Ask Joe Mechanic - Electric Vehicles (Part 2)

In the United States, General Motors (GM) ran in several cities a training program for firefighters and first responders to demonstrate the sequence of tasks required to safely disable the Chevrolet Volt’s powertrain and its 12 volt electrical system, which controls its high-voltage components, and then proceed to extricate injured occupants. The Volt's high-voltage system is designed to shut down automatically in the event of an airbag deployment, and to detect a loss of communication from an airbag control module. GM also made available an Emergency Response Guide for the 2011 Volt for use by emergency responders. The guide also describes methods of disabling the high voltage system and identifies cut zone information. Nissan also published a guide for first responders that details procedures for handling a damaged 2011 Leaf at the scene of an accident, including a manual high-voltage system shutdown, rather than the automatic process built-in the car's safety systems.

 Great effort is taken to keep the mass of an electric vehicle as low as possible to improve its range and endurance. However, the weight and bulk of the batteries themselves usually makes an EV heavier than a comparable gasoline vehicle, reducing range and leading to longer braking distances; it also has less interior space. However, in a collision, the occupants of a heavy vehicle will, on average, suffer fewer and less serious injuries than the occupants of a lighter vehicle; therefore, the additional weight brings safety benefits despite having a negative effect on the car's performance. An accident in a 2,000 lb (900 kg) vehicle will on average cause about 50% more injuries to its occupants than a 3,000 lb (1,400 kg) vehicle. In a single car accident and for the other car in a two-car accident, the increased mass causes an increase in accelerations and hence an increase in the severity of the accident. Some electric cars use low rolling resistance tires, which typically offer less grip than normal tires. Many electric cars have a small, light and fragile body, though, and therefore offer inadequate safety protection. The Insurance Institute for Highway Safety in America had condemned the use of low speed vehicles and "mini trucks," referred to as neighborhood electric vehicles (NEVs) when powered by electric motors, on public roads.

At low speeds, electric cars produced less roadway noise as compared to vehicles propelled by internal combustion engines. Blind people or the visually impaired consider the noise of combustion engines a helpful aid while crossing streets, hence electric cars and hybrids could pose an unexpected hazard. Tests have shown that this is a valid concern, as vehicles operating in electric mode can be particularly hard to hear below 20 mph (30 km/h) for all types of road users and not only the visually impaired. At higher speeds, the sound created by tire friction and the air displaced by the vehicle start to make sufficient audible noise.

The Government of Japan, the U.S. Congress, and the European Parliament passed legislation to regulate the minimum level of sound for hybrids and plug-in electric vehicles when operating in electric mode, so that blind people and other pedestrians and cyclists can hear them coming and detect from which direction they are approaching. The Nissan Leaf was the first electric car to use Nissan's Vehicle Sound for Pedestrians system, which includes one sound for forward motion and another for reverse. As of March 2013, most of the hybrids and plug-in electric cars available in the United States make warning noises using a speaker system. The Tesla Model S is one of the few electric-drive cars without warning sounds, because Tesla Motors is awaiting the National Highway Traffic Safety Administration final rule.

Far and away, the largest concern for electric vehicles is their batteries. The limitations of range, availability of charging, safety, lifespan, cost of replacement are just some of the things considered regarding batteries.  Finding the economic balance of range against performance, energy density, and accumulator type versus cost challenges every EV manufacturer. While most current highway-speed electric vehicle designs focus on lithium-ion and other lithium-based variants a variety of alternative batteries can also be used. Lithium-based batteries are often chosen for their high power and energy density but have a limited shelf-life and cycle lifetime which can significantly increase the running costs of the vehicle. Variants such as Lithium iron phosphate and Lithium-titanate attempt to solve the durability issues with traditional lithium-ion batteries.

Other battery technologies include:

• Lead acid batteries are still the most used form of power for most of the electric vehicles used today. The initial construction costs are significantly lower than for other battery types, and while power output to weight is poorer than other designs, range and power can be easily added by increasing the number of batteries. NiCd - Largely superseded by NiMH
• Nickel metal hydride (NiMH)
• Nickel iron battery - Known for its comparatively long lifetime and low power density

Several battery technologies are also in development such as:

• Zinc-air battery
• Molten salt battery
• Zinc-bromine flow batteries or Vanadium redox batteries can be refilled, instead of recharged, saving time. The depleted electrolyte can be recharged at the point of exchange, or taken away to a remote station.

Unlike vehicles powered by fossil fuels, BEVs are most commonly and conveniently charged from the power grid overnight at home, without the inconvenience of having to go to a filling station. Charging can also be done using a street or shop charging station.  The electricity on the grid is in turn generated from a variety of sources; such as coal, hydroelectricity, nuclear and others. Power sources such as roof top photovoltaic solar cell panels, micro hydro or wind may also be used and are promoted because of concerns regarding global warming.

