Plug-in vehicle success still far off in the future?

Will consumers buy expensive coal powered plug-in vehicles?

The Government Accounting Agency (GAO) has completed its research on the benefits of plug-in vehicles, availability and challenges of incorporating plug-in vehicles into the federal fleet according to GreenCarCongress. While the report found that plug-in vehicles offer much potential, it also found lots of problems.

For instance America must either embrace nuclear or wide scale renewable power projects in order for plug-ins to reach their potential. Of course, each of these paths offers its own set of extensive problems, such as costs, public approval, etc. Moreover, significant cuts in battery costs, coupled with much higher gas prices, and a more robust auto demand, for instance, will be required to create enough demand for plug-ins to keep the technology moving forward.

Ultimately, the GAO report suggests that wide scale plug-in adoption, even at the Federal level, is going to be a complex process. More than anything, at least in my opinion, the report seems to imply that wide scale plug-in adoption might be much further into the future then many of us would like to believe.

Certainly, US automakers need to continue, even increase, their plug-in efforts, but isn't it becoming more and more obvious that US automakers need to completely reconsider their short-to-midterm auto production plans? For example, can the US auto industry continue to move forward without a direct competitor - in terms of cost and technology - to the Toyota Prius?

Buick plug-in hybrid coming?

The Saturn Vue plug-in hybrid

Now that Saturn is dead, at least as far as GM in concerned, the Saturn Vue plug-in hybrid concept is also dead. Not long ago, however, GM announced that the dual mode plug-in hybrid technology powering the Vue hybrid would find its way into another GM brand.

According to some, that new brand will be Buick, although this rumor has not been confirmed by GM.

While I'm glad to see GM's dual mode hybrid plug-in hybrid powertrain remain alive, I have worries about its potential. Currently, GM's dual mode hybrid vehicles have not sold that well. Thus, it seems a little doubtful that adding even more expensive plug-in technology to such vehicles would offer much change.

On the other hand, the Saturn Vue is built on a much smaller platform than GM's current dual mode hybrids. So maybe there still is hope.

Plug-in Prius leasing coming this year, but...

Ready to lease a plug-in Prius?

Later this year Toyota will lease a number of lithium-powered plug-in Prius hybrids. Unfortunately, only 150 of them will make it to the states in the first year.

On a side note, 110,000 orders for the 2010 Prius have been placed in Japan according to the AP.

Volvo ReCharged on plug-in hybrids

Beyond the ReCharge concept

Volvo has been toying around with plug-in hybrid vehicles for a few years now, primarily beginning back in 2007 when Volvo launched the ReCharge concept.

Now Volvo is partnering with Vattenfall to produced diesel-powered plug-in hybrids by 2012. In fact, by this summer this partnership will put 3 Volvo V70 plug-in hybrids on the road as demonstration vehicles to glean information about future viability, consumer desires and driving patterns, etc.

$32,500: Is the Chevy Volt a dud or a deal?

Would you buy a $40,000 Volt that includes a $7500 tax credit?

GM's Bob Lutz told David Letterman what most that have followed the Chevy Volt have known for some time - the Volt is going to start at $40,000. Add a $7500 tax credit and that brings the price down to $32,500.

Most polls I've seen indicate this is still too expensive for most consumers. Nonetheless, I believe there will be hordes of potential consumers lining up for the Volt, especially since production will probably be relatively limited for the first few years, minimally. And, of course, the limited tax credit will also inspire early adopters.

Regardless, what happens when tax credits for the Volt expire? Will GM have to sell the Volt at a significant loss until economies of scale eventually, hopefully, enable a natural price reduction?

Finally, are plug-in tax credits the right approach for stimulating plug-in sales? Why not an instant point of sale refund? Can't the government be more consumer friendly?

Catch 22: Plug-ins and cheap gas

Not cost-effective or profitable?

Many years ago I wrote the best hybrid car was a plug-in hybrid car. Today, I'm not so sure. Without significantly higher gas prices Americans will not buy hybrid cars in numbers that finally revolutionize the US auto industry.

If Americans won't make the investment into today's hybrid technology, why would anyone assume that Americans will invest in even more expensive plug-in hybrids and electric vehicles?

Without much higher gas prices, Americans will not buy these vehicles, at least not enough of them to make these vehicles profitable for US automakers in the next decade, maybe even two. And, if American automakers cannot survive in much of North America making internal combustion vehicles, how are they going to survive making less profitable - if profitable at all - and significantly more expensive plug-in vehicles?

Without $4.00 or $5.00 gas they won't. They can't.

Ironically, if gas suddenly goes from $2.50 to $5.00, American consumers might still not buy these cars as the economy would be so devastated they probably couldn't afford them regardless of gas prices. Even if they would buy them, American automakers are many, many years from selling such vehicles in numbers that would have any effect. Our pace towards change is simply too slow.

So why not a smart gas tax that covers the costs of hybridization via tax credits from gas tax revenue, while making alternative fuels more cost-effective?

Besides, if we're going to save the US auto industry, shouldn't we try to save it in a way that has some legs, some long term viability? Next quarters balance sheet can no longer be the metric for determining success.

Nonetheless, is long term viability of the US auto industry possible without higher fuel prices? Otherwise, aren't we just throwing good money after bad to delay the inevitable collapse?

Chinese auto sales: Opportunity, Danger or Threat?

BYD Automotive is a favorite of Warren Buffett

In April China sold 1.15 million autos, up some 25 percent from last April. Unbelievably, more cars might be sold in China this year than will be sold in America.

Fortunately, for US automakers, brands like GM's Buick are top sellers in this barely emerging automotive market, so China represents a huge opportunity for US automakers. Unfortunately, China also represents not just danger for America, but the Chinese automotive market could end being an outright threat to the US economy and its national security.

For instance, last summer's run up in gas prices was helped by Chinese demand for oil, which is obviously only going to grow, significantly. As America comes out of this recession, US demand for oil will increase. Eventually this demand will again squeeze the margins and guarantee that higher gas prices will be coupled with our economic recovery.

Yet, higher gas prices might not even be the real threat.

Recently, Warren Buffett became a significant investor in Chinese automaker BYD. Actually, BYD isn't much of an automaker, it's a battery maker. That is quickly changing, however, as the company is now building its future on battery powered vehicles: hybrid cars and other plug-in vehicles. In fact, Buffett believes that in just a decade or two BYD could be even bigger than Toyota.

