iPhone 4S em Portugal a partir de 629 euros

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

DeLorean regressa ao futuro

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Veículos eléctricos livres de impostos em 2012

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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.

Deloitte: Mass adoption of EVs still far away

Despite rising fuel prices, the mass adoption of electric vehicles (EVs) is still some distance away, is the finding of a new study by Deloitte, the business advisory firm.

According to the survey of 4,760 European consumers, only 16% see themselves as potential first movers to buy or lease an electric vehicle, while 53% say they might be willing to consider it, and 31 percent say they are not likely to consider purchasing or leasing an EV.

David Raistrick, automotive partner and head of manufacturing at Deloitte UK, commented: "There is no doubt that electric vehicles are the future of the automotive industry. However, while interest in electric vehicles is growing, with 69% of respondents willing to consider an EV today, current market offerings generally fall far short of consumers' expectations for driving range, charging time, and purchase price.

More than 80% of European consumers surveyed said that convenience to charge, range, and the cost to charge were all key considerations when buying or leasing an EV.

David Raistrick added: "Range, price and charging concerns need to be addressed. Our research shows that there are specific design targets that manufacturers must reach in order to entice car buyers.

"Three-quarters of European consumers surveyed (74%) said that before they would consider purchasing an EV, they would expect it to be able to travel 300 miles between charges - much higher than what is currently available - and 67% said the battery must take no longer than two hours to charge.

"In the UK, however, consumers consider the ability to travel at least 200 miles between charges to be the tipping point, especially in London and the South East."

"The automotive industry continues to invest in high end R&D to devise the cutting edge technology required for electric vehicles. It is clear that this innovation is a priority for car manufacturers. I believe there is potential for green vehicles to represent 10% of the new car market within 10 years, although the road to get there will be bumpy. Manufacturers face many challenges, both in terms of actual design elements, as well as changing the mindset of consumers toward electric vehicles."

The majority (57%) of respondents who say they may be willing to consider an Electric vehicle expect to pay the same or less for an EV than they do for a regular car. Only 24% of the same group say they would be willing to pay a premium. Currently, hybrids and battery electric vehicles represent a tiny fraction of total cars on the road. The adoption of all forms of green vehicles will be significantly influenced by government policies.

David Raistrick added: "For mass adoption, manufacturers will need to meet the challenge of pricing electric vehicles in line with consumer expectations, while still maximising their margins. Consumers are not likely to want to pay a high price premium for EVs. This means that incentives such as tax reductions and exemptions will be very important to the purchase decision. Just like the Government supported the highly successful car scrappage scheme, they should now be turning their attention to electric vehicles.

"However, a bright note for the UK is that it appears from our research that UK consumers are more willing to pay a premium for electric vehicles than their counterparts in other European countries."

Espionagem na Renault: um falso alarme?

Do Wall Street Journal: Foi uma das alegações de espionagem industrial mais sensacionais já feitas na indústria automobilística mundial: em janeiro, a Renault SA acusou três executivos de vender segredos de tecnologia de carros elétricos.

Houve sugestões de que os compradores eram "os chineses". O ministro francês da Indústria, Eric Besson, disse que o roubo era equivalente a "uma guerra econômica". A Renault suspeitava que o dinheiro recebido estava guardado em contas bancárias na Suíça e em Liechtenstein.

Dois meses depois, a investigação está parecendo mais obra de comediantes. Há cada vez mais sinais de que a Renault apertou o gatilho rápido demais, de acordo com entrevistas com policiais, executivos, advogados e consultores externos. A montadora francesa encontrou poucas provas até agora, dizem essas pessoas.
[Ghosn] European Pressphoto Agency

O caso criou pressão sobre Carlos Ghosn. Segundo uma pessoa, a diretoria está dividida entre lados pró e contra ele

Por exemplo, a Renault não encontrou nenhuma conta bancária secreta ligada aos três executivos, segundo algumas dessas pessoas.

O caso contra os três executivos foi iniciado depois de uma carta anônima enviada em agosto a vários diretores da Renault sobre Michel Balthazard, diretor dos projetos de desenvolvimento da montadora e um de seus executivos mais respeitados. Mas o informante anônimo admitiu ter sérias dúvidas sobre suas próprias alegações.

"Vi Michel Balthazard negociar uma propina (...). Ao longo de várias semanas seu comportamento reforçou minha primeira impressão", escreveu o informante, segundo o advogado de Balthazard. A carta terminava num tom mais cheio de dúvidas: "Naturalmente, não tenho prova (...), mas se tudo isso estiver errado eu sou paranóico."

