engine noise to mask them.

The company put a great deal of effort into reducing cabin noise in the 2018 Leaf, and it shows.

They range from a stiffer structure and extensive computer modeling of noise and vibrations to acoustic glass in the windshield and insulation specially designed to absorb whine from the motor and electronics.

SOURCE: greencarreports.com

I’m aware that the headline is pretty much an oxymoron and it looks like the stupidest thing from the picture above, but please bear with me for a second because this project is actually interesting.

The moovel Group, a research group owned by Daimler, created an electric vehicle platform with autonomous driving sensors but instead of a control unit powered by software, a driver controls the vehicle based on information fed through a virtual reality headset.

Self-driving cars face a broad acceptance problem. People are used to cars always having been driven by humans, which has been the case for over a century,  and some people find it difficult to now leave that to sensors, computers, and software.

Of course, humans are not exactly great drivers based on accident rates, but giving up that control is still a hard thing to do for some people.

With this new project, Joey Lee, responsible for the project in the moovel lab, says that they aim to “create empathy” for the technology behind autonomous vehicles:

“The project is aimed at being a platform for all those who want to experience and share their impressions, feelings and thoughts on the future subject of autonomous driving. By allowing people to experience it for themselves, we want to make the topic less complex, create empathy for the technology and trigger a discussion about the future of mobility”,

They equipped the vehicle with sensors and cameras creating a “three-dimensional mapping and object recognition” program that is fed into a VR headset, which represents the driver’s only inputs to steer the vehicle using a joystick.

While I’m behind the idea for the project, my first impression was ‘why do you need to be on the vehicle and also in this position?’ but moovel says that this “lying position enhances the driver’s feeling of movement and allows full immersion in the perception.”

They will be presenting the project at two conferences in October and November 2017: firstly at the Push UX Conference in Munich on October 20 and 21, and then at the KIKK Festival, Europe’s best-known festival for digital and creative culture from November 2 to 4 in Namur, Belgium.

SOURCE:   electrek.co

European union battery alliance announcement

As it stands today, Asia dominates the production of electric-car battery cells globally, with Japanese and Korean companies representing the bulk of the industry outside of booming Chinese makers.

Europe, however, lacks a single major player in the fabrication and assembly of lithium-ion battery cells for cars that plug in.

Now European leaders aim to change that, through an alliance that would build battery cells for future vehicle and technology applications.
Battery cells are essentially the building block for electric cars, and Maroš Šefčovic, EU Commission vice president in charge of the Energy Union, said Europe must act quickly to ensure its competitiveness.

“The lack of a domestic, European cell manufacturing base jeopardizes the position of EU industrial customers,” he said, according to Euractiv, “because of the security of the supply chain, increased costs due to transportation, time delays, weaker quality control or limitations on the design.”

Europe’s future battery cell business is especially important as many European nations make plans to phase out the internal-combustion engine over the next two decades.
France, Norway, Holland, and the United Kingdom have all named target dates to ban the sale of new vehicles powered by fossil fuels.

Executives from both the automotive and chemical industries, along with engineers, joined the summit held 10 days ago, at which Šefčovic declared the work starts “immediately.”

Following the gathering, the vice president of the Energy Union announced a number of working groups on issues ranging from the supply chain, investment financing, trade issues, and R&D.
Once the working groups meet and discuss the various topics, they will issue a roadmap for Europe’s battery cell industry.

The battery alliance could adopt a strategic plan as early as February 2018.

tesla gigafactory battery plant in nevada

Not only will the alliance be a critical part of Europe’s future economic situation, but it will ensure European companies—and more importantly, automakers—have enough battery cells and raw materials.

Analysts expect the market for electric cars to boom in the coming decades, and Volkswagen specifically previously said it needs 40 gigafactories worth of batteries for its electric car plans
That’s more than 200 gigawatt-hours worth of battery cells, and VW won’t be the only automaker competing for the supplies.

The global market for batteries could reach $300 million by 2025, and the EU expressed support for its domestic battery industry with a potential $2.6 million investment.