                  
 Most electric cars have used conductive coupling to supply electricity for recharging after the California Air Resources Board settled on the SAE J1772-2001 standard as the charging interface for electric vehicles in California in June 2001. In Europe the ACEA has decided to use the Type 2 connector from the range of IEC_62196 plug types for conductive charging of electric vehicles in the European Union as the Type 1 connector (SAE J1772-2009) does not provide for three-phase charging.  Another approach is inductive charging using a non-conducting "paddle" inserted into a slot in the car. Delco Electronics developed the Magne Charge inductive charging system around 1998 for the General Motors EV1 and it was also used for the Chevrolet S-10 EV and Toyota RAV4 EV vehicles.

Reports emerged in late July 2013 of a significant conflict between the companies responsible for the two types of charging machines. The Japanese-developed CHAdeMO standard is favored by Nissan, Mitsubishi, and Toyota, while the Society of Automotive Engineers’ (SAE) International J1772 Combo standard is backed by GM, Ford, Volkswagen, and BMW. Both are direct-current quick-charging systems designed to charge the battery of an electric vehicle to 80 percent in approximately 20 minutes, but the two systems are completely incompatible. In light of an ongoing feud between the two companies, experts in the field warned that the momentum of the electric vehicle market would be severely affected. Richard Martin, editorial director for clean technology marketing and consultant firm Navigant Research, stated:

“Fast charging, however and whenever it gets built out, is going to be key for the development of a mainstream market for plug-in electric vehicles. The broader conflict between the CHAdeMO and SAE Combo connectors, we see that as a hindrance to the market over the next several years that needs to be worked out. Newer cars and prototypes are looking at ways of dramatically reducing the charging times for electric cars. The BMW i3 for example, can charge 0-80% of the battery in under 30 minutes in rapid charging mode.”

                  
 More electrical power to the car reduces charging time. Power is limited by the capacity of the grid connection, and, for level 1 and 2 charging, by the power rating of the car's on-board charger. A normal household outlet is between 1.5 kW (in the US, Canada, Japan, and other countries with 110 volt supply) to 3 kW (in countries with 230V supply). The main connection to a house may sustain 10, 15 or even 20 kW in addition to "normal" domestic loads—although, it would be unwise to use all the apparent capability—and special wiring can be installed to use this.  As examples of on-board chargers, the Nissan Leaf at launch has a 3.3 kW charger and the Tesla Roadster can accept up to 16.8 kW (240V at 70A) from the High Power Wall Connector. These power numbers are small compared to the effective power delivery rate of an average petrol pump, about 5,000 kW.

Even if the electrical supply power can be increased, most batteries do not accept charge at greater than their charge rate ("1C"), because high charge rates have an adverse effect on the discharge capacities of batteries. Despite these power limitations, plugging in to even the least-powerful conventional home outlet provides more than 15 kilowatt-hours of energy overnight, sufficient to propel most electric cars more than 70 kilometres (43 mi).  Using regenerative braking, a feature, which is present on many hybrid electric vehicles, approximately 20 percent of the energy usually lost in the brakes, is recovered to recharge the batteries.

An alternative to quick recharging is to exchange a discharged battery or battery pack for a fully charged one, saving the delay of waiting for the vehicle's battery to charge. Battery swapping is common in warehouses using electric forklift trucks.  The concept of exchangeable battery service was first proposed as early as 1896 in order to overcome the limited operating range of electric cars and trucks. The concept was first put into practice by Hartford Electric Light Company through the GeVeCo battery service and was initially available for electric trucks. Both vehicles and batteries were modified to facilitate a fast battery exchange. The service was provided between 1910 and 1924 and during that period covered more than 6 million miles. A rapid battery replacement system was implemented to keep running 50 electric buses at the 2008 Summer Olympics.

Tesla Motors designed its Model S to allow fast battery swapping. In June 2013, Tesla announced their goal to deploy a battery swapping station in each of its supercharging stations.  At a demonstration event, Tesla showed that a battery swap operation with the Model S takes just over 90-seconds, about half the time it takes to refill a gasoline-powered car.  The first stations will be deployed along Interstate 5 in California where, according to Tesla, a large number of Model S sedans make the San Francisco-Los Angeles trip regularly.  The Washington, DC to Boston corridor, will follow these stations. Each swapping station will cost $500,000 USD and will have about 50 batteries available without requiring reservations. The service would be offered for the price of about 15 US gallons (57 l; 12 imp gal) of gasoline at the current local rate, around $60 to $80 USD at June 2013 prices.

 Battery life should be considered when calculating the extended cost of ownership, as all batteries eventually wear out and must be replaced. The rate at which they expire depends on the type of battery technology and how they are used — many types of batteries are damaged by depleting them beyond a certain, optimal level.  Lithium-ion batteries degrade faster when stored at higher temperatures.

The future of battery electric vehicles depends primarily upon the cost and availability of batteries with high specific energy, power density, and long life, as all other aspects such as motors, motor controllers, and chargers are fairly mature and cost-competitive with internal combustion engine components. Diarmuid O'Connell, VP of Business Development at Tesla Motors, estimates that by the year 2020 30 percent of the cars driving on the road will be battery electric or plug-in hybrid.

