iPhone 4S em Portugal a partir de 629 euros

Já é conhecido o preço do iPhone 4S em Portugal. A Apple vende-o desbloqueado a partir de 629 euros (versão 16GB).

RYNO: Moto eléctrica de uma roda

Tem um sistema de equilíbrio semelhante à Segway e promete competir com a Vespa e as scooters eléctricas.

DeLorean regressa ao futuro

Um novo modelo DeLorean vai sair da linha de montagem na Irlanda do Norte. Agora, eléctrico.

Veículos eléctricos livres de impostos em 2012

Os veículos exclusivamente eléctricos continuam isentos do imposto sobre veículos (ISV) em 2012.

Carro eléctrico: Preços em Portugal

Preços dos veículos eléctricos em comercialização em Portugal.

STAY HUNGRY, STAY FOOLISH!

Vídeo legendado e transcrição do discurso de 2005 de Steve Jobs em Stanford.

Showing posts with label CALIFORNIA. Show all posts
Showing posts with label CALIFORNIA. Show all posts

iPhone app connects EV owners with plugs

From the LA Times: Electrical outlets are everywhere. Finding and accessing them to recharge electric vehicles, however, is another issue.

While the U.S. government has invested $115 million to build 15,000 public chargers across the country, they are only starting to be installed. Even then, there could be a shortage of available public plugs for EV drivers, the ranks of whom are expected to swell to 1 million by 2015.

Stepping in with a solution is a new free iPhone app, PlugShare. Available for download starting today, the app is designed to connect EV owners with available plugs, both public and private.

Individuals who have 110- and 220-volt chargers and are willing to offer them to EV drivers in need of a charge can sign up to add their address to the network. EV owners can then contact the owner of the outlet to power up.

The app uses three different icons, which show whether an outlet is 110-volt, 220-volt with a J1772 plug or a J1772 public charging station. Unlike apps developed by makers of individual EV chargers -- such as ChargePoint America, which shows only Coulomb chargers -- PlugShare shows all public chargers from all manufacturers, as well as those offered by individuals.

"A lot of the early adopters we talked to said the government infrastructure for charging EVs isn't there yet, but a lot of people are getting charging docks installed at their houses and asking, 'Why shouldn't I be able to share my charger?'" said Armen Petrosian, co-developer of the app with Forrest North.

PlugShare is the first iPhone app from their Palo Alto-based EV software firm, Xatori.

"Our goal is to create products that lead to democratization of the grid," North said. He said his company's future apps may incorporate strategies for carbon offsets and lowering pollution.

VIDEO: Hybrid vehicles getting more popular

From KABC: Hybrid vehicles that use a gasoline engine and a battery electric motor save fuel, and keep getting more and more popular.

But they started out as a bit of an oddity. It was 12 years ago that Toyota began selling the original generation of the Prius. It didn't exactly fly out the door at first.

"When we launched this vehicle 12 years ago, a good year was 13-14-15,000, now a good month is about that volume," said Jim Lentz, president and COO of Toyota Motor Sales USA.

The Prius is a big success today and that name has almost become synonymous with the term "hybrid." So much so that Toyota will expand Prius into a sub-brand starting later this year with the Prius V, a kind of station wagon variation.

There will also be a Prius that plugs in and can go a dozen or so miles on battery power alone and a lower-priced entry model.

Since hybrids generally get much better gas mileage than a comparable conventional car, more and more buyers are looking at them, especially as we hear about gas prices going higher.

There's also the aspect of carbon output.

The Petersen Automotive Museum even has a permanent gallery on alternative fuel cars - things over the years that were supposed to replace gasoline, their last addition is an electric Ford Focus that was used in the Jay Leno TV show. And while it seems electric cars are the hot new thing, they're still niche players, hybrids will be with us for a long time.

In fact, if you attended the recent L.A. Auto Show, you probably noticed that hybrids were everywhere, either already in production or in development.

Toyota still leads the way, with about 70 percent of the hybrid market and they're promising more choices in the future.

"We think our core strategy now and into the future will still be hybrids. He think it's the best bang for the buck. You don't have range anxiety, you don't have to worry about infrastructure that you do with electrics," said Lentz.