SOURCE: greencarreports.com

2010 Honda Insight

The Honda Insight is a hybrid electric vehicle that was manufactured and marketed by Honda in its first generation as a three-door, two passenger hatchback (1999–2006) and in its second generation as a five-door, five passenger hatchback (2009–2014). The Insight was the first production vehicle to feature Honda’s Integrated Motor Assist system. The first generation Insight is the most fuel efficient gasoline-powered car available in the U.S. without plug-in capability for the length of its production run. EPA estimates were 61 City/70 Highway/65 Combined. However, that was under the old EPA standards. Today’s EPA standards reduced the estimates to 49 City/61 Highway/53 Combined. In December 2015, Toyota beat the Insight in City and Combined mileage by the new EPA estimate with the 2016 Toyota Prius Eco with EPA ratings of 58 City/53 Highway/56 Combined.
Honda introduced the second-generation Insight in Japan in February 2009 and in the United States on March 24, 2009. The Insight was the least expensive hybrid available in the US. In December 2010, Honda introduced a less expensive base model for the 2011 model year. The Insight was launched April 2009 in the UK as the lowest priced hybrid on the market and became the best selling hybrid for the month.

The Insight ranked as the top-selling vehicle in Japan for the month of April 2009, a first for a hybrid model. During its first twelve months after first available in the Japanese market, the second-generation Insight sold 143,015 units around the world. In July 2014 Honda announced the end of production of the Insight for the 2015 model, together with the Honda FCX Clarity hydrogen fuel-cell car and the Honda Fit EV electric car

FIRST GENERATION (1999-2006)

First generation – Honda Insight

SECOND GENERATION (2009-2014)

Second Honda Insight

The 2010 Honda Insight was specifically designed to make hybrid technology more affordable to a wide range of buyers. Departing from the first generation Insight’s two-seat configuration, the 2010 Insight is a 5-passenger, 5-door dedicated hybrid vehicle that includes the fifth generation of Honda’s Integrated Motor Assist (IMA) hybrid powertrain.

2012 Honda Insight

The Insight was facelifted in 2010 in the United Kingdom and in 2011 for the 2012 model year in the United States, with updates to the suspension, styling and interior. There are revisions to the recoil rate of the springs, change of the rear camber angles and alterations to the rear suspension brace and adjusting mounts. As a result, Honda promised better ride, handling and stability. Interior changes include revisions to the dashboard, seat fabric, and some plastics. The air vents received a chrome surround and a silver garnish now adorns the door sills

In 2009, Honda introduced its second-generation Insight based on an all-new, 5-passenger, 5-door, dedicated hybrid platform, which was also later used for the Honda CR-Z. The concept version of the Insight hatchback hybrid electric vehicle had made its public debut at the 2008 Paris Motor Show nd its North American debut at the Los Angeles Auto Show. In the US, the new Insight is classified as a compact car based on its interior volume.
Based on the Honda J-VX concept car unveiled at the 1997 Tokyo Motor Show, the Insight was introduced in Japan in November 1999  as the first production vehicle to feature Honda’s Integrated Motor Assist system. In the following month, December 1999, Insight became the first hybrid available in North America, followed seven months later by the Toyota Prius.

The Insight featured optimized aerodynamics and a lightweight aluminum structure to maximize fuel efficiency and minimize emissions. As of 2014, the first generation Insight still ranks as the most fuel-efficient United States Environmental Protection Agency (EPA) certified gasoline-fueled vehicle, with a highway rating of 61 miles per US gallon (3.9 L/100 km; 73 mpg‑imp) and combined city/highway rating of 53 miles per US gallon (4.4 L/100 km; 64 mpg‑imp).

SOURCE: wikipedia

By the end of 2006 there were about 15 hybrid vehicles from various car makers available in the U.S. By May 2007 Toyota sold its first million hybrids and had sold a total of two million hybrids at the end of August 2009.

Below is a comparison of the Toyota hybrid models.