Nissan CEO Carlos Ghosn has predicted that one in 10 cars globally will run on battery power alone by 2020. Additionally, a recent report claims that by 2020 electric cars and other green cars will take a third of the total of global car sales. It is estimated that there are sufficient lithium reserves to power four billion electric cars.

As of November 2013, the number of mass production highway-capable all-electric passenger cars and utility vans available in the market is limited to about 25 models. Most electric vehicles in the world roads are low-speed, low-range neighborhood electric vehicles (NEVs) or electric quadricycles. Pike Research estimated there were almost 479,000 NEVs on the world roads in 2011. The two largest NEV markets in 2011 were the United States, with 14,737 units sold, and France, with 2,231 units. The Renault Twizy all-electric heavy quadricycle, launched in Europe in March 2012 and with global sales of 9,020 units through December 2012, became the best selling plug-in electric vehicle in Europe for 2012. The top selling markets were Germany with 2,413 units, France with 2,232 units, and Italy with 1,545 units sold in 2012. As of November 2013, global Twizy sales totaled 11,879 units.

The world's top selling highway-capable electric car ever is the Nissan Leaf, released in December 2010, with global sales of over 92,000 units delivered by early December 2013. All-electric models scheduled for market launch in 2014 include the Volkswagen e-Golf, Mercedes-Benz B-Class Electric Drive, Mercedes-Benz SLS AMG Electric Drive, Tesla Model X, and the limited production Detroit Electric SP.01.

As of September 2013, over 60,000 all-electric cars have been sold in the U.S. since 2008, led by the Nissan Leaf, with 35,588 units, followed by the Tesla Model S with 16,251 units, and the Ford Focus Electric with 2,028 units sold through September 2013. Accounting for plug-in hybrid electric cars sold since 2010 (about 80,000), the United States has the largest fleet of plug-in electric vehicles (PEVs) in the world, with over 140,000 highway-capable plug-in electric cars sold through September 2013. A total of 17,800 plug-in electric cars were delivered during 2011, more than 53,000 during 2012, and over 67,700 units during the first nine months of 2013. PEV sales during the first nine months of 2013 represented a 0.58 percent market share of total new car sales, up from of 0.37 percent in 2012, and 0.14 percent in 2011.

                  
 The Chevrolet Volt is the top selling plug-in hybrid, with 48,218 units, followed by the Toyota Prius Plug-in Hybrid with 20,724 units, and the Ford C-Max Energi with 6,668 units sold through September 2013. During the first nine months of 2013 sales were led by the Chevrolet Volt with 16,760 units, followed by the Nissan Leaf with 16,076 cars, and the Tesla Model S with about 13,500 units. August 2013 is the best month on record for U.S. plug-in vehicle sales, with more than 11,000 units delivered, representing a market share of 0.76 percent of new car sales.

California, the largest United States car market, is also the leading plug-in electric-drive market in the country. About 40 percent of the segment's nationwide sales during 2011 and 2012 were made in California, while the state represents about 10 percent of all new car sales in the country.  From January to May 2013, 52 percent of American plug-in electric car registrations were concentrated in five metropolitan areas: San Francisco, Los Angeles, Seattle, New York and Atlanta.

 During 2011, all-electric cars (10,064 sold) oversold plug-in hybrids (7,671 sold), but increased Volt sales, together with the introduction of the Prius PHV and the Ford C-Max Energi, allowed plug-in hybrids to take the lead over pure electric cars during 2012, with 38,584 PHEVs sold versus 14,251 BEVs. During the first nine monts of 2013, sales of pure electric cars (35,261) outsold plug-in hybrids (32,718), due to large sales of the Tesla Model S and Nissan Leaf during 2013. During the first half of 2013, all-electric vehicle sales also outsold plug-in hybrids in California. During this period a total of 15,444 new plug-in electric vehicles were sold in the state, with plug-in hybrids representing a market share of 0.7 percent of new vehicle sales, while battery electric vehicle market share was 1.1 percent.

Hopefully, this wealth of information on hybrid and full electric vehicles will help you make your decision if one of these vehicles is in your future. We will also look at diesel engine vehicles, as there have been a lot of advancements in diesel technology and new model introductions in recent years.

Ask Joe Mechanic: Electric Vehicles (Part 1)

Now that we have discussed the different types of Hybrid vehicles and how they operate, we will move on to the full electric type vehicles, first tracing their history and development. An electric vehicle (EV), also referred to as an d uses one or more electric motors or traction motors for propulsion. Three main types of electric vehicles exist, those that are directly powered from an external power station, those that are powered by stored electricity originally from an external power source, and those that are powered by an on-board electrical generator, such as an internal combustion engine (hybrid electric vehicles) or a hydrogen fuel cell.

EVs first came into existence in the mid-19th century, when electricity was among the preferred methods for motor vehicle propulsion, providing a level of comfort and ease of operation that could not be achieved by the gasoline cars of the time.  The internal combustion engine (ICE) has been the dominant propulsion method for motor vehicles for almost 100 years, but electric power has remained commonplace in other vehicle types, such as trains and smaller vehicles of all types.

