Categories from the Electric Vehicle Motorsports Series would transcend current differences in auto racing. The GT category would feature a Touring GT class with a maximum output of 300kW and a 500kW all-electric class. Quimera also wants an entry-level class for 150kW vehicles that could be modified passenger vehicles currently produced by automakers. The Open Wheel category would attract vehicles like the EF01 by Formulac, a 350kW electric racer that could compete with standard race cars. The Electric Vehicle Motorsports Series may also include a Drifting category as well as overlap with the TTXGP World Championships.

Quimera is jumping into the fray this year by running the AEGT All-Electric GT racer in the 2012 American Le Mans Series. The AEGT All-Electric GT will be demonstrated at a handful of races to generate interest in the proposed series. This open-wheel racer features a carbon fiber body that reduces weight while protecting the driver. Quimera notes that the vehicle is powered by three UQM electric motors and EIG lithium-polymer batteries. Performance metrics for the AEGT All-Electric GT include a total range of 186 miles per charge and a 0-60 MPH time of three seconds.

The Electric Vehicle Motorsports Series should be viewed as a potential job creator, marketing bonanza and step toward sustainability. The popularity of auto racing around the world means that production of electric racers, drive systems and parts could generate thousands of jobs. Quimera could work with race organizers to attract corporate sponsors akin to the traditional racing world. These sponsorships would not only attract revenue into the series but draw viewers who are loyal to specific brands. The biggest impact of Quimera’s proposal could be changing perceptions of electric vehicles among automotive traditionalists.

Pike Pulse Report breaks down each manufacturer based largely on development strategy and execution. Manufacturers are placed into categories ranging from Leaders and Contenders to Challengers and Followers based on myriad criteria. Each company was rated based on categories like vision, partnerships, market share and pricing. Senior Analyst Dave Hurst noted that none of the manufacturers fall into the Leaders or Followers categories. The clustering of motorcycle and scooter manufacturers in the middle of the pack shows that this industry remains in its infancy.

Frontrunners Zero Motorcycles and Jiangsu Xinri E-Vehicle are taking different approaches toward the electric mobility market. Zero’s reputation for high-end products and experienced management group provide stability in a shifting industry. The primary goal for Zero in the near future is to push a handful of electric bikes through lucrative outlets in North America, Asia and Western Europe. Jiangsu Xinri has broadened their selection of electric scooters to meet the needs of Chinese consumers. The company’s plan for 2012 includes doubling production, seeking public investment and expanding into Africa, the Middle East and South America.

Pike Research cites various factors that could help Brammo, Zongshen and other competitors expand in the next generation. Total sales of electric bikes and scooters totaled 17 million vehicles throughout the world including 16.7 million sold in Asia. The meager sales figures in Latin America, Europe and Africa could increase significantly with improved marketing as well as a desire for alternative transportation. These manufacturers already possess marketing budgets, connections with global dealers and development teams that should yield greater competition. Pike Pulse Report exposes a growing market that could explode especially in the developing world over the next decade.

The foundation of the TS030 Le Mans Hybrid is a carbon-fiber body intended for competitive racing. Toyota worked with Nisshinbo to incorporate sufficient power storage with a V8 gas engine and electric motors. The THS-R drive uses a front-axle motor by Aisin AW and rear-axle motor by Denso calibrated within the limitations set by event organizers. The TS030’s batteries collect energy from the brakes for limited periods of all-electric operation. Engineers at Toyota Motorsports worked with event organizers to stay within hybrid vehicle rules including a 50kJ upper limit collected from the brakes.

Toyota’s racing team first ran the TS030 Le Mans Hybrid on January 11-13 at Circuit Paul Ricard in Le Castellet, France. Team drivers Hiroaki Ishiura, Nicolas Lapierre and Alex Wurz tested the TS030 on the track in various conditions including nighttime driving. Toyota Motorsports noted that the TS030 Le Mans Hybrid withstood high speeds over hundreds of miles during the three-day test. This initial round of testing allows Toyota to generate buzz while determining performance levels in realistic conditions. The early word is that the TS030 could hold up against predecessor models like the TS010 and the TS020.