Features	Prius	Prius	Prius	Prius	Camry	Highlander	Highlander
Release date	December 1997 (Japan) 2000 (worldwide)	August 2003	May 2009 (Japan) June 2009 (US)	December 2015	May 2006	July 2005	September 2007
US model year	2001–2003	2004–2009	2010–2015	2016–	2007–	2005–2007	2008–
Base price	US$19,995	US$22,000	US$22,000	US$24,685	US$26,480	US$33,000	US$34,700
EPA-estimated city fuel economy	42 mpg‑US(5.6 L/100 km; 50 mpg‑imp)	48 mpg‑US(4.9 L/100 km; 58 mpg‑imp)	51 mpg‑US(4.6 L/100 km; 61 mpg‑imp)	54 mpg‑US(4.4 L/100 km; 65 mpg‑imp)	33 mpg‑US(7.1 L/100 km; 40 mpg‑imp)	28 mpg‑US(8.4 L/100 km; 34 mpg‑imp) (2WD) 27 mpg‑US(8.7 L/100 km; 32 mpg‑imp) (4WD-i)	27 mpg‑US(8.7 L/100 km; 32 mpg‑imp)
EPA-estimated highway fuel economy	41 mpg‑US(5.7 L/100 km; 49 mpg‑imp)	45 mpg‑US(5.2 L/100 km; 54 mpg‑imp)	48 mpg‑US(4.9 L/100 km; 58 mpg‑imp)	50 mpg‑US(4.7 L/100 km; 60 mpg‑imp)	34 mpg‑US(6.9 L/100 km; 41 mpg‑imp)	25 mpg‑US(9.4 L/100 km; 30 mpg‑imp) (2WD) 25 mpg‑US(9.4 L/100 km; 30 mpg‑imp) (4WD-i)	25 mpg‑US(9.4 L/100 km; 30 mpg‑imp)
EPA-estimated drivers fuel economy	45 mpg‑US(5.2 L/100 km; 54 mpg‑imp)	47.5 mpg‑US(4.95 L/100 km; 57.0 mpg‑imp)	48.7 mpg‑US(4.83 L/100 km; 58.5 mpg‑imp)	52 mpg‑US(4.5 L/100 km; 62 mpg‑imp)	36.6 mpg‑US(6.43 L/100 km; 44.0 mpg‑imp)		24.5 mpg‑US(9.6 L/100 km; 29.4 mpg‑imp)
Engine	1.5 L 1NZ-FXE I4 Atkinson cycle	1.5 L 1NZ-FXE I4 Atkinson cycle	1.8 L 2ZR-FXE I4 Atkinson cycle	1.8 L 2ZR-FXE I4 Redesigned Atkinson cycle	2.4 L 2AZ-FXE I4 Atkinson cycle	3.3 L 3MZ-FE V6	3.3 L 3MZ-FE V6
0–60 mph (97 km/h) acceleration	12.6 s	10.8 s	10.0 s	9.6 s (Zero to 60 Times)	7.3 s (R&T, 5/06)	6.6  s (Motor Trend)	n/a
Engine output	70 hp (52 kW) / 82 lb·ft (110 Nm)	76 hp (57 kW) / 85 lb·ft (115 Nm)	98 hp (73 kW) / 105 lb·ft (142 Nm)	95 hp (71 kW) / 105 lb·ft (142 Nm)	147 hp (108 kW) / 138 lb·ft (187 Nm)		156 kW (208 hp)
Electric motor output	44 hp (33 kW) / 258 lb·ft (350 Nm)	67 hp (50 kW) / 295 lb·ft (400 Nm)	80 hp / 295 lb·ft (400 Nm)	71 hp (53 kW) / 120 lb·ft (163 Nm)	45 hp
Net power	60 kW (80 hp)	80 kW (107 hp)	110 kW (134 hp)	90 kW (121 hp)	140 kW (187 hp)		201 kW (270 hp)
Traction battery power	33 kW (44 hp)	21 kW (28 hp)	27 kW (36 hp)	53 kW (71 hp)	30 kW (40 hp)	45 kW (60 hp)	45 kW (60 hp)
Requires premium fuel (91octane(R+M)/2 )	No	No	No	No	No	No (however, premium recommended)	No
EPA/CARBemission certification		Tier II Bin 3/AT-PZEV	Tier II Bin 3/SULEV	Tier II Bin 3/SULEV withAT-PZEV	Tier II Bin 3/AT-PZEV	Tier II Bin 3/AT-PZEV	Tier II Bin 3/SULEV
Smog forming emissions compared to average new vehicle	75% less	80% less	80% less	80% less	80% less	80% less	80% less
Maximum seating	5	5	5	5	5	7	7