From the lowest-priced economy models to full-on luxury cars, hybrids seem to be here to stay. We'll keep seeing more and more of them offered since they're no longer the automotive oddity they started out as.

LA colleges lose millions in flawed green plans

From the LA Times: Larry Eisenberg had a vision. "Amazing," he called it. "Spectacular." The Los Angeles Community College District would become a paragon of clean energy. By generating solar, wind and geothermal power, the district would supply all its electricity needs. Not only would the nine colleges sever ties to the grid, saving millions of dollars a year, they would make money by selling surplus power. Thanks to state and federal subsidies, construction of the green energy projects would cost nothing upfront.

As head of a $5.7-billion, taxpayer-funded program to rebuild the college campuses, Eisenberg commanded attention. But his plan for energy independence was seriously flawed.

He overestimated how much power the colleges could generate. He underestimated the cost. And he poured millions of dollars into designs for projects that proved so impractical or unpopular they were never built.

These and other blunders cost nearly $10 million that could have paid for new classrooms, laboratories and other college facilities, a Times investigation found.

The problems with Eisenberg's energy vision were fundamental. For starters, there simply wasn't room on the campuses for all the generating equipment required to become self-sufficient. Some of the colleges wouldn't come close to that goal even if solar panels, wind turbines and other devices were wedged into every available space.

Going off the grid did not make economic sense either. Given the cost of alternative energy technology, it would be more expensive for the district to generate all its own electricity than to continue paying utilities for power.

Weather and geology also refused to cooperate.

Three solar power arrays had to be scrapped because the intended locations were atop seismic faults.

Plans for large-scale wind power collided with the reality that prevailing winds at nearly all the campuses are too weak to generate much electricity. To date, a single wind turbine has been installed, as a demonstration project. It spins too slowly in average winds to power a 60-watt light bulb.

In the end, Eisenberg's grand plan was scaled down to what was actually doable, which was a fraction of the green energy capacity he had envisioned.

By then, the district had committed at least $4 million to designs for solar and wind energy farms that would never get beyond blueprints.

As one project after another was scratched, an elaborate plan to pay for it all with money from private investors fell apart. But the investment banks that put the deals together had to be paid for their work. The cost: $2.8 million.

At Southwest College, the district spent an additional $1.2 million on a parking lot shaded by solar panels, only to abandon the project with the work half done.

At Valley College, one of the solar arrays that was actually built sat idle for 14 months, thanks to a dispute between a contractor and the district over who was supposed to arrange a hookup to the power grid. The delay cost $1.5 million in potential energy savings, according to the college.

Eisenberg, the district's executive director of facilities planning and development, conceded some mistakes but voiced no regrets. He cast himself as an environmental visionary and predicted that the college system would eventually achieve energy independence. "Somebody needs to be first," he said. "If the great explorers really had a map and knew where they were going, maybe we wouldn't have the result we have today."

Unyielding enthusiasm

Eisenberg, now 59, grew up in Sun Valley, the son of a TV repairman and a secretary for the probation department. He was student body president of North Hollywood High School and became the first member of his family to attend college. He earned a bachelor's degree in urban studies at the Massachusetts Institute of Technology and a master's in public affairs at the University of Texas at Austin.

After a succession of jobs managing public buildings in Wisconsin, Eisenberg was hired in 1993 as facilities chief for Washington County, Ore., which encompasses suburbs of Portland.

In 1995, he and his wife, Christine, filed for personal bankruptcy, listing assets of $236,000 and liabilities of $262,000. Most of the debt, aside from their home loan, was to credit-card companies; they also owed $21,000 in back taxes. The bankruptcy case was closed after the couple completed a payment plan in 1999.

Eisenberg ran into difficulties at his job as well.

His boss, Bob Davis, "wanted to get rid of Larry because of mismanagement," Washington County Commissioner Andy Duyck said in an interview. Duyck said he did not know the reason for Davis' displeasure, and Davis, the county administrator, declined to comment.

Eisenberg recalled that Davis "let me know he was unhappy" with his job performance. He depicted it as a clash of management styles: Davis' was conservative, while his own was creative and entrepreneurial, Eisenberg said.