Balthazard e dois outros executivos foram demitidos quando a Renault decidiu fazer o que considerava controle de danos para o que é possivelmente seu negócio mais importante para o futuro — os carros elétricos. A Renault também entrou com queixa criminal num tribunal de Paris.

Todos os três executivos declararam repetida e veementemente sua inocência. "Depois de 30 anos, nenhum dos principais executivos mostrou nenhuma confiança em mim", disse Balthazard ao Wall Street Journal, acrescentando que ainda estava estupefato com as acusações contra ele.

Entre a série de perguntas sem resposta sobre a o caso está esta: quem enviou a carta anônima, e a quem os executivos acusados venderam os segredos empresariais?

Na Renault, executivos começaram a considerar a possibilidade de que podem ter sido enganados e agido rápido demais.
[Renault] Agence France-Presse/ Getty Images

Michel Balthazard diz estar ainda estupefato com as acusações contra ele

Numa entrevista ao jornal "Le Figaro" na semana passada, o diretor de operações da Renault, Patrick Pélata, disse que a empresa pode ter sido enganada e deu a entender que pediria demissão se a investigação em curso não provar nada. "Nós aceitaríamos as consequências até o nível mais alto na companhia, ou seja, eu", disse.

Pélata é amplamente considerado a face da Renault na França, mas a pressão está aumentando também sobre Carlos Ghosn, o franco-brasileiro que preside tanto a Renault quanto sua filiada japonesa Nissan Motor Co., dizem analistas.

A falta de provas conclusivas no caso deixou a diretoria da Renault dividida entre "lados pró-Ghosn e anti-Ghosn", segundo uma pessoa ligada ao conselho da montadora. "O ar está irrespirável na empresa. (...) Todo mundo suspeita que seu vizinho de escritório pode ser o informante secreto."

Uma porta-voz da Renault disse que as pessoas estavam um pouco nervosas na empresa, mas que não havia sinais de a equipe ficando "pró ou contra quem quer que seja".

Uma má condução da investigação pode ser constrangedora para o governo francês, que tem 15% da Renault. Na semana passada, a ministra francesa da Economia, Christine Lagarde, sugeriu que a investigação havia até o momento se mostrado inconclusiva e pediu que os principais executivos da Renault "arquem com as consequências" de qualquer equívoco da investigação.

Segundo o advogado de Balthazard, a carta anônima que motivou a investigação dizia em parte: "Não aguento ver gente que ganha bem roubar mais dinheiro, o que também acabará prejudicando a Renault e seus funcionários."
[Renault] Reuters

Bertrand Rochette, outro dos acusados, era assistente direto de Balthazard

O departamento de segurança interna da Renault lançou uma investigação e contratou o ex-militar francês Michel Luc, que trabalhava para uma firma de investigações particulares e estava baseado na Argélia, segundo pessoas familiarizadas com a questão. A firma de investigações, Groupe Geos, informa que solicitou a Luc que se demitisse quando descobriu que ele havia concordado em agir como intermediário entre a Renault e outro investigador sem a aprovação dela. Luc não respondeu a recados deixados em seu antigo escritório perto de Argel.

Em dezembro, o diretor do departamento jurídico da Renault, Christian Husson, disse a um colega que tinha "várias peças convergentes de provas" contra Balthazard e duas pessoas que trabalhavam com ele: seu assistente direto Bertrand Rochette e Matthieu Tenenbaum, um executivo de mais baixo escalão no departamento, segundo uma pessoa a par da questão.

A investigação levou a três contas bancárias, embora não esteja claro por que os investigadores da Renault consideraram as contas suspeitas. Uma tinha sido aberta em março de 2009 na Suíça com dinheiro vindo de uma firma no Chipre, disseram as pessoas. A segunda tinha sido aberta em fevereiro de 2010 em Liechtenstein e também tinha dinheiro proveniente de uma empresa do Chipre. A segunda conta foi usada para transferir dinheiro para uma terceira conta, na Suíça, por meio de uma empresa suíça, disseram as pessoas. Não está claro quem alertou a Renault sobre a existência das contas.

Em 3 de janeiro, o Technocentre, o departamento da Renault que cuida da operação de carros elétricos, estava preparando-se para uma visita de Besson, o ministro da Indústria. A Renault pretendia mostrar uma nova série de veículos elétricos que planejava apresentar no mesmo ano.