During the last few decades, environmental impact of the petroleum-based transportation infrastructure, along with the peak oil, has led to renewed interest in an electric transportation infrastructure. EVs differ from fossil fuel-powered vehicles in that the electricity they consume can be generated from a wide range of sources, including fossil fuels, nuclear power, and renewable sources such as tidal power, solar power, and wind power or any combination of those. The carbon footprint and other emissions of electric vehicles vary depending on the fuel and technology used for electricity generation. 

The electricity may then be stored on board the  vehicle using a battery, flywheel, or supercapacitors. Vehicles making use of engines working on the principle of combustion can usually only derive their energy from a single or a few sources, usually non-renewable fossil fuels. A key advantage of hybrid or plug-in electric vehicles is regenerative braking due to their capability to recover energy normally lost during braking as electricity is stored in the on-board battery.

EVs were among the earliest automobiles, and before the preeminence of light, powerful internal combustion engines, electric automobiles held many vehicle land speed and distance records in the early 1900s. They were produced by Baker Electric, Columbia Electric, Detroit Electric, and others, and at one point in history out-sold gasoline-powered vehicles. In fact, in 1900, 28 percent of the cars on the road in the USA were electric. EVs were so popular that even President Woodrow Wilson and his secret service agents toured Washington, DC in their Milburn Electrics, which covered 60–70 miles per charge.

A number of developments contributed to the decline of electric cars, such as improved road
infrastructure requiring a greater range than that offered by electric cars, and the discovery of large reserves of petroleum in Texas, Oklahoma, and California led to the wide availability of affordable gasoline, making gas-powered cars cheaper to operate over long distances. Also gasoline-powered cars became ever easier to operate thanks to the invention of the electric starter by Charles Kettering in 1912, which eliminated the need of a hand crank for starting a gasoline engine, and the noise emitted by ICE cars became more bearable thanks to the use of the muffler, which Hiram Percy Maxim had invented in 1897. Finally, the initiation of mass production of gasoline-powered vehicles by Henry Ford in 1913 reduced significantly the cost of gasoline cars as compared to electric cars.

In January 1990, General Motors’ President introduced its EV concept two-seater, the “Impact”, at the Los Angeles Auto Show. That September, the California Air Resources Board mandated major-automaker sales of EVs, in phases starting in 1998. From 1996 to 1998 GM produced 1117 EV1s, 800 of which were made available through three-year leases.

Chrysler, Ford, GM, Honda, Nissan and Toyota also produced limited numbers of EVs for California drivers. In 2003, upon the expiration of GM’s EV1 leases, GM crushed them. The crushing  has variously been attributed to:
1) the auto industry’s successful federal court challenge to California’s zero-emissions vehicle mandate,
2) a federal regulation requiring GM to produce and maintain spare parts for the few thousands EV1s
and,
3) the success of the oil and auto industries’ media campaign to reduce public acceptance of EVs.

A movie made on the subject in 2005-2006 was titled “Who Killed the Electric Car?” and released theatrically by Sony Pictures Classics in 2006. The film explores the roles of automobile manufacturers, oil industry, the U.S. government, batteries, hydrogen vehicles, and consumers, and each of their roles in limiting the deployment and adoption of this technology.

Ford released a number of their Ford Ecostar delivery vans into the market. Honda, Nissan and Toyota also repossessed and crushed most of their EVs, which, like the GM EV1s, had been available only by closed-end lease. After public protests, Toyota sold 200 of its RAV EVs to eager buyers; they now sell, five years later, at over their original forty-thousand-dollar price. This lesson did not go unlearned; BMW of Canada sold off a number of Mini EV’s when their Canadian testing ended.

As of November 2013, series production highway-capable all-electric cars available in some

Nissan Leaf

countries for retail customers include the Mitsubishi i MiEV, Chery QQ3 EV, JAC J3 EV, Nissan Leaf, Smart ED, BYD e6, Bolloré Bluecar, Renault Fluence Z.E., Ford Focus Electric, Tesla Model S, Honda Fit EV, RAV4 EV second generation, Renault Zoe, Roewe E50, Mahindra e2o, Chevrolet Spark EV, Fiat 500, and Volkswagen e-Up!.  The Leaf, with 85,000 units sold worldwide by October 2013, is the world’s top-selling highway-capable, all-electric car in history.

Next week, we will begin the discussion with the different types of onboard power storage, and then will go on to the properties and limitations of electric vehicles.

Do you or does someone you know drive an EV?  What are your thoughts on EVs?

You Auto Know: On the Move in Movies & TV

Today we take a look at a few of the hundreds, if not thousands, of vehicles made popular and immortalized on the large and small screens.

The 1965 Sunbeam Tiger featured in Get Smart:  produced from 1964 through 1967 the vehicle was designed by American car designer and driver, Carroll Shelby.  The Tiger was used in the opening scenes of the first couple seasons of Get Smart and used in several episodes throughout the remainder of the series. 