• Note: Miles per gallon estimates are those provided by the United States Environmental Protection Agency (EPA) and are the 2008 revision of the original numbers.
• Hybrid access to US HOV lanes varies by US state. Factors can include total/average miles per gallon rating from the EPA, type of technology used, and/or date of vehicle registration with the relevant state authorities. (Several states have begun restricting HOV lane access by hybrid and clean-fuel vehicles due to crowding.)
• Traction battery power is the amount of power available from the electric portion of the Powertrain without the aid of the Internal combustion engine (ICE). This is generally limited by the Traction battery rather than the electric motor(s).

SOURCE:   wikipedia

Toyota Prius 12V Battery

The only way to know if your battery cell modules are losing its capacity without the use of the Toyota TechStream software is, by looking at the Energy screen on the MFD for SOC(state of charge). It will give you clues as it happens in stages.

1.) If the battery consistently charges to 7 green bars all session around, that’s one early sign of some capacity has been lost.

2.) If bars suddenly drop to 2 bars and charge rapidly up to green bars. Losses its charge while parked. Major sign of battery degradation before you get the Red Triangle of death.

The more you drive the car, the longer the battery would last than one that sits. Heat also reduces its lifespan capacity by 50% esp if you live in very hot climates. when it’s too weak you get all kind bogus catastrophic warning signs including the “red triangle of death.” Be sure you don’t  forget to leave ON the headlights, you pulled over and played the radio for 30 minutes, etc.

There are ways to prolong its lifespan by using a Grid charger to recondition the battery which would be an essential investment.

SOURCE:    www.quora.com

2016 Toyota Prius Hybrid Liftback

The Toyota Prius is a full hybrid electric automobile developed by Toyota and manufactured by the company since 1997. Initially offered as a 4-door sedan, it has been produced only as a 5-door hatchback since 2003.

The United States Environmental Protection Agency (EPA) and California Air Resources Board (CARB) rate the Prius as among the cleanest vehicles sold in the United States based on smog-forming emissions. The 2016 model year Prius Eco ranks as the all-time most fuel efficient gasoline-powered car available in the US without plug-in capability.

The Prius first went on sale in Japan in 1997, and was available at all four Toyota Japan dealerships, making it the first mass-produced hybrid vehicle. It was subsequently introduced worldwide in 2000. The Prius is sold in over 90 markets, with Japan and the United States being its largest markets. Global cumulative Prius liftback sales reached the milestone 1 million vehicle mark in May 2008, 2 million in September 2010, and passed the 3 million mark in June 2013. Cumulative sales of one million were achieved in the U.S. by early April 2011, and Japan reached the 1 million mark in August 2011. As of January 2017, the Prius liftback is the world’s top selling hybrid car with almost 4 million units sold.

In 2011, Toyota expanded the Prius family to include the Prius v, an extended hatchback wagon, and the Prius c, a subcompact hatchback. The production version of the Prius plug-in hybrid was released in 2012. The second generation of the plug-in variant, the Prius Prime, was released in the U.S. in November 2016. The Prime achieved the highest miles per gallon equivalent (MPGe) rating in all-electric mode of any vehicle rated by EPA with an internal combustion engine. Global sales of the Prius c variant passed the one million mark during the first half of 2015. The Prius family totaled global cumulative sales of 6.1 million units in January 2017, representing 61% of the 10 million hybrids sold worldwide by Toyota since 1997.

GENERATIONS OF TOYOTA PRIUS

First Generation (XW10; 1997-2003)

First Toyota Prius

The first generation Prius, at its launch, became the world’s first mass-produced gasoline-electric hybrid car. At its introduction in 1997, it won the Car of the Year Japan Award, and in 1998, it won the Automotive Researchers’ and Journalists’ Conference Car of the Year award in Japan.

The first generation Prius (NHW10) was available only in Japan, though it has been imported privately to at least the United States, United Kingdom, Australia, and New Zealand.