"I'm not risk-averse," Eisenberg said. "In retrospect, maybe they think they should have gotten rid of me sooner."

Eisenberg left the Oregon job in August 2003 to become head of facilities and new construction for the Los Angeles college district. He acknowledged that he had not told district officials about his bankruptcy. He said it had no bearing on his professional life.

Eisenberg was put in charge of the campus construction program, one of California's largest public works projects.

A mandate from the district's Board of Trustees to incorporate renewable power into new buildings offered him a chance to make his name as a leader in green construction.

He was tireless in promoting the program's eco-friendly aspects, traveling at taxpayer expense to Zurich, Switzerland, to speak at a conference of the International Sustainable Campus Network. He made similar presentations in New Orleans, Seattle and Atlanta.

His advocacy had a messianic tinge. In one e-mail to his advisors, he described his renewable-energy agenda as "what the world needs now. No one else is doing it. We can and will."

The trustees encouraged Eisenberg's push for green energy, even as his plan grew steadily more ambitious. They liked the idea of freeing the colleges from dependence on fossil fuels and were content to leave the practical details to him.

But Eisenberg's enthusiasm obscured an inconvenient reality: With the technology now available, the cost of renewable power exceeds that of energy derived from burning coal and natural gas.

Green energy advocates often argue that the added cost is justified by the reduction in pollution, particularly carbon emissions that contribute to global warming.

Eisenberg talked up the environmental benefits of his plan. But he also insisted that it would cost less than continuing to rely on conventional sources of electricity. Private investors, he explained, would put up almost all the money in order to take advantage of tax breaks, and they would pass the savings on to the district.

In the end, he said, government subsidies would reduce the district's purchase and installation costs as much as 90%.

One thing was for sure: No matter how it was financed, the bill for all those solar panels and wind turbines would be huge. Eisenberg's cost estimates for taking the nine campuses off the grid ranged as high as $975 million — this for a college system that in 2010 spent less than $8 million on power bills.

An engineering consultant put the cost far higher: $1.9 billion. That number caught the attention of Marshall Drummond, then chancellor of the college district. It was enough to pay for several dozen new classroom buildings. In December 2008, the chancellor summoned Eisenberg and his energy team to explain.

Drummond was unimpressed by what he heard. In an e-mail to college presidents, he complained about "missing components and what may be shaky assumptions." He called Eisenberg's plan "an unvalidated 'dream.'"

Drummond welcomed Eisenberg's push for solar power and his efforts to maximize energy efficiency in new buildings.

What concerned him were what he called "Martian technologies."

Eisenberg wanted to spend $98 million on hydrogen fuel-cell equipment that had never been put into commercial operation. He called for spending $59 million on untried hydrogen storage devices and $78 million on batteries. The idea was to stock up on solar power during the day and use it at night, a concept experts see as too costly to be viable with current technology.

Eisenberg also proposed $78 million in geothermal and wind projects — even though local weather patterns had led his own technical advisors to conclude that these plans made no sense.

In regions prone to extremes of hot and cold, pumping water through pipes hundreds of feet underground to heat or cool buildings with geothermal energy can produce big savings. But in Southern California's temperate climate, a geothermal system would not work well and the savings were unlikely to justify the cost, the advisors said.

Eisenberg's enthusiasm for wind energy also outran the facts. Among the projects he touted was the Windjet, a windmill that could be built in various sizes, including one as big as a Ferris wheel.

Its creator, a Manhattan Beach inventor named Brad Sorenson, called the Windjet the "highest efficiency wind power system in history." It existed only in miniature prototype, run in part with a bicycle chain. Sorensen hauled the contraption around in the trunk of his car.

Eisenberg wanted to put one on each of the nine campuses.

A district energy advisor, Andrew Hoffman, dismissed the Windjet as a fantasy, telling Eisenberg that Sorensen "claims he can extract more power from the wind than is theoretically possible.

"When dealing with issues on the human scale, the laws of Newtonian physics are non-negotiable," Hoffman wrote.