The 1969 Dodge Charger "General Lee" featured in Dukes of Hazzard:  The emblematic vehicle was used for the duration of the television series.  It's estimated that 300+ Dodge Chargers were used during the series and of those, only 17 remain.  Did you know that the third episode of the series is the only one in which the General Lee does not appear?  


The 1959 Cadillac Ecto-1 featured in Ghost Busters:  The Ecto-1 is a conversion automobile, originally an ambulance, for use in the movie it was converted to a limousine-style vehicle.  "Its features include a special pull-out rack in the rear containing the staff's proton packs. There are also various gadgets mounted on the top, whose function is never revealed in the movies. A cartoon episode features the proton cannon, presumably a more powerful version of a proton pack, mounted on top for use against extra large or even giant sized paranormal entities."

The 1983 GMC Vandura featured in the A-Team:  The notable van was used in nearly all of the television series episodes and had its own "double" for stunts wherein it could have feasibly been totaled.  A Ford Econoline van painted in a similar color scheme was used in the stunt scenes.  The Vandura was often mistaken to be entirely black despite the fact that it sported red hubcaps and striping.  Toy manufacturers often incorrectly painted toys in an all-black color scheme.


The 1983 Wagon Queen 'Family Truckster' featured in National Lampoon's Vacation:  The Family Truckster was specifically created for the National Lampoon's movies.  The automobile designer, George Barris, is recognized for many notable vehicles including the Batmobile.  The wagon was intended to be overly garish like vehicles of the 1970s including pea green paint and an overuse of wood paneling.  

What are some of your favorite movie or television vehicles?  What makes them stand out to you?

Ask Joe Mechanic: Alternative Energy Vehicles - Part 3A

This week and next week we will point out some of the positive and negative facts about hybrid vehicles including fuel efficiency, emissions reductions, environmental impacts of the hybrid battery, costs and availability of raw materials, and pedestrian safety concerns.

The first two items, fuel efficiency and emissions reductions go hand-in-hand, so we will discuss them together.  The hybrid vehicle typically achieves greater fuel economy and lower emissions than conventional internal combustion engine vehicles (ICEVs), resulting in fewer emissions being generated. These savings are primarily achieved by three elements of a typical hybrid design:

1. Relying on both the engine and the electric motors for peak power needs, resulting in a smaller engine, sized more for average usage rather than peak power usage. A smaller engine can have less internal losses and lower weight.
2. Having significant battery storage capacity to store and reuse recaptured energy, especially in stop-and-go traffic typical of the city driving cycle.
3. Recapturing significant amounts of energy during braking that are normally wasted as heat. This regenerative braking reduces vehicle speed by converting some of its kinetic energy into electricity, depending upon the power rating of the motor/generator.

Other techniques that are not necessarily a ‘hybrid’ feature, but that are frequently found on hybrid vehicles include:

1. Using Atkinson cycle engines (reverse rotation) instead of Otto cycle engines for improved fuel economy.
2. Shutting down the engine during traffic stops or while coasting or during other idle periods.
3. Improving aerodynamics: (part of the reason that SUVs get such bad fuel economy is the drag on the car. A box-shaped car or truck has to exert more force to move through the air causing more stress on the engine making it work harder). Improving the shape and aerodynamics of a car is a good way to help better the fuel economy and also improve handling at the same time.
4. Using low rolling resistance tires (tires were often made to give a quiet, smooth ride, high grip, etc., but efficiency was a lower priority). Tires cause mechanical drag, once again making the engine work harder, consuming more fuel. Hybrid cars may use special tires that are more inflated than regular tires and stiffer or by choice of carcass structure and rubber compound, have lower rolling resistance while retaining acceptable grip, and so improving fuel economy whatever the power source.
5. Powering the air conditioning, power steering, and other auxiliary pumps electrically as and when needed. This reduces mechanical losses when compared with driving them continuously with traditional engine belts.
   
   These features make a hybrid vehicle particularly efficient for city traffic where there are frequent stops, coasting and idling periods. In addition, noise emissions are reduced, particularly at idling and low operating speeds, in comparison to conventional engine vehicles. For continuous high-speed highway use these features are much less useful in reducing emissions. 

Hybrid vehicle emissions today are getting close to or even lower than the recommended level set by the Environmental Protection Agency (EPA). The recommended levels they suggest for a typical passenger vehicle should equate to 5.5 metric tons of carbon dioxide. The three most popular hybrid vehicles, Honda Civic, Honda Insight and Toyota Prius, set the standards even higher by producing 4.1, 3.5, and 3.5 tons showing a major improvement in carbon dioxide emissions. Hybrid vehicles can reduce air emissions of smog-forming pollutants by up to 90% and cut carbon dioxide emissions in half.