Second Generation  (XW20;  2003-2009)

2008 Toyota Prius (NHW20R)

The second generation Prius is more environmentally friendly than the previous model (according to the EPA), and is 6 inches (150 mm) longer than the previous version.

Production commenced in August 2003 at the Tsutsumi plant in Toyota, Aichi, supplemented in October 2004 with the Fujimatsu plant at Kariya, Aichi.

The Prius uses an all-electric A/C compressor for cooling, an industry first. Combined with a smaller and lighter NiMH battery, the XW20 is more powerful and more efficient than the XW10.

Third Generation;  (XW30  2009-2015)

Toyota Prius ZVW30

Toyota debuted the new Prius (2010 US model year) at the January 2009 North American International Auto Show, and sales began in Japan on 18 May 2009. Toyota cut the price of the Prius from¥2.331 million to ¥2.05 million to better compete with the Honda Insight, leading some to wonder whether increased sales of the Prius might come at the expense of sales of other vehicles with higher margins. Competition from lower priced hybrids, such as the Honda Insight, also made it difficult for Toyota to capitalize on the Prius’s success. As of June 2013, Toyota has sold about 1,688,000 third-generation Priuses worldwide.

In constructing the Prius, Toyota used a new range of plant-derived ecological bioplastics, made out of cellulose derived from wood or grass instead of petroleum. The two principal crops used are kenaf and ramie. Kenaf is a member of the hibiscus family, a relative to cotton and okra; ramie, commonly known as China grass, is a member of the nettle family and one of the strongest natural fibers, with a density and absorbency comparable to flax.

Fourth Generation;  (XW50    2015-present)

2016 Toyota Prius -angular front

The fourth generation Prius was first shown during September 2015 in Las Vegas, and was released for retail customers in Japan in December 2015. The launch in North American market occurred in January 2016, and February in Europe. Toyota expected to sell 12,000 fourth generation Prius cars a month in Japan, and to reach annual sales between 300,000 and 350,000 units.

In August 2013, Toyota Managing Officer Satoshi Ogiso, who was chief engineer for the Prius line, announced some of the improvements and key features of the next generation Prius. The next Prius is the first vehicle to use the Toyota New Global Architecture (TNGA) modular platform, which provides a lower center of gravity and increased structural rigidity. These features, along with other improvements allow for gains in ride-and-handling, agility and aerodynamics. The improved aerodynamics contribute to an all-new exterior design, which includes a roomier interior. Ogiso also explained that the next-generation Prius plug-in hybrid, the Prius Prime, was developed in parallel with the standard Prius model.

SOURCE:    wikipedia

A TESLA MODEL S driver using the car’s semi-autonomous Autopilot feature died when the car hit an 18-wheeler, the first known fatality involving technology that remains in beta testing.

The collision occurred May 7 when the big-rig made a left turn in from of the Model S at an intersection on a divided highway in Williston, Florida. “Neither Autopilot nor the driver noticed the white side of the tractor trailer against a brightly lit sky, so the brake was not applied” and the car drove under the trailer, the automaker said today.

The National Highway Traffic Safety Administration sent a Special Crash Investigations Team to examine the vehicle and the crash scene. Experts from the agency’s Office of Defects Investigation plan to examine the design and performance of the Autopilot system. The agency said in a statement that opening an investigation “should not be construed as a finding that” the agency “believes there is either a presence or absence of a defect in the subject vehicles.”

In a blog post, Tesla said drivers have racked up some 130 million miles using Autopilot, which uses radar, cameras, GPS, and ultrasonic sensors to keep a car centered in its lane and maintain a safe distance between other vehicles.

The Silicon Valley automaker points out that its Autopilot is disabled by default, and drivers can activate it only after acknowledging that the technology is still in beta testing. Drivers are instructed to keep their hands on the steering wheel at all times and be ready to assume complete control at any moment.

“We do this to ensure that every time the feature is used, it is used as safely as possible,” Tesla says. And the automaker argues that even though it’s not perfect, “the data is unequivocal that Autopilot reduces driver workload and results in a statistically significant improvement in safety.”