The history of Toyota’s participation at the FIA World Endurance Championship could be defined more by the TS030 than previous victories and front-row positions. Toyota Motorsports has finished nine times in the top six with three runner-up finishes. The TS030 Le Mans Hybrid might vault past the 36 preceding models that have brought Toyota to the forefront of this annual race. Toyota hopes that the hybrid approach used in passenger vehicles translates to the race track. The Toyota Motorsports team stands in position to revolutionize auto racing if the TS030 performs well against traditional models.

The SARTRE Project leverages expertise from participants like Ricardo UK, IKA and Volvo to achieve three goals. This initiative is determining acceptable practices for platoon driving that allow participants to mix with non-platoon drivers without compromising safety. Public and private partners are studying infrastructure required to allow platoons including wireless connectivity and designated lanes. A final goal for SARTRE is to create a subscription model that would compensate professional lead drivers, municipalities and automakers participating in the project. These goals would allow vehicle platoons to generate revenue, reduce traffic congestion as well as emissions without sacrificing safety.

The Volvo Proving Grounds at Gothenburg, Sweden hosted the first demonstration of vehicle platoons by SARTRE. This closed-course test in January 2011 featured a lead truck followed by a single Volvo car controlled partially by an onboard computer. SARTRE broke free from the test course this month with a three-vehicle platoon on an undisclosed highway in Sweden. These vehicles traveled at a consistent speed of 56 miles per hour with each vehicle located within 20 feet of the next vehicle. Volvo supplied the truck and passenger vehicles for the platoons throughout the three-year development process.

Partners in the SARTRE Project must overcome legal, technical and cultural barriers to encourage multi-vehicle platoons. Legislators and administrators consulted for the project have noted that platoon drivers could present traffic difficulties for traditional commuters. A range of issues ranging from insurance differentials between platoon and non-platoon drivers to lane management must be resolved over the next year. The SARTRE Project must demonstrate a reliable and safe method of automating multi-vehicle trains before approval by the European Commission. European consumers must also be convinced that platoon driving achieves the intersection of cost efficiency, eco-friendliness and safety.

Generation Y consumers purchased 25% of automobiles in the U.S. in 2011 and could purchase up to 40% of automobiles in the next decade. A general preference (59%) among Generation Y drivers for green vehicles includes an overwhelming desire for hybrid vehicles. Deloitte determined that 57% of these consumers prefer hybrids, 37% traditional vehicles and 2% all-electric vehicles. This conclusion shows that Generation Y wants to keep one foot in the traditional auto market while venturing a bit into the future. Giffi stated that 49% of Generation Y drivers would pay $300 for each mile-per-gallon gain in an automobile. This increment aligns closely with $350 mile-per-gallon gain that currently exists in the hybrid vehicle market.

Deloitte found Generation Y respondents willing to pay premium prices for connectivity options rather than all-electric drive systems. The typical participant stated a willingness to spend more than $3,000 for connectivity equipment offered by automakers. This desire for connectivity starts with touch screen interfaces desired by 73% of respondents. Generation Y drivers could use these interfaces to access maps, directions, vehicle performance statistics and entertainment. Automakers could benefit from software updates and aftermarket purchases with 77% of respondents willing to spend money to upgrade basic interfaces.

The report issued at the Shifting Gears conference in Detroit affirms existing progress made by automakers. American, Japanese and European automakers have focused on hybrid vehicles as gateway models until electric and hydrogen vehicles are available. These models are also designed to balance traditional views of transportation with the desire to push the technological envelope. Generation Y plays exactly into this balance, which means that hybrid vehicles should persist for the next two decades while alt-fuel vehicle development is stunted. The tendency toward hybrids improves on the previous generation’s fuel consumption and emissions but holds back demand for plug-ins and alt-fuel models.