Undeterred, Eisenberg asked Sorensen how soon he could produce a Windjet for each college. "We need to proceed immediately with purchase and installation," Eisenberg told the inventor in an e-mail.

Nothing came of the proposal.

"I don't think it's really ready for the world," Sorensen said in an interview.

Read more...

Coda aims to sell 50.000 electric cars by 2015

From Reuters/Cnet: Electric car start-up Coda Automotive aims to sell 50,000 vehicles by 2015, mostly in the United States, chief executive Phil Murtaugh told reporters today.

Coda, like Tesla Motors and Fisker Automotive, is one of several new companies that are banking on mass-market adoption of electric vehicles. Major automakers including Nissan Motor and General Motors are also racing to launch electric cars.

Coda is making its first vehicle, the Coda EV, in China in partnership with Hafei, which is controlled by state-owned China Changan Auto, and is scheduled to begin selling it in the United States in the second half of this year.

It will be sold to fleet buyers in California initially and slowly expand into other states, Murtaugh told reporters in Beijing.

"Once we start selling to fleets and get a feel of how we are doing, we will start selling to consumers. Our plan is to go slowly," he said.

Coda has set a target to sell 10,000 to 14,000 units in the first 12 months after its launch.

The Santa Monica, Calif.-based company also has a battery joint venture with Lishen Battery Power.

The company had in January tapped Murtaugh, a former GM and Chrysler executive with extensive experience in China, as its new chief executive.

CODA to produce sedan in China

A startup California developer of electric cars said Wednesday its first model will be manufactured in China and go on sale in the United States this year.

CODA Automotive Inc.'s four-door sedan will be produced by a Chinese partner based on one of its models that has been adapted for electric drive and to meet U.S. safety standards, CODA's CEO Philip F. Murtaugh told the Associated Press. He said CODA will produce batteries in China with another partner and supply technology and engineering skills.

CODA plans to begin sales in California this year and expects to sell 10,000 to 14,000 vehicles in its first 12 months, said Murtaugh, a former chairman of General Motors China who joined Santa Monica-based CODA last month.

"I'm very confident we will launch our vehicle in the second half of this year," he said in an interview with a group of reporters.

If it can meet that deadline, CODA could become one of the first companies to sell a Chinese-made car in the United States following announcements by several brands of plans for such sales. CODA has postponed previously announced sales timelines, but Murtaugh said it should be able to stick to its latest schedule.

CODA's plans and the unusual structure of its manufacturing partnership expand on fast-growing ties between auto companies in the United States and China, the world's two biggest vehicle markets.

Global automakers and ambitious startups are racing to develop all-electric and hybrid cars as governments offer tax breaks and subsidies to promote alternative energy in hopes of reducing surging demand for oil.

Nissan Motor Corp.'s Leaf became the first all-electric model on the U.S. market in December. It competes with General Motors Co.' Chevrolet Volt, which uses an electric battery and a small gasoline motor for an additional charge.

A Chinese automaker, BYD Co., began testing its F3DM plug-in hybrid in Los Angeles in December. BYD says it plans to sell its K9 electric bus this year in the United States and start consumer sales in 2012.

CODA says it has raised more than $200 million from investors, including $76 million in its latest round of funding announced in January.

Murtaugh said CODA believes it can compete with bigger, established rivals such as Nissan because its battery technology delivers a longer driving range and more consistent performance at low outdoor temperatures that can sap a charge. He said that could help to overcome a key obstacle to winning widespread public acceptance of electric vehicles -- "range anxiety," or the fear of running out of power.

CODA's battery can carry a 34 kilowatt charge, versus with 24 kilowatts for Nissan's Leaf, with a comparable increase in range, Murtaugh said.

"We won't be perfect but we will certainly be class-leading," he said.

The sedan is based on a vehicle made by Chang'an Hafei Auto, a subsidiary of Chang'an Auto Co. in northeastern China. Batteries are being manufactured in a joint venture with Tianjin LiShen Miles Power Battery Systems Co.

CODA also hopes to sell its propulsion systems to Chinese and other automakers and for use in non-vehicle industrial power storage, Murtaugh said. He said its Chinese joint venture is working on 28 projects to show to 12 to 15 companies, both Chinese and foreign, how its technology might be applied to products made for them.