Balthazard, que tinha 31 anos de Renault e era um dos cérebros por trás da operação de carros elétricos da empresa, estava em seu escritório às 8h quando recebeu um telefonema do diretor executivo de engenharia e qualidade chamando-o para uma reunião privativa.

"Michel, estamos acusando você de corrupção num grupo organizado, de ameaçar os interesses da Renault e por fim [trabalhar] para uma potência estrangeira", disse Jean-Yves Coudriou, diretor de gestão de altos executivos, segundo o advogado de Balthazard. "Você terá de explicar por que fez isso."

Balthazard respondeu que não entendia do que as acusações se tratavam. "Depois de dez minutos, me dei conta de que havia caído em algo inimaginável", disse Balthazard depois a seu advogado, segundo este. A reunião terminou às 8h30.

A Renault se negou a tornar Coudriou disponível para comentar a questão.

Balthazard tinha um cargo no comitê diretivo da empresa e um salário anual, com bônus, de 300.000 euros, com o qual havia comprado um apartamento em Paris e uma casa de campo.

"Não acho que eu tenha nenhum inimigo", disse ele ao WSJ. "Algumas pessoas gostam de você, outras não. Mas não acho que tinha nenhum inimigo na empresa."

Momentos depois que Balthazard foi confrontado, houve uma reunião parecida com Rochette e Tenenbaum. "Sabemos o que você fez. Seus cúmplices já confessaram, por isso não adianta negar. Você deveria pedir demissão", disse o chefe do departamento jurídico a Tenenbaum, segundo uma pessoa a par da questão.

Todos os três negaram qualquer irregularidade e abriram processos alegando difamação e calúnia.

Dias depois, a Renault anunciou à imprensa que havia descoberto uma tentativa de espionagem industrial. A funcionários do governo francês, a montadora afirmou que havia provavelmente um ângulo chinês para a espionagem, segundo uma pessoa ligada ao governo. Um porta-voz do Ministério de Relações Exteriores da China negou furiosamente as acusações.

Pélata, o diretor operacional, disse à imprensa que a informação supostamente divulgada ao exterior não tinha nada a ver com nenhum aspecto técnico da operação de carro elétrico, como a fórmula dos químicos usados na bateria. Em vez disso, disse, era o modelo econômico da empresa para elétricos. Na televisão, Ghosn disse que a empresa tinha "inúmeras provas de irregularidades".

Diretores da Renault disseram à polícia francesa que não foi Luc, o ex-militar, quem coletou a informação que alegadamente incriminava Balthazard e seus dois colegas, segundo pessoas a par da questão. Mas eles se recusaram a revelar sua fonte, disseram as pessoas.

Autoridades de Liechtenstein receberam solicitações sobre a questão das autoridades francesas, mas não encontraram nada relevante para o caso, segundo uma pessoa a par do assunto.

Dois meses depois, Balthazard diz estar confiante de que a empresa não conseguirá montar um caso contra ele. Mas apesar de Pélata ter dito que a empresa recontrataria os executivos caso a investigação não prove nada, Balthazar não quer mais saber de trabalhar na empresa.

"Sem chance de trabalhar com esse pessoal de novo", diz.

Japan vending machines to charge electric cars

From the AFP: Ten Japanese companies said Monday they plan to install electric vehicle chargers at the sites of beverage vending machines across Japan in a cost-cutting tie-up.

The consortium includes Forking Co., a major vending machine operator, and Panasonic Electric Works which will develop and produce electric vehicle chargers with rivals.

Forking has business ties with companies which own a combined 1.2 million vending machines across Japan, or about a half of the national total, company official Reiko Kobayashi said.

The firms plan to install some 10,000 electric vehicle chargers at the sites of the vending machines in the first year of the project, which is due to start at the end of March, she added.

Charging machines "will be installed where beverage vending machines already exist or together with new ones. There are various options," she said.

SoftBank Telecom and SoftBank Mobile are due to provide telecom services to connect the charging systems, the group said in a press release.

Automakers such as Nissan, which launched its all-electric Leaf last year, are gambling that electric cars with zero tailpipe emissions will catch on and, some time in the future, start to drive traditional gas-guzzlers off the road.

But many consider the lack of a charging network as the key obstacle to the proliferation of electric vehicles, prompting consumer concerns such as "range-anxiety", or the fear that their cars will run out of juice between charging points.

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.

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