As regarding the environmental impacts of the hybrid battery, the industry is still in the learning stage. What has not totally been developed yet is the full technology for recycling of spent hybrid batteries because of their relative newness. While we do know that they are more environmentally friendly than the conventional lead-acid vehicle battery, that battery has a well-established recycling process in place for many years.  The conventional battery has its problems with controlling lead emissions. Today most hybrid car batteries are either nickel metal hydride or lithium ion. Of the two, the lithium ion has the lower toxicity.

We will continue this battery discussion and more in next week’s column.
Recent recalls:
374 2013 Dodge Dart
Vehicles equipped with the Mopar 13 trim package. In the affected vehicles, the front seat mounted side airbags (SAB) may not have been properly installed into the seat. In the event of a crash necessitating SAB deployment, the SABs may fail to deploy as intended, increasing the risk of injury.

2,608 2007-2009 BMW F 800 S and F 800 ST motorcycles
Due to incorrect tolerances, the rear wheel drive bearing and rear axle may wear. Bearing and axle wear may affect handling and control of the motorcycle, increasing the risk of a crash.

130 Mercedes-Benz 2013 SL63, SL550, and SL65
The affected vehicles are equipped with an occupant classification system (OCS) that may not detect a very light person sitting in the front passenger seat. If the OCS does not detect a very light person sitting in the seat, the passenger side air bag would be turned off.  In the event of a crash necessitating side air bag deployment, the passenger would be at an increased risk of injury.

2,475 BMW 2012 K1600 GT and K1600 GTL motorcycles
In certain riding conditions, an incorrect throttle valve control signal may be received by the engine control unit, limiting the engine speed. As a result of the reduced engine speed, the engine could stall, increasing the risk of a crash.

22,483 Harley-Davidson 2014 FLHTCUTG, FXSBE, and FLSTNSE FLHTCU, FLHTK, FLHTP, FLHX, FLHXS, FLHTKSE, and FLHRSE motorcycles
The affected motorcycles may have been built with an incorrect clutch release plate. Additionally, The clutch master cylinder may allow air into the clutch system. Either condition may prevent the clutch from disengaging. If the clutch does not disengage, the rider may have difficulty slowing or stopping the motorcycle, increasing the risk of a crash.

If you own one of these vehicles, contact your local dealer for further instructions on how to proceed.

Ask Joe Mechanic: Alternative Energy Vehicles, Part 2

            In this second part of my article about alternative energy vehicles, I will describe the different types of gas/electric hybrids and what makes them distinctive. There are a variety of hybrid powertrain configurations.

            The first type is the parallel hybrid. The best example of this type was the first generation Honda Insight, which was the first hybrid vehicle to go on market outside Japan. In a parallel hybrid vehicle, the single electric motor and the internal combustion engine are installed such that they can power the vehicle either individually or together. In contrast to the power split configuration typically only one electric motor is installed. Most commonly the internal combustion engine, the electric motor and gearbox are coupled by automatically controlled clutches. For electric driving the clutch between the internal combustion engine is open while the clutch to the gearbox is engaged. While in combustion mode the engine and motor run at the same speed.

            The mild parallel hybrid is a configuration used by many manufacturers. Some examples include Honda Civic Hybrid, Honda Insight 2nd generation, Honda CR-Z, Honda Accord Hybrid, Mercedes Benz S400 BlueHYBRID, BMW 7-Series hybrids, General Motors BAS Hybrids, and Smart fortwo with micro hybrid drive. These types use a generally compact electric motor (usually <20 kW) to provide auto-stop/start features and to provide extra power assist during the acceleration and to generate on the deceleration phase (aka regenerative braking).

The power-split or series parallel hybrid is the highest production version of hybrid vehicle currently on the market. Many of the examples are household names including; Toyota Prius, Ford Escape and Fusion, as well as Lexus RX400h, RX450h, GS450h, LS600h, and CT200h. In a power-split hybrid electric drive train there are two motors: an electric motor and an internal combustion engine. The power from these two motors can be shared to drive the wheels via a power splitter, which is a simple planetary gear set. The ratio can be from 0–100% for the combustion engine, or 0–100% for the electric motor, or anything in between, such as 40% for the electric motor and 60% for the combustion engine. The combustion engine can act as a generator charging the batteries. Modern versions such as the Toyota Hybrid Synergy Drive have a second electric motor/generator on the output shaft (connected to the wheels). In cooperation with the "primary" motor/generator and the mechanical power-split this provides a continuously variable transmission.

On the open road, the primary power source is the internal combustion engine. When maximum power is required, for example to overtake, the electric motor is used to assist. This increases the available power for a short period, giving the effect of having a larger engine than actually installed. In most applications, the engine is switched off when the car is slow or stationary, reducing curbside emissions. A series or series-parallel hybrid has also been referred to as an extended range electric vehicle or range-extended electric vehicle (EREV/REEV).  However, range extension can be accomplished with either series or parallel hybrid layouts. This type configuration has not been used until recently in passenger car applications, but has been popular in heavier duty type usage.