In California, CODA's sedan will retail for $44,900, or $32,400 after a $7,500 federal tax credit and a $5,000 state government credit, said Forrest Beanum, CODA's vice president for communications.

Major U.S. rental companies Hertz Corp. and Enterprise Rent-a-Car say they will offer CODA electric sedans for rent.

CODA and Chang'an Hafei are discussing whether the Chinese partner might sell a version of the electric sedan in China, Murtaugh said.

The Chinese government has targeted electric cars in industrial development plans that call for China to create its own profitable technologies.

The Ministry of Industry and Information Technology said last year Beijing will invest 100 billion yuan ($15 billion) over the next decade to make China a leader in alternative energy vehicles.

In the United States, CODA says it might open a battery factory in Ohio if can obtain $400 million in aid from the U.S. Department of Energy.

Among other electric car makers, Irvine, California-based Fisker Automotive says it will start selling its luxury Karma model in China this year through a local partner.

VIDEO: Tesla's Model S hits the road

Tesla has just released a video of its Model S silently rolling on a countryside road. And it sure looks and sounds awesome.

From Tesla Motors' own blog: Model S, engineered from the ground as an EV, is meticulously designed for superior aerodynamics, stability and handling, crash safety, performance and range. Before Model S enters production it will have been thoroughly tested using both computer simulations and test vehicles. Tesla will complete two vehicle testing phases, Alpha and Beta. The Alpha phase began in 2010.

While test driving the first Alpha, Tesla Vehicle Dynamicist Graham Sutherland commented: "The first Alpha is amazingly agile for a car of its size. It has great handling balance and poised ride with communicative steering. Just goes to show what combining a low center of gravity with a very stiff body structure can achieve."

The Alphas will be tested extensively in the coming months in all climates. As each Alpha is built, the driving dynamics will evolve and improve.

Leaf can go 100 miles between charges, 95% of U.S. commuters drive less than that each day

From CNN / Fortune, the diary of an electric car commuter: When an argon-blue Nissan Leaf, the first production all-electric, zero-emission family car to hit the U.S., whispered into my garage last month, I knew instantaneously that it was a game changer. New relationships come with hopes, fears, and surprises, and ours -- the Leaf's and my union -- went quickly from blind date to a marriage of convenience.

The Leaf is nothing short of a bellwether of the automotive revolution that is headed to a driveway near you. Tighter fuel-efficiency standards, emerging markets' requirements, fluctuating gas prices, and a race in powertrain innovations are all in play. Audi, GM (GM), VW, and others are jockeying for dominance. Audi wants to rule the luxury electric-vehicle (EV) market; its first entrant, a plug-in hybrid, will come to market in 2014. GM's solution, the Volt, has just gone on sale and offers a small onboard gas-powered generator to feed the electric motor and extend its range. VW will roll out its EV in 2013.

So Nissan wins the prize for being first to market with a production pure electric. The company's visionary CEO, Carlos Ghosn, saw the opportunity to dominate the EV category and pushed hard to get the appealingly bug-eyed five-door hatchback built. "With the arrival of the Leaf, it is in our hands, and that of the public, to steer our industry toward its future of sustainable mobility," Ghosn blogged recently. "We believe this innovative car will silence the skeptics and bring a valuable solution to life."

Nissan granted Fortune the first "long term" (eight-day) loan of a Leaf. The Leaf can go about 100 miles between charges, and Nissan maintains that 95% of U.S. commuters drive less than that each day. It was my mission to determine whether that was sufficient to withstand my local reality, L.A.'s worst traffic-choked arteries.

First, a pleasant electrician named Marty arrived to install the Leaf's 240-volt charging dock in my garage. ("It's as simple as putting in power for a hot tub," he explained.) The moon-faced, wall-mounted unit can replenish the Leaf's lithium ion batteries in eight hours.