Still, something like this was all but inevitable. Tesla activated the feature via an over-the-air software update on October 15, and within days people were posting videos of them doing all kinds of stupid things, including sitting in the back seat and even sleeping. It wasn’t long before three people drove a Model S cross-country in less than 58 hours, using Autopilot to barrel along at up to 90 mph.

The crash raises the long-anticipated liability question of autonomous driving: Who is at fault when someone dies? Tesla may describe the technology as a safety system designed to augment a driver’s vigilance, but many drivers appear to consider it an autonomous system capable of taking over entirely.

Although there aren’t any laws against cars driving themselves, regulations governing autonomous operation remain far from clear. “Companies can get away with a lot that’s in a legal gray area, as long as bad things don’t happen,” Bryant Walker Smith, an expert on the technology at University of South Carolina School of Law, said last year. But regulators step in when something goes awry.

The fatality also underscores why most automakers are moving far more cautiously in rolling out semi-autonomous systems. Cadillac, for example, announced in January that it is delaying the debut of its Supercruise feature. “Technical development will only proceed to production when it is well and truly ready,” company spokesman David Caldwell said at the time. “We won’t release it just to hit a date, nor will we ‘beta test’ with customers.” His comment was a blatant dig at Tesla Motors, and, in hindsight, a prescient awareness of what could go wrong.

Source: wired.com

In case you weren’t paying attention, something amazing just happened to the automobile industry.

The recent unveiling of Tesla’s Model 3 resulted in the largest product pre-order in history. The fact that within days of launch about 400,000 people paid $1,000 each Continue Reading »

According to prominent Norwegian newspaper Dages Naerisslv , the Scandinavian country agreed to enact a sales ban on gasoline-powered cars by Continue Reading »

Battery electric vehicles, or BEVs, use electricity stored in a battery pack to power an electric motor and turn the wheels. When depleted, the batteries are recharged using grid electricity, either from a wall socket or a dedicated charging unit. Since they don’t run on gasoline or diesel and are powered entirely by electricity, battery electric cars and trucks are considered “all-electric” vehicle When driven, BEVs don’t produce tailpipe pollution—they don’t even have a tailpipe. However, the electricity they use may produce heat-trapping gases and other pollution at the source of its generation or in the extraction of fossil fuels. The amount of pollution produced depends on how the electricity is made. In the United States, battery electric cars charged off the dirtiest coal-dominated grid still produce less pollution than their gasoline-powered counterparts. BEVs powered by renewable energy sources like wind or solar are virtually emission-free.

Not using gasoline or diesel also means that battery electric cars are significantly cheaper to fuel than conventional vehicles. Exact comparisons depend on the vehicle model and fuel prices, but driving a BEV can save drivers $ 1000 in gasoline money.

Battery electric vehicle features

Like other electric and hybrid-electric vehicles, BEVs minimize wasted energy by turning the car off when stopped (“idle-off”) and by charging the battery when braking (“regenerative braking”). Electric motors are also inherently more energy-efficient than gasoline or diesel engines.

Battery electric cars have the added benefit of home recharging. A 240-volt outlet, similar to those used for clothes dryers, can charge a vehicle overnight. Fully-charged, most battery electric cars have a driving range of between 70 to 100 miles, well within the day to day range requirement of most Americans, though some BEVs can go up to 265 miles on a single charge. An increasing number of public and workplace charging stations provide added charging capacity.

More subjectively, many drivers appreciate the driving experience provided by all-electric cars. Electric motors generate near-instant torque, or turning-force, while the torque of internal combustion engines increases in tandem with the engine’s revolutions (RPM). This means that BEVs have extremely fast acceleration and a “light” or “zippy” feel compared to conventional cars and trucks.

Differences between battery electric cars and other EVs

Plug-in hybrid electric vehicles have both an electric motor and a conventional gasoline or diesel engine. Compared to a battery electric vehicle, this extends the total driving range but lowers the all-electric range. Conventional hybrids, which can’t be plugged in, aren’t considered electric vehicles.

Fuel cell electric vehicles convert hydrogen gas into electricity to power an electric motor and battery. Fuel cell vehicles are a relatively new technology in passenger vehicles, but have a substantial carbon-cutting role to play alongside other all-electric vehicles.