Akerson appeared before the House Oversight Government Reform Committee on January 25th to testify about GM’s response to failed NHTSA tests by the Volt. A trio of Volt batteries started on fire following June 2011 crash tests. The NHTSA did not open their investigation into the matter until November 2011. This committee issued a report that questioned the relationship between the Obama administration and GM given the federal government’s 26% stake in the automaker. Akerson responded by noting that the NHTSA tests for the Volts in question did not reflect realistic driving conditions. He also stated that Volt researchers and drivers have traveled more than 25 million miles in real-world conditions without incident.

Another phase of Akerson’s efforts to boost the Volt is a media blitz that heads off criticism by traditionalists and small-government advocates. GM published a letter from Mr. Akerson in newspapers throughout the United States including the New York Times and Wall Street Journal. This letter indicated that the Chevy Volt is not only safe but represents an economic boost to Detroit that makes America competitive in the auto industry. The automaker also plans a series of commercials to change the narrative created by the House investigation.

GM’s efforts to protect its signature hybrid collide with an immovable partisan force during a highly contentious election season. The House Oversight Government Reform Committee called their January 25th hearing “Volt Vehicle Fire: What Did NHSA Know and When Did They Know It?” This title alone shows the bile heaped on GM and advancements in vehicle technology by House Republicans. Mr. Akerson and GM have become a symbol for government excess as well as hyped-up technology by conservatives. Americans must look beyond these simplistic conclusions and see that the Chevy Volt has performed well on the road in the past year. An ignorance of the Volt’s on-the-road record would snuff out homegrown green vehicles that can create jobs, reduce emissions and wean America off fossil fuels.

UKH2Mobility starts with three goals that should help the United Kingdom jump into the fuel-cell vehicle industry. Partners in UKH2Mobility will study the alternative energy sources proposed by British communities including hydrogen fuel cells. This research will focus on building the case for fuel cells based on emissions reduction, available technology and costs to the consumer. Another goal for UKH2Mobility is analyzing the costs of developing refueling stations and training service stations to handle fuel-cell drive systems. The initiative will also develop marketing efforts to highlight the potential enhancements for the British economy through job growth, manufacturing and natural resources extraction.

Industrial partners in UKH2Mobility represent global leaders in the automotive and energy industries. UKH2Mobility features contributions from Vauxhall Motors, Toyota, Tata Motors, Nissan, Hyundai and Daimler. This initiative also leverages expertise from The BOC Group, Scottish and Southern Energy, Intelligent Energy Limited and Air Liquide Hydrogen Energy. Officials from the Department for Energy and Climate Change, the Department for Business, Innovation and Skills and the Department for Transport are coordinating these efforts. This public-private partnership should reduce barriers to mobilize fuel-cell technology over the next decade.

The British government has already gained expertise in the fuel-cell industry through the European Fuel Cells & Hydrogen Joint Undertaking. This partnership started on October 14, 2008 with the primary goal of facilitating commercial releases for fuel-cell vehicles by 2020. The Joint Undertaking also represents a connection to the European Union as the partnership was the first under the European Strategic Energy Technology Plan. UKH2 Mobility expands on the foundations of the Joint Undertaking while incorporating more businesses that have experience with hydrogen fuel cells. The United Kingdom represents an ideal proving ground for hydrogen vehicles given varied weather, traffic patterns and community sizes.

The National Household Travel Survey from 2009 used data about commuting distance, city size and driving habits from March 2008 to May 2009. The authors of the report found that vehicles used within this period traveled about 40 miles per day. Participating drivers often traveled less than 30 miles (95% of trips) and 99% of trips were less than 70 miles. “Assessment of Electric Cars’ Range” notes that 95% of total daily commuting was below 120 miles and 99% fell below 250 miles. The average participant traveled only 12.6 miles in one direction for a daily commute.

Plug-in and battery-electric vehicles hitting the market in the next five years meet these commuting requirements with some leeway. The Nissan LEAF can achieve a 138-mile range when fully charged, which would handle 95% of all commutes. “Assessment of Electric Cars’ Range” also concludes that the 2011 Tesla Roadster could meet 98.5% of commutes even if the driving range was reduced 15% from EPA estimates. This report highlighted the oft-mentioned distinction between urban and rural commutes. Consumers in compact spaces from New York City to Honolulu travel only 24 miles per day while Midwestern drivers average about 49 miles per day. EV owners in urban and rural areas could balance adequate range with smart grid use based on these findings.

Organizers of the Solar Journey USA project are highlighting these findings prior to a cross-country excursion this summer. Rob van Haaren and Garrett Fitzgerald will use a vehicle powered by solar paneling to cover 3,200 miles in 17 days. “Assessment of Electric Cars’ Range” and the Solar Journey USA trip highlight the reliability of EV technology at a precarious economic moment. This message must be repeated ceaselessly by researchers, automakers, government agencies and utilities to keep consumers looking forward.

The Plug-in Car Grant currently offers discounts on 10 vehicle models including the Nissan LEAF, Tata Vista and Citroen CZero. The Department for Transport notes that 1,052 qualifying vehicles were purchased in the United Kingdom though only 892 grant applications had been approved. This disparity comes from the delay between a manufacturer’s application for reimbursement and government approval.  The first round of qualifying vans should be approved by the end of January after a month-long application process. The addition of vans to the Plug-in Car Grant should help families, small businesses and government agencies save significantly on their green vehicle investments.

Manufacturers of plug-in vans must meet rigorous criteria for their models to qualify for the Plug-in Car Grant. Current standards require qualifying vehicles to travel up to 70 miles per charge with a top speed of 60 miles per hour. The Department for Transport requires manufacturers to provide at least a 60,000-mile warranty as well as a five-year battery warranty to protect consumers. Qualifying vans must also meet British and international vehicle safety standards including whole-vehicle crash tests. These criteria not only save consumers from lemons but protect the government’s substantial investment in this market.

The British government has invested $614 million in advancing low-emissions vehicles throughout the country. This investment includes $460 million for incentives like the Plug-in Car Grant, $123 million on advanced vehicle research and development and $46 million for EV charger installation. The Department for Transport notes that the United Kingdom features more than 2,500 plug-in stations including 765 funded during the recent Plugged-in Places project. These stations should be joined by 4,000 charging stations purchased by businesses through the end of this year. The Plug-in Car Grant is a worthwhile program that could become unique as European, American and Asian governments begin to cut back on national budgets.

Tata’s global team of engineers was concerned with creating an all-electric vehicle that would work in heavily congested cities. This “right size” approach to vehicle design led to a frame that is relatively short but features sufficient head room and leg room for four adult passengers. Tata removed unnecessary pillars between the front and rear doors to allow for improved sightlines. The design team also ensured that the rear doors open to a 90-degree angle for easier entry and exist. The eMO EV also reduces environment impact compared to other compact vehicles by using a less extensive painting and finishing process.

The eMO EV drive system includes an 18.4 kWh battery pack located under the front seats along with an electric motor. Tata eliminated trunk space to keep body length and width down but allow passengers to store luggage underneath their seats. Performance metrics for the eMO EV include a top speed of 65 miles per hour with an estimated range of 100 miles per charge. This concept vehicle can hit 20 MPH from a dead stop in 3.4 seconds. Tata’s Vehicle Programs & Development (VPD) Group estimates that production costs could be manipulated to ensure a suggested retail price around $20,000.

This innovative approach to urban EV development could yield significant developments for Tata in the next decade. Tata consulted with 300 vehicle engineers and designers during the yearlong development process for the eMO EV. These engineers pushed the envelope enough during this process to receive 15 patents from the U.S. Patent and Trademark Office. The eMO EV is a glimpse into a future where urban drivers throughout the world opt for smaller vehicles that reduce parking, traffic and emissions problems.