Series-hybrid vehicles are driven by the electric motor with no mechanical connection to the engine. Instead there is an engine tuned for running a generator when the battery pack energy supply isn't sufficient for demands.  This arrangement is not new, as it is common in diesel-electric locomotives and ships. Ferdinand Porsche used this setup during the early 20th century in racing cars, effectively inventing the series-hybrid arrangement. Porsche named the arrangement "System Mixt". A wheel hub motor arrangement, with a motor in each of the two front wheels was used, setting speed records. This configuration was sometimes referred to as an electric transmission, because the electric generator and driving motor replaced a mechanical transmission. The vehicle could not move unless the internal combustion engine was running. The setup has never proved to be suitable for production cars, however several manufacturers are currently revisiting it.

In 1997, Toyota released the first series-hybrid bus sold in Japan. GM introduced the Chevy Volt series plug-in hybrid in 2010, aiming for an all-electric range of 40 mi (64 km), and a price tag of approximately $40,000 USD. AFS Trinity has used supercapacitors combined with a lithium ion battery bank in a converted Saturn Vue SUV vehicle. Using supercapacitors they claim up to 150 mpg in a series-hybrid arrangement.

A final subtype of hybrid vehicles is the plug-in hybrid electric vehicle (PHEV). The plug-in hybrid is usually a general fuel-electric (parallel or serial) hybrid with increased energy storage capacity, usually through a li-ion battery.  Which allows the vehicle to drive on all-electric mode a distance that depends on the battery size and its mechanical layout (series or parallel). To avoid using the on-board internal combustion engine for charging, it may be connected to a main electricity supply at the end of the journey. This concept is attractive to those seeking to minimize on-road emissions by avoiding – or at least minimizing – the use of ICE during daily driving.  As with pure electric vehicles, the total emissions saving, for example in CO₂ terms, is dependent upon the energy source of the electricity generating company.

For some users, this type of vehicle may also be financially attractive so long as the electrical energy being used is cheaper than the petrol or diesel that they would have otherwise used. Current tax systems in many European countries use mineral oil taxation as a major income source. This is generally not the case for electricity, which is taxed uniformly for the domestic customer, however that person uses it. Some electricity suppliers also offer price benefits for off-peak night users, which may further increase the attractiveness of the plug-in option for commuters and urban motorists. Examples of this type are the Toyota Prius Plug in Hybrid and the Ford Fusion Energi.

Next week, we will take a look at the environmental and cost factors of alternative energy vehicles.

This weeks recalls:
139,917 2013 Escape equipped with 1.6L engines.
The affected vehicles may experience localized overheating of the engine cylinder head, which may cause cracks that could cause an oil leak. Leaking engine oil may come into contact with a hot engine surface potentially resulting in an engine compartment fire.

If you own one of these vehicles, contact your local dealer for further instructions on what to do.

You Auto Know: Cult Classic Vehicles

Over the years there have been models of that have caused consumers to scratch their heads in wonderment over what the automotive manufacturer was trying to accomplish.  These vehicles are often met with one of two fates.  They develop a cult following or fade away into distant memory.  Let's examine a few of those that have developed a following!

Subaru Impreza WRX

• Produced from 2002 through 2007, the Subaru Impreza WRX can trace its beginnings back to the racetrack, the World Rally Championship (WRC).  This compact sports car packed some serious horsepower and a unique exhaust growl.  
• Intended to take on the Chevrolet Corvette head-to-head, the Dodge Viper (produced from

  

  Dodge Viper

  1992-present) featured a V-10 with an amazing range of 400 - 600 HP.  However, like many American sports cars before it, it fails to compete with the loyal following of the Vette!  
•  The Volvo 740 Turbo had a short production run from 1986 through 1991 packed a turbocharged and intercooled 4-cylinder engine making them a very fast

  

  Volvo 740 Turbo

  car.  Some aftermarket modified vehicles are even zippier than the mass-produced 740s.

These are just a snapshot of the many vehicles that have found their niche in automotive lovers' hearts.  What are some of your favorite, unusual and no longer produced vehicles? 

Do you or have you owned one of these three listed or a different cult classic?  Please take a moment and tell us about it! 

Ask Joe Mechanic: Alternative Energy Vehicles, Part 1

Over the next several weeks, my plan is to try to explain the many types of alternative energy vehicles available - or in the development stage - and to try to show the benefits of each. I will try to look at the costs of each type in comparison to similar conventional fuel vehicles and try to give you an idea whether this type of vehicle is right for you. I will also try to explain some of the drawbacks of each type of vehicle.

When you hear the word “Hybrid,” most people think of a vehicle with a gas engine and an electric motor, but what most people do not realize is that there are a number of different sub-groups and types of hybrids. Even in the gas/electric models, there are a number of different operating configurations.

When the term hybrid vehicle is used, it most often refers to a Hybrid Electric Vehicle. These encompass such vehicles as the Saturn Vue, Toyota Prius, Toyota Camry Hybrid, Ford Escape Hybrid, Toyota Highlander Hybrid, Honda Insight, Honda Civic Hybrid, Lexus RX 400h and 450h and others. A petroleum-electric hybrid most commonly uses internal combustion engines (generally gasoline or diesel engines, powered by a variety of fuels) and electric batteries to power the vehicle. There are many types of petroleum-electric hybrid drive trains, from Full Hybrid to Mild Hybrid, which offer varying advantages and disadvantages.

Henri Pieper in 1899 developed the first petroelectric hybrid automobile in the world. In 1900, Ferdinand Porsche developed a series-hybrid using two motor-in-wheel-hub arrangements with a combustion generator set providing the electric power, setting two speed records. While liquid fuel/electric hybrids date back to the late 19th century, the braking regenerative hybrid was invented by David Arthurs, an electrical engineer from Springdale, Arkansas in 1978-79. His home-converted Opel GT was reported to return as much as 75MPG with plans still sold to this original design, and the “Mother Earth News” modified version on their website.

The plug-in-electric-vehicle (PEV) is becoming more and more common. It has the range needed in locations where there are wide gaps with no services. The batteries can be plugged into house (mains) electricity for charging, as well being charged while the engine is running.

Continuously outboard recharged electric vehicle (COREV) given suitable infrastructure, permissions and vehicles, BEVs can be recharged while the user drives. The BEV establishes contact with an electrified rail, plate or overhead wires on the highway via an attached conducting wheel or other similar mechanism (see Conduit current collection).
The BEVs batteries are recharged by this process -on the highway - and can then be used normally on other roads until the battery is discharged. Some of battery-electric locomotives used for maintenance trains on the London Underground are capable of this mode of operation. Power is picked up from the electrified rails where possible, switching to battery
power where the electricity supply is disconnected.

This provides the advantage, in principle, of virtually unrestricted highway range as long as you stay where you have BEV infrastructure access. Since many destinations are within 100 km of a major highway, this may reduce the need for expensive battery systems.  Unfortunately private use of the existing electrical system is nearly universally
prohibited.

Hybrid fuel (dual mode) some electric trolley buses can switch between an on-board diesel engine and overhead electrical power depending on conditions. In principle, this could be combined with a battery subsystem to create a true plug-in hybrid trolleybus, although as of
2006, no such design seems to have been announced.

Flexible-fuel vehicles can use a mixture of input fuels mixed in one tank - typically gasoline and ethanol, or methanol, or biobutanol.

Bi-fuel vehicle: Liquified petroleum gas and natural gas are very different from petroleum or diesel and cannot be used in the same tanks, so it would be impossible to build an (LPG or NG) flexible fuel system. Instead vehicles are built with two, parallel, fuel systems feeding one engine. For example Chevy’s Silverado 2500 HD, which is now on the road, can effortlessly switch between petroleum and natural gas, and offers a range of over 650 miles.
While the duplicated tanks cost space in some applications, the increased range, decreased cost of fuel and flexibility where LPG or NG infrastructure is incomplete may be a significant incentive to purchase. 

While the U.S. Natural gas infrastructure is partially incomplete, it is increasing at a fast pace, and already has 2600 CNG stations in place. With a growing fueling station infrastructure, a large scale adoption of these bi-fuel vehicles could be seen in the near future. Rising gas prices may also push consumers to purchase these vehicles. When gas prices trade around $4.00, the price per MMBTU of gasoline is $28.00, compared to natural gas’s $4.00 per MMBTU. On a per unit of energy comparative basis, this makes natural gas much cheaper than gasoline. All of these factors are making CNG-Gasoline bi-fuel vehicles very attractive.

Some vehicles have been modified to use another fuel source if it is available, such as cars modified to run on autogas (LPG) and diesels modified to run on waste vegetable oil that has not been processed into biodiesel. Next week we will discuss the different engine
configurations in the standard hybrid vehicles we are used to seeing, and if space permits, some exciting new technology. 
 
If you have a question for Joe Mechanic, email the author at JoeMechanic@autolocator.com.
 
This week’s recalls:

42,696 2014 Chevrolet Malibu
The heating, ventilation, and air conditioning (HVAC) control in
these vehicles may intermittently become inoperable
when the vehicle is started, preventing the windshield
defroster from working. The inability to turn on the
windshield defroster may decrease the driver’s
visibility thereby increasing the risk of a crash.

14,909 2013 Chevrolet Malibu
Equipped with the 8-way power adjustable front seat feature. The wiring
harness for the power seat may contact the seat
frame which may chafe the harness. If the harness is
chafed enough to expose the wires, a short circuit
could occur, resulting in unintended movement of the
seat, the seat to become inoperative, sparking under
the seat, flickering lights, smoke, or possibly a fire.

15,500 2007-2008 Hyundai Entourage and 79,867
2006-2012 Kia Sedona 
In northern states, the front lower control arms may fracture due to corrosion
resulting from exposure to road salt and water. A
fractured control arm can result in the loss of control
of the vehicle, increasing the risk of a crash.

If you own one of these vehicles, contact your dealer for further instructions on what to do.