Then my Leaf arrived with a flourish -- bright, shiny, and eager to please, as were its two Nissan spokesmen. We conducted a detailed walk-around, which uncovered an important fact: There was nothing complicated, obtuse, or unfriendly about the car. The controls on the center console were intuitive. I found the range-map and power-usage screens easy to navigate. A button next to the hood release popped open the little door on the Leaf's nose, revealing the port where the charger's J-plug (shaped like a gas nozzle but smaller) clicks into place. The optional solar panel on the rear wing collects power only for a secondary electrical system that controls the power windows, door locks, and radio. A black sack in the rear hatch area contained the backup charging cord -- a simple three-prong affair with which you can top off the Leaf in a mere 20 hours or less.

Read more...

VIDEO: Jay Leno picks up his new Chevrolet Volt

American talk-show host and car aficionado Jay Leno was one of the first Californian costumers to pick up the new Chevrolet Volt.

Interestingly enough, Leno jumped on the Volt bandwagon several months after saying he wasn't quite in a rush to buy one of the first models.

Watch the video after the jump:








Plan for Californian leadership on EVs and mobility is unveiled

Download the strategic plan document at EVCollaborative.Org

From the Associated Press: Low gas prices, weak batteries and a lack of cooperation between carmakers and utilities caused past efforts to introduce electric vehicles to fizzle. But this time, advocates say, an alliance of automakers, utilities and regulators are squarely behind an ambitious project to make California a national leader in accommodating electric vehicles for the mainstream car market. Their plan to build charging terminals in thousands of homes, office buildings, shopping malls and other sites within the next decade was released Monday.

The California Plug-In Electric Vehicle Collaborative touted its plan after the first-ever Nissan Leaf, a mass-market, all-electric car, was delivered to a customer in Redwood City, Calif., over the weekend. Meanwhile, the first 150 Chevrolet Volts left a Detroit auto plant on Monday and were expected to arrive in California showrooms in the coming days. Work is under way in the state to upgrade existing charging terminals and install thousands more to accommodate electric vehicles.

One company is even developing a network of "switching stations" where motorists can pull in and swap out their spent batteries. "All eyes are on California. It will host without question the largest rollout, the greatest numbers of EVs in the country, and it will also have the charge and switch infrastructure," said Jonathan Read, president of Ecotality, which will soon begin installing 1,600 public charging stations in San Diego and Los Angeles that resemble a giant iPod with a cord and plug attached.

The plan, which supporters believe could serve as a model for other states, outlines steps to get charging stations easily installed at homes and then in high-traffic public areas and apartment buildings to encourage drivers to switch from gasoline-powered vehicles to plug-in electric vehicles. The collaborative hopes to provide a positive experience for early owners of electric vehicles so they can spread the word. Its goal is to see a million plug-in hybrid and battery-powered cars in the state by 2020.

The plan recommends making installation of home charging stations affordable by offering rebates from the state and regional air quality districts. To further lower costs, the state could reduce registration fees for battery-powered cars, and utilities could offer cheaper charging rates during off-peak hours when there is less demand on the electric grid.

Read more...

Think City approved for sale in California

From All Cars Electric: Think North America, maker of the two-seat City electric car, announced that its 2011 Think City had been approved as a zero-emission vehicle by the California Air Resources Board (CARB).

The approval lets Think sell the 2011 City in California and the 12 other states, plus the District of Columbia, that have adopted California's stricter vehicle emissions regulations. The 2011 City uses a lithium-ion battery pack, with cells from Ener1, that gives it a stated range of up to 100 miles, a requirement for the CARB certification. Those states constitute roughly a third of the overall U.S. vehicle market, said Think's Brendan Prebo. He noted that “CARB certification is critical for fleet sales, not just in California, but in the other CARB states as well."

Read more...

First ever public EV charge in San Francisco, California

Truly a historic day, as you can tell from the media coverage. Keep following at FirstLeaf:

The world's first Nissan Leaf has been delivered

Olivier Chalouhi, 31, is the world's first owner of the all electric Nissan Leaf, according to Bloomberg. His car was delivered this Saturday at a Nissan dealership in Petaluma, California, USA, the company said today. There are other 20,000 soon to be owners waiting for their Leafs, which will arrive these coming months. Picture twitted by NissanLeaf: