Benstead gathered plenty of knowledge about engineering as a student at RMIT University in Melbourne, Australia. He has focused on the Engineair motor designed by Australian engineer Angelo Di Pietro. This engine design functions by controlling the amount of compressed air used to rotate cylindrical shafts. The Di Pietro motor not only replaces oil with inexpensive compressed air but also has far fewer moving parts than internal combustion engines. Benstead incorporated an Engineair motor into his work on the O2 Pursuit.

The O2 Pursuit is built around a Yamaha WR250R motorcycle body that Benstead already owned. Benstead combined a Di Pietro motor with an oxygen tank used for scuba diving to propel the motorcycle. An estimated driving range of 60 miles might seem high for a motorcycle powered by air but would meet the needs of almost any rider. The top speed of 87 miles per hour is impressive and stays on par with entry-level bikes currently on the market. Benstead has demonstrated ingenuity that has been universal to engineers and designers going back to the beginning of the auto industry.

Skeptics might be concerned about the reliability of compressed-air propulsion given the dearth of successful examples. The O2 Pursuit prototype hits on all of the criteria necessary to move into the marketplace. This motorcycle would be inexpensive to manufacture given the relatively simple drive system and frame. The absence of a gas engine, electric motor or battery shaves significant weight off the motorcycle, thus allowing better handling and higher fuel economy. Owners of the O2 Pursuit would also have access to inexpensive compressors and air supplies in their local communities. We should encourage innovators like Dean Benstead to push boundaries with vehicle technology rather than writing off new solutions.

The design team demonstrated ingenuity in determining how to improve on previous generations of the Deep Orange prototype. A TwinEngine drive system provides enough power for the average commuter but also automatically selects between front, rear and all-wheel drive. The Deep Orange team consulted with Industrial Origami to produce a lightweight frame that would still provide the aerodynamics of a sports car. Deep Orange 3 discards the traditional sacrifice of passenger seating in sports cars with a creative six-seat cockpit arrangement. The resulting prototype is a fully realized vehicle structure that could be converted into an entry-level coupe or high-end sports car.

Performance estimates for Deep Orange 3 show the prototype’s ability to keep up with production models. The team calculated that the Deep Orange 3 can hit 60 miles per hour from a full stop in about 7.5 seconds, providing ample acceleration for the typical driver. A top speed of 125 miles per hour means that a driver need not put the pedal down to the floor in order to reach highway speed. The hybrid drive in the Deep Orange 3 could produce fuel economy ratings of 49 MPG on the highway and 42 MPG in cities.

The work done by graduate students at the International Center for Automotive Research should be replicated globally for a faster transition toward green vehicles. Clemson University has worked with Mazda to create state-of-the-art facilities that would not look foreign at major automakers. Each round of Deep Orange development lasts two years to coincide with coursework for automotive engineering students. The curriculum not only deals with vehicle design and testing but marketing, financial analysis, prototyping and business development. Deep Orange 3 isn’t hitting the streets anytime soon but the process as well as the innovative touches should be repeated throughout the auto industry.

The Amarok P1 relies on a lightweight frame, efficient motor and sleek design to meet the needs of racers. Uhlarik and O’Neill kept the frame at 325 pounds to reduce resistance at higher speeds. This motorcycle uses an electric motor capable of 59 KW. The Amarok P1 might not be as powerful as other electric motorcycles but the low curb weight provides for a brisk ride.

Uhlarik and O’Neill enlisted the help of Superbike champion Austin Shaw-O’Leary to test out the Amarok P1 at Atlantic. The duo estimated that the battery could last about 45 minutes at top speeds but were pleasantly surprised that the battery lasted four hours. The Amarok P1 required a complete recharge time of one hour. This prototype should be attractive to emerging race teams concerned about fuel costs with only $0.50 of electricity used during the test. Shaw-O’Leary managed the 11 turns at Atlantic Motorsport Park with ease and no mechanical issues were reported.

The future of Amarok P1 has been kept modest by Uhlarik who is familiar with the fine line between trend and fad in vehicle technology. He hopes to reduce the bike’s weight by 25 pounds and increase battery range by 30% in the next generation. Uhlarik wants to produce the Amarok for race teams and select consumers in the near future from a location in Nova Scotia. The Amarok P1 will also be entered into the TTXGP series next season for six races. Michael Uhlarik might not supplant Honda, Yamaha or Harley Davidson but his focus on innovation should be emulated by motorcycle and automotive brands.

The agreement signed by KLD and Cenntro mentioned development of four-wheel EVs that could be produced for the general public. A utility electric vehicle produced in this collaboration could travel off-road and carry tools needed for maintenance rounds. Families and couples looking for zippy all-electric vehicles for weekend errands can purchase the neighborhood electric vehicle. The Intra-City Logistic Vehicle envisioned by KLD and Cenntro is a compact model focused on parcel carriers, couriers and companies offering product delivery. A trio of all-electric models allows KLD and Cenntro to meet the needs of a broad collection of consumers.

KLD and Cenntro already possess most of the criteria necessary for creating and delivering plug-in models. KLD develops electric motors for commercial equipment but hopes to take advantage of a wide-open EV market. The firm has worked with Samsung SDI to create lithium-ion battery packs that work in concert with advanced motors and controllers. Cenntro is known in the United States and China for creating diesel and LPG engines for commercial equipment. The company will leverage subsidiaries like Zenith Power and Xinchang Cenntro Machinery to provide points of entry into major markets.

Target markets for future EV models include the United States, the European Union and China. KLD and Cenntro are particularly interested in delivering plug-in models to Chinese consumers. The Chinese market not only provides millions of consumers but a growing middle class can afford premium prices for EVs. This partnership seems to have valuable assets from the start though broader adoption relies on a strong marketing effort, quality products and improvements in the global economy.

Source London and Source East provide plug-in infrastructure necessary for southern England to remain competitive in the 21st century. Source London expanded from 50 public chargers in 2010 to 810 this year with plans for 1,300 by the end of 2013. These stations are located at markets, hospitals and parks throughout the city. Source East has installed 132 charging stations throughout eastern counties to serve rural populations with limited access to public transportation. Members of either network can access all of these charging stations for 10 pounds or $16 per year thanks to a partnership announced last week.

UK Power Networks and Transport for London will soon initiate the Low Carbon London trials. A series of free charge points will be installed throughout the city and observed by researchers at partner institutions. User data including length of charging session, time of day and amount of energy withdrawn will be used to design public infrastructure heading forward. The Low Carbon London trials also promise a limited supply of home chargers for participants. Each qualifying home receives a free 16-amp charger and installation while charging data is delivered wirelessly to researchers.

London already possesses one of the largest networks of public chargers in the world. The work of Source London, Source East and Low Carbon London participants could place the city at the top of the class. These unrelated initiatives not only help London but demonstrate that plug-in infrastructure goes beyond major cities. Source East was created to help underserved populations in rural communities and a partnership with Source London strengthens this mission. Low Carbon London not only wants to bolster public charging but make home charging much more commonplace. Public and private partnerships outside of London must look beyond big cities to create a truly effective charging system.

Atlas and his counterpart Eric Bostrom showed the field the power of a Brammo e-bike during qualifying rounds. Bostrom reached 170.1 MPH during a practice round and Atlas reached 169.1 MPH in qualifying laps. Mechanics with Team Icon Brammo had to reckon with power losses in each bike before the championship race. These electrical issues didn’t affect Atlas on his way to victory though Bostrom was hampered by low power during the race’s first lap. Team Icon Brammo demonstrated that their racers could compete with any electric bike on the market despite technical hiccups that pop up in any competition.

The 2012 TTXGP World Championship featured several modified electric bikes that offered stark contrasts to the Brammo Empulse RR. Australian team Catavolt sent out racer Jason Morris on a converted motorcycle that short-circuited during the qualifying round. Jeremiah Johnson hit the track aboard a modified Zero S motorcycle that was at a significant disadvantage compared to competitors. The standard Zero S bike only hits 88 MPH though Johnson’s team added some power to reach 99 MPH.

The recent history of electric motorcycles demonstrates quick advancements in this market niche. Larry McBride used a Lawless Rocket electric bike to reach 201 MPH during a drag race earlier this year. Lightning Motorcycles set the world record for electric motorcycles by reaching 216 MPH at the Bonneville Salt Flats in 2011. The popularity of motorcycles in North America, Europe and Asia as well as global concern over fossil fuels should boost prospects for firms like Brammo. A successful run at Daytona International Speedway might not lead to sales increases in the short term but shows major progress made in all-electric transportation.

The good news for competing automakers and consumers is that Pike Research placed none of the studied companies into the Follower category. This lowest rung of Pike’s assessment process is usually reserved for startups along with established firms lagging far behind the competition. “Clean Diesel Vehicles” placed 11 automakers in the Contender category just below Volkswagen. These automakers include major firms like Mercedes, BMW, Ford and Honda that are small steps away from competing with Volkswagen. Toyota fell below this cluster of automakers into the Challenger category though the automaker has been lauded in similar studies about fuel-cell and hybrid vehicles.

Europe represents the most significant market for automakers interested in clean diesel over the next decade. Markets across the European continent purchased 7.3 million diesel vehicles in 2011 with Western Europe representing a majority of those sales. Consumers in Western Europe have contributed to diesel sales increases since 1997 and reached a majority of the continent’s sales by 2004. The European Commission has focused on restricting emissions through the Euro 5 standards, which will force automakers to change in the near future. “Clean Diesel Vehicles” also notes that the United States has had a 27% growth in diesel sales in the past year.

Pike Research concludes that clean diesel vehicles will surpass hybrids in global sales by 2018 though traditional vehicles will still reign supreme. An annual increase of 5% projected by Pike would mean that about 12 million clean diesels could be sold by 208. Western Europe would represent 75% of these sales according to “Clean Diesel Vehicles.” The popularity of clean diesel vehicles could be stunted by myriad alt-fuel vehicles hitting the market including CNG, fuel-cell and electric models.

The plug-in drive system used in the Scion iQ EV is powered by a 12 kWh lithium-ion battery as well as a lightweight electric motor. A total system output of 47 kW achieves a fine balance between acceleration and fuel efficiency necessary for city drivers. Toyota notes that the Scion iQ EV has a turn radius of 13.5 feet and a 78-inch wheel base that allows fast turns on narrow city streets. Each unit can recharge fully in about three hours using a standard outlet, allowing for quick turnaround in car-sharing schemes.

Toyota incorporated myriad design features in the Scion iQ EV to improve the driving experience. A seven-inch LCD display and an advanced navigation system simplify commutes through unfamiliar neighborhoods. Each vehicle features an internal timer that matches charge times to anticipated driving distances for optimized charging. Motorists select from driving modes including D Range for peak efficiency, S Range for boosted power and B Range for maximum performance from the regenerative braking system. Engineers at Toyota also used lightweight body panels, LED lights and efficient air conditioning to reduce environmental impact.

Urban commuters need not worry about performance when settling into the Scion iQ EV. The top speed for this all-electric city car is 78 miles per hour, which won’t be necessary during most trips. Toyota estimates that the iQ EV can reach 60 MPH from a full stop in 13.4 seconds. An estimated range of 50 miles per charge covers most commutes with power to spare. Toyota has not revealed yet partners that will use the iQ EV but this plucky model looks right for the future of urban transportation. As cities swell with new residents, car-sharing programs will need a more diverse collection of green vehicles to meet consumer needs.

The F 12 e Sport looks like the Audi R8 in terms of body design but uses all-electric power as per the Electronics Venture mandate. A trio of electric motors works in concert to handle all manner of driving habits ranging from city trips to long-term commutes. Audi added a 50 kW electric motor on the front axle used largely for travel through cities and congested traffic. Drivers can hit highway speeds thanks to a pair of 50 kW motors on the rear axle that kick into gear during high-speed acceleration.

Another unique feature of the F 12 e Sport is a pair of lithium-ion batteries stationed on the front and rear axles. A total of 200 smaller cells form a battery system that produces a total output of 38.4 kWh. Audi stationed a 15.36 kWh battery on the front axle to power the low-speed motor. The rear axle features a 23.04 kWh battery pack capable of keeping up with the high-speed motor. Bosch and Audi worked together on a heat pump that regulates battery temperature no matter the temperature outside.

Audi used consumer input as much as input from partners to design small touches on the F 12 e Sport. A driver settling into the cockpit finds a central instrument display that can be customized with a few taps of a finger. The F 12 e Sport also features gear shifts available by button rather than a traditional shifter, which eliminates a source of potential wear and tear. The interior of this demonstration prizes foot space and comfort as much eco-friendly bona fides. The Audi Electronics Venture continues to refine all of these components with hopes of a production model in the near future.

Cumulative sales for Honda hybrids did not achieve 100,000 units until 2005 due to a lag in worldwide distribution. Honda followed the Insight with the Civic Hybrid in 2001 and the Accord Hybrid in 2004. The second-generation Insight hit the market in 2009 and Honda bolstered the fleet with the CR-Z and Fit Hybrids in 2010. Japanese consumers benefited from exclusive models like the Fit Shuttle Hybrid and the Freed Hybrid during a 2011 release. An acceleration in global sales occurred with more variety and Honda sold 900,000 units between 2007 and 2012.

A comparison with fellow Japanese automaker Toyota shows how far Honda must progress to be competitive in the hybrid market. Toyota sold one million hybrid units by May 2007 thanks to the overwhelming popularity of the Prius. The current cumulative sales for Toyota hybrids hovers around four million units. The Honda Insight has not taken hold of consumers in the same way as the Prius in part because of shortages and lag time between generations. Toyota might be criticized for overreliance on the Prius but this reliance made the Prius ubiquitous in Japan and North America.

Honda currently sells eight hybrid models in 50 countries around the world including three models sold exclusively in Japan. The heart of each Honda hybrid is the Integrated Motor Assist system, which uses an advanced motor to boost output from a gas engine. Future models will use a two-motor hybrid system to increase fuel economy. Honda plans production of the Jazz Hybrid in Thailand and Malaysia as well as the Acura ILX Hybrid in North America by the end of this year. Toyota may have won the sales battle but Honda’s diverse hybrid lineup appears set to win the war merely by providing options to consumers.