Certainly it is too early to predict how China will affect the world's automotive market. Will China be America's greatest automotive opportunity in decades, or a threat even far bigger than Japan ever presented? I guess we'll see, but Buffett's investments indicate that US automakers will soon be facing serious Chinese competition that will forever change the world's automotive landscape.

Saturn might be dead, but the Vue plug-in is not

On track for 2011

In 2008 GM brought a Saturn Vue plug-in hybrid to the North American International Auto Show. Turns out that plug-in hybrid wasn't just some marketing-driven mock-up, but an actual test vehicle that GM had been road testing just days earlier. Everything seemed online for a 2010 launch.

Now Saturn is on the chopping block, however, the Vue plug-in hybrid will not be a casualty of this lost brand. Instead, GM plans to reproduce this hybrid under one of the remaining GM brands.

According to GM this plug-in hybrid will achieve at least twice the city fuel economy of any other conventional SUV.

Time to pull the plug on the Chevy Volt?

It just can't help GM?

If you hate GM, then you probably don't think much of the Chevy Volt. In fact, you might even call it an unrealistic hype machine into which GM has sunk far too much money.

That's the argument the Washington Post makes today, and I have to admit, it's a pretty persuasive argument. For instance, the article points to numerous analyses, including some done by President Obama's auto task force, that indicate the economics simply don't make sense for a vehicle like the Volt. Thus, how can the Volt help GM's bottom line?

For example, even with $4.00 gas, it would still take, minimally, six years for the the Volt to recover its costs compared to today's Toyota Prius. And, that's assuming the Volt will only cost $30,000 after huge government tax credits and subsidies. Even at such a cost, it would still take far longer for many other Volt owners to recover their costs compared to a Prius.

Thus, this Post editorial suggests pulling the plug on the Volt, and I couldn't disagree more.

I have long argued that the Volt should never have been an excuse not to develop a Prius-contender. Perhaps GM's lithium-powered BAS hybrid system can fill this void, but cheap quality hybrids will be a necessity for any automaker in the very near future.

Fortunately, GM's billion dollar investment into the Volt could help produce such cheap hybrid vehicles, aside from the Volt. Because much of GM's Volt investment has been centered around one core technology, lithium-ion batteries, GM could conceivably parlay this knowledge into many different types of hybrid and electric vehicles.

Hence, to call GM's Volt venture a waste that helped lead to bankruptcy and a loss of corporate reputation is pure nonsense.

I've seen GM's battery labs. I've seen GM's virtual design center. These two elements alone could make GM's Volt investment worth the cost, even if the Volt itself is another decade away from any sort of real world, cost-effective impact.

Nonetheless, the Volt cannot save GM in the next decade. However, that does not mean the plug should be pulled on the Volt. Instead, it means GM needs to utilize the massive amount of intelligence gleaned from the Volt and convert it into a more well-rounded and balanced hybrid and electric vehicle portfolio, including the Volt.

If GM can do that, the Volt might just be GM's smartest investment ever. If not, maybe we shouldn't just pull the plug on the Volt, but GM.

Honda will also produce plug-in hybrids

Fuel cells aren't Honda's only electric plans

Honda has seen the light, the hybrid light. Not so long ago, Honda believed that cheap hybrids, such as the Insight hybrid, were a simple bridge to fuel cell vehicles, such as the Honda Clarity. Moreover, Honda wasn't too sure that plug-ins of any kind made environmental or fiscal sense.

Today, however, Honda believes hybrid cars are now becoming a "mainstream" technology. Thus, Honda will be exploring other forms of hybrid technology, including plug-in hybrids according to Honda's Chief R&D Engineer, Kenji Nakano.

Are EVs really the future?

Will everything be an EV in 2050?

Without doubt right?

Wrong, at least according to a conference session at the SAE 2009 World Congress in Detroit. There officials from Toyota, Nissan, NREL, GM, Daimler, Honda and Bosch stated that hydrogen fuel cell vehicles would be an important part of the total vehicle mix in 2050. In fact, the internal combustion engine will still be an important part of the mix in 2050.

Ultimately, the majority of the auto industry only sees EV viability for small, short range vehicles, not, however, as a powertrain solution for America's truck and SUV culture. For these vehicles, the bread and butter of the US industry and the monthly sales leaders, more efficient internal combustion engines and hydrogen fuel cell vehicles are the future.

Vue: Another kink in GM's plug-in chain?

Is the Saturn Vue plug-in hybrid dead?

Well over a year ago GM was road testing an almost production ready plug-in hybrid. No, not the Chevy Volt, which GM prefers to call a range extended electric vehicle rather than a plug-in hybrid, but the Saturn Vue dual mode plug-in hybrid.

Now that Saturn is almost assuredly dead or gone, is this plug-in hybrid dead?

With some studies questioning the efficiency of large battery plug-in vehicles, such as the Volt, the Saturn Vue plug-in hybrid could be a nice complement to GM's plug-in plans. Even if Saturn is dead, I sure hope GM resurrects this technology in another GM brand.

Time to revisit plug-in tax credit legislation?

Is its battery big enough?

There has been an AP story all over the Internet covering the difficulties of reaching President Obama's 1 million plug-ins by 2015 goal. Cheap gas, a struggling economy, bankrupt automakers, and excessively expensive technology, etc. make the goal impossible without massive help from the government.

Thus far the government has offered tens of billions in loans and aid to help automakers retool, in addition to plug-in tax credits for consumers worth up to $7500. While these tax credits are not as heavily skewed towards large battery plug-ins as originally proposed, they are still skewed towards vehicles that some studies have questioned in terms of efficiency.

Now, I don't want to argue against large battery plug-ins, but I do wonder if this legislation is as effective and efficient as it could be. Even worse, I wonder if this legislation is semi-counterproductive.

For instance, with plug-in profitability possibly a decade away, are plug-ins more about CAFE balancing than an aggressive attack on oil dependence? Also, will these vehicles be profitable after tax credits expire?

Is the size of the battery really the key this early in the game, or should there be more focus on putting lithium into as many cars as possible as quickly as possible?

Jaguar seeks some Karma

Luxury plug-ins are the rage!

Tesla. Fisker. How many more names was it going to take for established luxury auto makers to realize that plug-ins represented an important niche for niche luxury auto makers?

Not much longer for Jaguar.

Now that Jaguar is a little better financed, according to MotorTrend, the luxury automaker is ready to roll out a new plug-in hybrid version of the XJ sedan around 2011, and a number of other hybrid vehicles are also planned.

I know most of us can't afford these luxury hybrids - I certainly cannot - still it has really been amazing how resistant established automakers, including luxury makers, have been to change. One might have assumed these niche players would have been quicker to react than the the major players, but they've been in the same denial.

Plugged in: Does Buffett prove BYD is golden?

What does the oracle of Omaha know about cars?

Not much, according to Warren Buffett, but Buffett partners, Charlie Munger and David Sokol, knew enough and Buffett listened. Thus, last fall Buffett settled on a 10 percent share of BYD.

Why?

According to a great Fortune piece, the Buffett team now believes that BYD could become the world's largest automaker thanks to its ability to sell plug-in hybrid cars and other electric vehicles at a cheaper cost than other manufacturers. For instance, BYD's current plug-in, the F3DM costs just $22,000 - far cheaper than most hybrid cars on the road today.

Unfortunately, don't expect a BYD hybrid in America anytime soon. BYD isn't sure it wants to come to America because the economics are not compelling for plug-in viability, however, BYD is interested in selling batteries to American auto manufacturers, which is ultimately, the key to BYD's future.

Thus far BYD believes it has developed a technological breakthrough enabling the safe and cost-effective mass-production of lithium batteries. If true, even mighty Toyota better watch out according to Warren Buffett.

Make today's hybrids lithium hybrids

Put lithium inside it

Auto sales are tanking and an auto industry recovery is many years away. Sales of hybrid vehicles have been crushed. However, the new Honda Insight and the 2010 Toyota Prius appear as if they could bring some recovery to hybrid sales, thanks to pricing competition.

Still, without a spike in gas prices, most Americans will continue to shy away from these fuel efficiency focused vehicles despite cheaper pricing. Thus, many, such as AutoNation CEO Mike Jackson, have called for a gas tax to help incentivize interest in fuel economy, while creating funding for fuel efficient tax credits.

With or without gas tax funding, it seems to me that a new tax credit should be created to incentivize the use of lithium batteries in conventional hybrids, thereby solidifying the use of lithium in the auto industry. Moreover, many of these hybrids can inevitably and quite easily be converted into plug-in hybrids as lithium costs are reduced - A123Sytems, an American battery company, has already proven this. So make a tax credit for that as well.

I know such an idea is heresy to many in the plug-in movement, whom believe it's plug-in or nothing, but shell-shocked consumers, numerous consumer surveys, energy prices, etc. paint a different picture. Especially in these economic times, we need to walk before we run, and millions of lithium hybrid cars per year can be a huge step in the right direction.

How secure would a national smart grid be?

Forget storm outages, what about cybersecurity?

It's 2020. Now, imagine a 90 square mile patch of solar panels in the desert of the SouthWest powering all of America via a super grid. Now imagine plug-in vehicles throughout America powering up via clean, green solar power. No oil. No dirty coal. Just clean, green solar energy.

Sounds great, right?

Right up until some cyberterrorist shuts the grid down for a couple of weeks and you can't power your home or your electric car. Good thing I'll be driving a plug-in hybrid, and living in a home with solar panels (hopefully)!

All kidding aside, the recent cyberterrorist scouting of the current electric grid is a reminder that the plug-in revolution isn't without obstacles, perhaps massive obstacles which might significantly increase the costs of electric power.

Certainly, we should continue to move forward with national smart grid plans and solar farms, but more effort in the short-to-midterm, in my opinion, should also be focused on small battery plug-in hybrids - versus large battery vehicles - and more distributed energy, especially regarding home solar and wind solutions.

Karma: No plug-in hybrids without a gas tax?

Does the Volt make sense when gas is $2.00 per gallon?

Watched some of Newsweek's Future of the Auto Industry discussion yesterday on CSPAN. Interesting panel, but mostly a bunch of people pushing individual agendas, rather than an open discussion of possibilities.

For instance Michigan Governor Granholm framed everything around saving the Michigan Auto Industry. Henrik Fisker painted a rosy portrait of the Fisker Karma plug-in hybrid and claimed 50 percent of all vehicles sold by 2020 will be plug-in hybrids.

Mike Jackson, CEO of AutoNation disagreed with Fisker. He predicted 10 - 15 percent of all vehicles sold might be plug-in hybrids by 2020. However, most US consumers, according to Jackson, will not pay more to do the right thing, and Jackson has decades of auto experiences and numerous consumer studies to validate his position.

A gas tax, however, could make change happen much faster and Jackson pointed to July of 08 as an example. Because of high gas prices, the far majority of consumers made fuel efficiency their top priority.

Prius, Volt and some simple EV economics

Plain and simple cost effectiveness

Later this Spring Toyota will begin rolling out the much anticipated 2010 Toyota Prius. At 50 mpg, the average Prius driver will spend less then $600 per year on fuel. After 5 years that's less than $3000. After 10 it's less than $6000.

So, let's say $22,000 for the base Prius + $6000 in fuel costs after 10 years and that's $28,000.

The Chevy Volt, on the other hand, is probably going to cost a bit over $30,000, after the $7,500 tax credit. So, say the Volt is $33,000 and it only uses electric power its entire life, resulting in a $1000 fuel cost after 10 years. That still makes the Volt $6,000 more expensive than the Prius. So, it would take $4.00 gas to bring simple equality.

Unfortunately, the $7500 tax credit is not going to last long relatively speaking. Most Volt buyers, if the Volt is a success, won't qualify for any tax credit.

FINISH: Prius, Volt and some simple EV economics

Hyundai Blue-Will Plug-in hybrid confirmed

Coming in 2012

Hyundai will bring a plug-in hybrid to market in 2012 that will be based closely off the pictured Blue Will concept.

According to reports, the Blue Will will use a 1.6 liter direct injection engine coupled with a 100 kw motor and Hyundai's lithium polymer batteries. Early testing suggests the plug-in hybrid will achieve 38 miles of pure EV power, 106 mpg when in plug-in hybrid mode, and 55 mpg in just hybrid mode.

While no pricing has been released, of course, Hyundai believes the car will be cost-effective as most development has been done in house.

In related news, Hyundai announced its upcoming Hyundai Sonata hybrid was coming in October of 2010.

Forget electric cars. I want a methanol PFCHV

It's all electromethanogenesis, baby

Forget electric cars?

I must be off my rocker, right? So, which wild hair crawled up my behind?

Well, I am a fan of fuel cell technology, you see, and I've long believed that fuel cell hybrid vehicles, not just battery-powered EVs, are the future. Fuel cells are just too efficient to ignore.

Yet, fuel cells are not without faults, such as the need for scarce metals. Still, fuel cell issues, I'm confident, can be resolved.

It's cracking the hydrogen highway that's the real nut.

Methanol fuel cell plug-in hybrid vehicles, on the other hand, could use methanol pumped through the current gasoline infrastructure that dominates American life today.

Finish: Forget electric cars. I want a methanol PFCHV

32 Dealers ready to sell Karma hybrid

Coming to a dealer near you?

Can't wait to get your hand on a plug-in hybrid? Later this year you might be able to get your hands on one of the new $87,900 Fisker Karma plug-in hybrids. There are now 32 retailers ready to carry the brand.

Hyundai offers peak of new plug-in hybrid concept

The Blue-Will plug-in hybrid

Hyundai is showing off its latest hybrid concept as a sneak preview to the Seoul Auto Show in April. The Blue-Will plug-in hybrid, according to AutoWeek, utilizes used recycled soda bottles for the headlights, as well as biodegradable plastics for the engine cover and interior. Likewise, the panoramic solar-celled roof will help charge the battery.

Obama shifting funding from hydrogen to plug-ins

A Honda fuel cell vehicle

The Obama administration will shift the government's funding from hydrogen fuel cell vehicles to plug-in vehicles.

"We want diversity, but we also want critical mass. If we're going to address these problems (of dependence on foreign oil), we eventually have to build something," said Steven Chalk, principal deputy assistant secretary of the Energy Department's Office of Energy Efficiency of and Renewable Energy, adding the government has to "pick some winners so to speak and go with our best shot."

Bailout busters: How could you support the Big 3?

More hybrids?

According to numerous polls, most Americans are not very supportive of further bailout money for the Big 3. Is there, however, certain bailout strings that could make more Americans supportive of the US auto industry?

For instance, a requirement that each of the Big 3 would produce at least 1/2 million hybrid cars and plug-in vehicles per year?

Or, perhaps even better, how about agreeing to new CAFE legislation that is as strong as what California's EPA waiver request would require? Such a requirement would inevitably lead to a serious ramp up of of hybrid and plug-in production.

What would it take to make you more supportive of the US auto industry?

MIT Breakthrough - Instant plug-in charging

The key to charging in minutes rather than several hours?

MIT scientists have figured out a way to "charge and discharge batteries in a matter of seconds rather than hours" using conventional battery technology, which could enable not just much quicker charging, but lighter batteries.

While the breakthrough could be commercially available in two to three years, typical homeowners may not have enough power available to utilize the breakthrough via home charging. Likewise, manufacturing costs would also have to be reduced in order to be applicable to automobiles.

MIT via InsideLine

Huge increase in Toyota hybrid production soon? PHEV angle?

It's gotta be more than the Prius, right?

Toyota has sold more than one million hybrid cars in the US alone. In the next few years, according to reports, Toyota also plans to add 10 new vehicles to its hybrid segment. Consequently, Toyota believes it can start selling 1 million hybrid vehicles per year early in the next decade.

Impossible? Not without a significant increase in energy prices? Not without a plug-in? Not without a cheaper hybrid?

Something new seems required to achieve such a prediction. Is it possible that Toyota could quickly flood the US market with plug-in hybrids much faster than most are anticipating? That's my bet (or is it hope?).

GM responds to CMU study questioning Volt viability

It's not dead yet

Last week Carnegie Melon University put out a study questioning Volt viability. Actually, it wasn't just questioning the Chevy Volt, but the size of the battery pack in a plug-in vehicle and whether or not it would be cost-competitive, reduce global warming issues, etc. compared to conventional cars, hybrid cars and smaller battery-pack hybrids.

Yesterday, GM responded. One of their primary contentions was the cost of the battery pack cited in study, which GM claims is over-estimated.

The response also suggests the Volt won't be cost-effective at first, but scalability will change that. Read the full response here.

Enough lithium to plug-in America?

No shortages for at least 10 years?

Read a pretty interesting lithium article this weekend regarding how Bolivia plans to develop its lithium mining industry - something essential to the development of plug-in hybrids and electric vehicles.

Most notable is the fact that Bolivia doesn't just want to mine lithium, the country also wants to build batteries and maybe even some of the cars that Bolivian lithium will go into producing. Thus, any partnership Bolivia develops for lithium mining, might also have to include battery plants in the country as well - something which could significantly increase partnership costs, in addition to export costs.

In terms of lithium supply Brian Jaskula, a U.S. Geological Survey commodity analyst states, "Everything I've been hearing from the producers and industry consultants indicates there won't be any shortage for the next 10-15 years."

Is the Volt the wrong kind of plug-in?

Too much EV range?

Carnegie Mellon University has finished carrying out an interesting study on the "impact of plug-in hybrid electric vehicle (PHEV) battery pack size on fuel consumption, cost and greenhouse gas emissions over a range of charging frequencies (distance traveled between charges)," according to GreenCarCongress.

In many driving scenarios, the study finds that conventional hybrid cars make more sense than any kind of plug-in hybrid. However, if a plug-in can be recharged every 20 miles or less, then a small-battery plug-in hybrid can be more cost-effective than a conventional hybrid. However, large battery plug-in hybrids, such as the Chevy Volt, were never found to be cost-effective.

Higher gas prices, and a number of other issues, significantly affect these results. Still, the study would seem to suggest that a plug-in Prius, for instance, is a more cost-effective approach to plug-in viability than is a vehicle like the Volt.

If true - and this study certainly doesn't establish truth - it would suggest that the government's plug-in tax credits are barking up the wrong tree by focusing on battery size.

Is cap and trade the best path to plug-ins?

Is now the right time?

$150 billion over ten years to help the US auto industry develop much more fuel efficient vehicles, especially plug-in hybrids. Sounds like a good idea, but from where will the money come? Is it enough?

Under President Obama's new budget, it will come from an emission's cap and trade system, or it won't come at all. Yet, is cap and trade the right approach? Is it the the right time?

There have been a number of economists whom have claimed that, inevitably, it's going to take $100 - $150 billion just to stabilize the US auto industry. However, if the yearly run rate for US auto sales sticks around 10 million units for several more years, US automakers will need many more tens of billions just to survive, let alone to develop more efficient vehicles.

And, what about consumers? With the latest Rasmussen Polls showing that the majority of American's now believe that global warming is caused by planetary trends, rather than CO2 emissions, is using a struggling US auto industry, via cap and trade, the best litmus test for plug-in viability?

Of course, is there any other option?

Is America really ready for plug-ins?

Is it as simple as just building the cars?

"Plug-in vehicles are a revolution for the consumer and will transform the way we move from place to place, and the way we think about using energy. But each community is unique—they have different commuting patterns, parking concerns, demographics, local businesses, and cultures."

Thus, the Rocky Mountain Institute has launched Project Get Ready to help communities prepare for the challenges and opportunities that plug-in hybrid vehicles will bring communities.

Do you think such a venture is just a green money grab now that Obama is in the White House, or are the conditions for plug-in adoption far more complicated than just building the vehicles?

Technology: Do the Big 3 have the right stuff?

Can this car save Chrysler?

So, Big 3 automakers are at the Washington Auto Show trying to prove to the White House and Congress that they have the right technology to reduce foreign oil dependency and fight global warming?

But do they really?

Probably the most iconic example of next generation American auto technology is the Chevy Volt. Many, including this blogger, have called the Volt game-changing. However, I make that statement with one caveat: cost-effectiveness.

I have no doubts that the technology powering the Volt will be a success. I do, however, have some doubts that the Volt's technology can achieve cost-effectiveness and cost-competitiveness. In fact, I don't even think there is a chance of cost-efficiency without significantly higher fuel prices - probably much higher than what was experienced this past summer.

Moreover, perhaps the Volt is the wrong kind of technology for America's problems. Maybe more conventional hybrid vehicles or plug-in hybrids, such as a plug-in Prius or a plug-in Escape hybrid, aren't as technologically sophisticated, but they are simply more cost-effective. Or, just a better balance of upfront costs and long term fuel savings.

Today, there are just too many variables - too much uncertainty - to make predictions based on technology that not one automaker has yet sold in the real world. Besides, markets determine winners, not PR departments.

What is clear today, however, is that the Big 3 cannot cost-effectively compete at selling fuel efficient technology. So, why will the future be any different?

Unimpressive plug-in Prius results?

Is plugging it in worth it?

In "real world" driving, Toyota plug-in Prius testers are achieving about 65 mpg when driving exactly as they would in a conventional Prius.

According to Bill Reinert, Toyota Motor Sales, the way you drive has a far bigger effect on plug-in hybrids compared to conventional hybrid cars. "That difference is just magnified, supercharged, turbocharged with a plug-in electric because how fast you go really pulls the current out of the battery. It is a big deal."

The 2010 Toyota Prius, on the other hand, is supposed to achieve about 50 mpg in real world driving.

Is such a small gain worth the effort?

Obviously, for those with a soft foot, or those whom drive solely in urban traffic, a plug-in Prius might offer significant gains above 65 mpg. So, pricing will be key.

Still, if the new tax credit for plug-in hybrids makes a plug-in Prius the same prices as a non-plug-in Prius, the plug-in version could be a steal.

Senate seeks to double eligibility for plug-in tax credits

Does this stimulate today's economy?

There is a proposal in the Senate to increase the amount of vehicles that can qualify for the plug-in tax credit from 250,000 to 500,000 vehicles. For vehicles that have a battery pack of at least 4 kWh's in size, a tax credit of $2500 to $7500 will be available for the first 250,000 vehicles. Under the new proposal, the first 500,000 vehicles would be eligible.

While I support the proposal, does this really stimulate the economy today, which is what I thought was the focus of this stimulus bill?

Is Fisker a Tesla killer?

The Karma convertible

In about a year, Fisker Automotive will begin production on the Karma plug-in hybrid sedan. Already the company is finalizing the details on its dealership network and at least 1,300 vehicles are already on the books according to reports.

Yet, what is really interesting about Fisker is the plan to produce 15,000 plug-in hybrids per year. By the time the Karma goes on sale, on the other hand, Tesla might still not have produced 1,000 Roadsters.

Is Tesla quickly becoming irrelevant?

In terms of cost, both the Roadster and the Karma are in the same league. Yet, the Karma seems to offer so much more. For instance, a wider dealership network, better range, and more seating.

Yes, Tesla will eventually offer a 4-seat sedan that could cost-cut the Karma, yet Tesla's manufacturing history is a serious question mark. If Fisker can come out of the gate with all their manufacturing pistons firing, is there any room left in the market for Tesla?

Detroit Auto Show: Do you buy the green hype?

Prius sales down 44 percent

In the last few years, automakers have realized that green is in, at least in terms of marketing. As a result, auto shows have become forums for establishing green cred.

This year's Detroit Auto Show was greener than ever, yet are automakers really any greener? Or, is most of the green auto movement pure hype?

In just a couple of years, GM's Chevy Volt will put rubber to the road, but it will be many more years before GM produces serious numbers of Volts per year.

A number of other automakers will also be rolling out various types of plug-in hybrids and electric vehicles in the next few years as well. Again, however, also in very small numbers.

Even if automakers are more aggressive with their EV and hybrid plans, are consumers even ready for such vehicles?

Not if the economy isn't significantly stronger and gas prices much higher NewsWeek speculates, and I doubt that major automakers are oblivious to this possibility. Numerous studies have indicated that a significant percent of consumers want hybrids and EVs, but they don't want to pay much extra for them. How do struggling automakers cope with that reality?

Do automakers have a solution to this conundrum? Do they really care? Or, is all this green hype really much more about image than reality?

If I had to make a bet, I'd bet on a number of automaker bankruptcies before I'd bet on their green developments. Great change is coming to the auto industry, but that change isn't going to be driven by powertrains, but simple survival.

Or, is green talk the quickest path to Obama's bailout heart? (Check comments for an update)

Chrysler's new EVs cast shadow on Chevy Volt

Same 40 miles as the Chevy Volt?

Something stinks in Detroit, but I'm not sure what it is.

Now that Chrysler has rolled out some new or updated EVs at the Detroit Auto Show, such as the pictured 200C EV Concept, I have a few serious questions.

First, is Chrysler even going to be around in 12 months?

Second, if it's so easy for Chrysler to put its range extended EV technology into so many different kinds of vehicle types, while achieving the coveted 40 miles of electric range, why did GM have to change the original style of the Chevy Volt so much?

According to GM, much of that change was due to aerodynamics. In particular, if GM's Voltec, or range extended electric vehicle drive, was going to achieve 40 miles of electricity in the Volt, the aerodynamics of the concept needed to be changed significantly. Several months ago, GM hosted a press conference where reporters went through GM's wind tunnel, Volt design center and 3D imaging lab and, over and over, GM iterated the importance of aerodynamics.

Yet, if aerodynamics are so pertinent to the Volt, why do they seem so much less pertinent to Chrysler's vehicles? Is it just me, or is something just not jiving?

Perhaps, Chrysler is simply willing to use bigger battery packs to resolve this difference. That would, however, mean higher prices - even much higher prices. If true, is that an effective and realistic approach to EV economies of scale? Is it just greenwashing PR?

Or, is Chrysler's technology simply better than the Voltecs powering the Volt?

Can the Cadillac Converj diversify Voltec drive?

Twice the price of the Volt?

I've had conversations with many people whom already believe that the Chevy Volt is too expensive for what it offers. Thus, it appears it will, minimally, be a few generations to bring the Volt's costs down to a more mainstream figure.

Consequently, it isn't surprising that GM would try to add more models to the Flex Drive, now known as Voltec, to help spread costs. Hence, the Cadillac Converj concept.

Yet, how much can Converj help spread costs?

It's obviously a fantastic looking vehicle and it should achieve similar performance to the Volt, yet can GM really move many of these vehicles? Does the Converj offer much momentum to Voltec economies of scale?

Ultimately, I don't think so. More important, if there is a kink in Voltec, what else will GM have to offer in the interim, especially if fuel economy again reigns supreme? Full size dual mode hybrid SUVs?

Considering that there are countless things that could cause an immediate spike in gasoline prices within the next few years, is Voltec really a short-to-midterm solution? As ground breaking as the Volt is, a cheap, small 50+ mpg hybrid might have far more legs than the Volt for several more years, even a decade.

Furthermore, with the release of Ford's new electrification plans, and what we've known of Toyota's plans, the Volt and its Voltec drive are appearing less and less revolutionary each year, in addition to less comprehensive in terms of overall fleet fuel economy. And, with almost two years until the Volt officially debuts, can Voltec really be enough?

New plans to electrify Ford

First Ford EV coming in 2010

So, by 2010 Ford will offer an electric van and a small electric car capable of at least 100 miles per charge by 2011. By 2012, Ford will also offer plug-in hybrids capable of 30 miles of electric power. In addition, Ford wants to hybridize many more models with new hybrid technology that will be 70 percent more fuel efficient than conventional versions.

Sounds, impressive, right?

Yet, very few numbers have been provided, such as how many of such vehicles will be built per year. While that isn't really unusual, Ford's hybrid history has been quite conservative, such as only building 25,000 Escape hybrids per year. Will these new plans be similarly as cautious?

Ultimately, Ford's hybrid plans appear quite similar to hybrid leader, Toyota. Minimally, however, Ford has a lot of catching up to do. While off to a good start with the new Ford Fusion, the real focal point in the next few years will be Ford's aggressiveness as it rolls out these new products. If as slow as its current hybrid program, these plans could be much ado about nothing.

Ford poised for hybrid leadership?

New hybrids, plug-in hybrids and EVs by 2012

We've heard it before. Ford was going to become a hybrid leader, then they weren't. Of course, now there is also a new sheriff in town with new rules and new plans.

Ford's new CEO, Alan Mulally, achieved much success striving for efficiency while at Boeing. Can he do the same with the only US automaker not to yet need any government loan help thanks to Mulally's restructing efforts after taking over Ford's helm?

That's what many are wondering thanks to a recent statement Ford made when it announced new plans for hybrids, plug-in hybrids and EVs by 2012, which are to be elaborated upon at NAIAS.

In the past, I would have poooh-pooohed such news as just greenwashing, but considering the engineering success of the Ford Fusion hybrid and its new hybrid powertrain, there is reason to be hopeful.

Still, is this all just PR and congressional-pointed propaganda, or do you think Ford is ready to become a real leader in hybrid and EV technology? And, I define real leadership as not just technology, but significant sales. Can Ford become a hybrid sales leader within the next five years?

What is the Fisker Sunset?

The Fisker Sunset

In addition to the Fisker Karma plug-in hybrid, Fisker will also debut the Sunset at NAIAS in January. Not many other details, other this this photo, have been released. Many believe the Sunset will be a convertible. We just hope it's also a plug-in, or at least some sort of hybrid.

EIA Outlook: PHEVs over-hyped and more bailout questions

Is this really going to save GM?

By 2014, automakers will be selling 90,000 plug-in hybrid vehicles per year in the US, thanks to tax credits, according to a new EIA report. And, by 2030 PHEVs will make up just 2 percent of total new vehicle sales in the US.

Conventional hybrid vehicles, on the other hand, will make up 38 percent of new sales, compared to 2.4 percent in 2008.

The report is based on what the EIA sees as no growth in oil consumption between now and 2030 - a finding which seems to be supported by the Brookings Institute. This lack of growth, according to the EIA, will be caused by a combination of higher CAFE standards, higher oil prices, and greater biofuel use.

Additionally, increased US oil production and biofuel use will provide significant declines in the use of imported oil, according to the EIA.

This EIA data, coupled with the Brookings Institute Report, does suggest a cultural shift in US transportation, such as less cars, more public transportation, living closer to work, etc. Yet, it does not appear that automakers, nor Congress and it's bailout plans, are considering this potential reality.

For instance, this data, coupled with the Brookings data, suggests that US auto sales won't return to 17 million units per year, possibly, ever. In fact, today's run rate could be closer to reality. If so, a bailout will be useless, especially when automakers are switching to new fuel efficient vehicles with significantly smaller profit margins. Significant, painful restructuring will be required.

And, if hybrids, rather than plug-in hybrids, are the key to auto sales success for the next decade or two, will the Big 3 be ready to compete with Toyota and Honda when neither yet have a Toyota Prius contender?

Honda, GS Yuasa form hybrid battery partnership

Eventually lithium powered?

Honda and GS Yuasa will "establish a joint venture company which will manufacture, sell and conduct R&D for high-power lithium-ion batteries with a central focus on applications in hybrid electric vehicles," according to GreenCarCongress.

While Honda might be a laggard on plug-in vehicles, it has aggressively increased its efforts into hybrid vehicles.

Still, Honda continues to develop electric cars as well, as the Honda Clarity is powered by an electric drivetrain. Thus, it seems that Honda will be quite capable of adapting to the electric vehicle market when it matures into full scale mass production.

Yet, Honda's interim plans for fuel economy will not suffer if EV adoption is slow, unlike many other automakers. Since, you can make a lot more hybrids than EVs with the same supply of batteries, Honda could flood the market with cheap hybrids as the issues of electrification are worked through without hurting EV development.

China launches plug-in hybrid, but not ready for America

Watch out world?

Chinese battery and automaker BYD has launched the F3DM, the first hybrid vehicle made in China by a Chinese company. The F3DM can travel up to 62 miles on electricity before tapping into it's gasoline engine, and can be fully charged in 9 hours from a regular electric outlet.

Still, while BYD is claiming to have beat the rest of the world to plug-in hybrids, the vehicle is not up to US safety standards according to reports.

Fisker Karma plug-in: Tax incentive worthy?

The $80,000 plug-in

The Fisker Karma plug-in hybrid is a hot looking vehicle with an even hotter price tag. At $80,000, the Karma is priced well above what the average consumer can afford, although a $40,000 version is forthcoming. Nonetheless, it will offer the average driver at least 100 mpg according to the company. In fact, for many commutes, the Karma won't use any gasoline, as it offers up to 50 miles of electric range.

Thus, Fisker believes it deserves some special attention if Congress is going to bail out US automakers according to CBS. If Fisker can produce a car equal to, or better than, GM's Volt, doesn't Fisker deserve some government investment?

I do have a bit of a problem with the idea of government help for luxury vehicles, such as the Karma, despite green credentials. To me, it seems a gas tax is the most cost-effective path to plug-ins, not government bailouts, loans and corporate tax incentives.

Anyway, check out this Karma road test.

Forget plug-ins without a gas tax?

Insight: More realistic than plug-ins?

When it comes to buying a car, sticker price is the most important issue for most consumers. Unfortunately, hybrid cars and plug-in vehicles cost more, which makes it harder for manufacturers to turn a profit on such vehicles.

Thus, while GM has hung its green PR hat on the Chevy Volt plug-in vehicle, the Volt isn't going to help GM's bottom line for many years.

"In 10 years are they [at GM] going to solve the technological problems with respect to the Volt? Sure," says Maryann Keller, an automotive analyst and author of a book on GM. "But are they going to be able to stake their survival, which is really more of a now to five-year proposition, on it? I'd say they can't. They have to stake their future on Malibus, the Chevy Cruze, and much more conventional technologies."

Add $2.00 gas and how many consumers are really willing to pay a few thousand extra for a hybrid, or several thousand extra for a plug-in hybrid?

Is a mass conversion to plug-in vehicles possible in the next few decades without significantly higher gas prices? Isn't it time to get serious about a new gas tax?

Getting auto buyers into the "smart garage"

Smart electrification close, yet so far away

Interesting piece in Forbes about how close the "smart garage"needed for the electrification of the automobile is to reality, at least technologically. In terms of costs and public acceptance, however, electrification of the automobile might still be a moon shot away.

The technology for both electric vehicles and a smart garage that gives utilities the ability to "create a power network that not only sends energy to users but draws and stores unused energy from homes, businesses and parked electric vehicles to redistribute" when demand requires, is at hand.

However, the "smart garage" won't be cheap. In fact, it will probably cost hundreds of billions of tax payer dollars, and it will require consumers to completely rethink every aspect of automobile use and ownership.

A new energy paradigm is ours for the taking, will we have the courage to reach for it?

Fisker Karma shifts towards reality

New engineering center in Michigan opened

The $87,000 Fisker Karma plug-in is on schedule to launch in late 2010, and a new engineering center has been opened in Michigan for the effort.

"We're excited to start something up," stated Henrik Fisker, CEO of Fisker Automotive according to AutoWeek. "We're getting a lot of good people in--so that's obviously a big advantage for us."

The 34,000 square foot building will be used for vehicle integration purposes and will employ 200 people to help develop the plug-in hybrid that will be capable of achieving 50 miles of pure electricity, while going from 0-60 in less than 6 seconds - cake eaters are drooling everywhere.

Trinity claims automakers conspiring against plug-ins

The Trinity plug-in hybrid at NAIAS

Back in January, I called the AFS Trinity plug-in hybrid one of the "more interesting vehicles at NAIAS". Using off-the-shelve parts and ultracapacitors, the AFS Trinity promised up to 150 mpg. Of course, this technology had not yet been put through the battery of tests required of OEMs. Likewise, automakers have regularly investigated ultracaps, finding the costs too high.

Nonsense, according AFS. Because the LA Auto Show was going to put the Trinity in the basement - where such concepts are always placed - rather than on the main floor, AFS is pulling out of the show according to Autobloggreen.

"The suppression by the automakers of information about technologies such as this raises serious questions about the judgment, vision, intentions and capabilities of the leadership of these companies. Such conduct by the automakers ... is evidence they are reluctant to embrace solutions they didn't invent."

UK Study - Current grid can handle plug-ins and reduce CO2. Many adoption questions

Many decades before everyone in the UK is plugging in

A joint study by Arup and Cenex for the UK’s Department for Business Enterprise and Regulatory Reform (BERR) and the Department for Transport (DfT) finds that plug-in hybrid and electric vehicles can reduce automotive CO2 emissions by 40 percent per vehicle utilizing the current grid.

Nonetheless, the UK study doesn't believe that plug-ins are ready to take over market share. At today's pace the study expects 2.5% of all cars to connect to the grid by 2020, 11.7% by 2030. If the UK takes aggressive measures to develop plug-ins, then those numbers rise to 4.9% by 2020 and 32% by 2030. Under an extreme scenario - the production of plug-in only cars by 2025 - then the numbers plugging in would be 10% by 2020 and 60% by 2030.

More on the study from GreenCarCongress.

Fast Money talks gas tax

Time for a floor on energy prices?

Dylan Ratigan, the host of CNBC's Fast Money, and contributor on other CNBC shows, brought up a gas tax twice today on Fast Money. The first time was in an interview with Dow Chemical CEO Andrew Liveris. Liveris claimed that a bottom on energy prices is much needed to maintain investment in alternative energies. And, if a gas tax was the best way to ensure that happening, Liveris would be a supporter.

Then, on Fast Money, the gang started talking about alternative energy investments, and the crew also doesn't believe that alternative energies are a great investment when gas prices are low. The idea of expensive plug-in hybrids, for instance, just doesn't make much sense when gas prices are cheap, Jeff Macke joked.

Is it time for a gas tax?

Lithium questions continue for plug-ins

Shortages, costs and environmental concerns

Even before the first mass-produced plug-in hybrid vehicles hit the road, questions continue to mount regarding the viability of lithium to power these new vehicles. Some have questioned lithium supplies. Some have questioned long term costs.

Essentially, if demand outpaces supply for many years, economies of scale won't bring lithium costs down. Instead, the competition for these supplies might increase the costs of lithium batteries. And it isn't just cars, but a rapidly growing electronics industry is also sucking up these supplies. Some are already speculating that lithium will lead to significant political tensions between South America and the US.

And, lately, environmental concerns have also been raised. Check out CNET's latest article for more.

Tax credits for plug-in conversions - Another congressional failure?

More proof Congress is inept?

In my opinion, Congress was very motivated by the Chevy Volt when it came up with its tax credit plan for battery-powered vehicles. GM is an important American company, so this protectionism isn't surprising.

Yet, already, plug-in hybrids and other electric vehicles have caused some auto analysts to question the importance of automakers as we head into the future. If the future of the automobile is electrification, then the most important technology for that future is batteries. Those whom control this technology might just be the drivers of the future's auto industry.

Today, there are hundreds of hybrid vehicles that have been converted into plug-in hybrids via A123Systems - also an American company. Why not reward a company like A123 for these conversions? With hundreds of thousands of hybrids - plug-in conversion ready - on US roads now, A123 would be in a position to become a major player in the electric future TODAY if the government provided tax incentives for conversions.

But why do today what you can always do tomorrow, right?

HOURCAR's Solar PHEV sharing begins

Clean, green car sharing

Minneapolis based HOURCAR is now offering two plug-in hybrid vehicles that utilize solar power to recharge their batteries. Thus, HOURCAR's 650+ members can reserve these plug-in hybrids and burn nothing but solar powered electricity for the first 30 - 40 miles.

Car sharing is a great idea, and solar powered plug-in hybrids make car sharing even better. For urbanites with access to quality public transportation, car sharing could reduce the need to own a car, or to at least drop down to one car.

Now that's out of the box thinking.

Plug-in adoption strongly tied to oil prices

How fast will lithium for autos develop?

What kind of penetration will plug-in hybrid vehicles and electric cars make into world auto sales by 2020?

That depends on the price of oil according to a study funded by Credit Suisse. According to the study, plug-ins will achieve 10 percent world market penetration by 2020 if the price of oil is $100 per barrel. If the price of oil hits $200, then plug-inz could achieve 25 percent penetration.

Cheap hybrids - Only Honda gets it?

Still too expensive?

Hybrid vehicles, and other emergent fuel efficient technologies, are not the cheapest vehicles on the block, especially up front. And, when your 401K, pension plan, and home equity values are racing downward - with gas prices - sticker price becomes even more important.

While plug-in hybrid vehicles have received all of the hype and hope recently, aren't cheap hybrid cars the most efficient path to better fuel economy and technological economies of scale?

Thus far, however, only Honda seems focused on cheap hybrids, even more so than Toyota, although I'm certain Toyota can readjust to cheaper hybrids quite quickly.

Obviously, the development of plug-ins is extremely important, but isn't there great danger in putting off until tomorrow what can be done today?

Forget hybrid batteries, let's focus on composites

Time to move composites out of concepts

Yesterday, I blogged on one of my favorite out of the box thinking autos, the Aptera plug-in hybrid. Yet, it isn't really the plug-in hybrid technology that inspires, instead, its the lightweight and super strong composites that make up the Aptera's body.

And composites aren't just about auto design and lightweight, super strong bodies.

Applied Sciences Inc. and Pyrograf Products Inc. believe that carbon fiber, another composite material, could offer battery-powered vehicles, such as the Chevy Volt, better range by making lithium ion batteries significantly lighter.

The role of composites in the automobile is just emerging. Finish: Forget hybrid batteries, let's focus on composites

Aptera hybrid rocks the box

Can it forever change the auto industry?

Last week I highlighted the Citroen Cactus electric car as an example of out of the box thinking. Still, my favorite out of the box thinking example continues to be Aptera.

While I like the Aptera Typ-1e and its 120 mile range, it's the Typ-1h that really captures my attention. Yet, it's neither the 130 mpg+ the Aptera Typ-1h plug-in hybrid will achieve that most arouses my attention, nor its qualification for car pool lane status.

Instead it's the as-safe-as-any-car ultralight composite body that results in space age designs, only 1500 pounds of weight, and .15 drag coefficient (The Toyota Prius is .26) that rocks my world.

The Aptera demonstrates that everything about the automobile needs to be reinvented. Today's automobile shapes, designs - even materials - have become archaic. We can, and must, do better.

Chrysler's plug-ins a farce?

Vaporware?

In the last month or a so, a number of rumors about Chrysler's plug-in hybrids and electric vehicles culminated in Chrysler showing off a number of such vehicles with the announcement that one would be produced in 2010.

At the same time, however, Chrysler was in discussions with GM about the possibility of GM taking over Chrysler.

Was all of Chrysler's plug-in talk just a ploy to raise the value of its market capitalization? If Cerberus is trying to offload Chrysler, are they really that serious about a very expensive plug-in program?

Why I might buy GM stock

Cuz you have to believe in something

In the past I bought a hybrid car when it really didn't make financial sense. I just don't drive enough. I've spent the last several years building my life around LA's public transportation system.

You see, after 9/11, I decided my life could never be the same. I had to end my foreign oil footprint. Plus, ending foreign oil dependency would have a huge impact on global warming.

Still, I needed a new car. So, I bought a hybrid. Not to gloat. Not because of global warming. Because I believe only technology will end foreign oil dependency.

Today, I'm thinking about buying stock in GM, even though it also might not make financial sense.

Why? Have I lost my mind? FINISH: Why I might buy GM stock

Can hybrids sell natural gas?

Camry hybrid - Fill 'er up with natural gas?

According to proponents, natural gas is cheaper and cleaner than gasoline, and it's not derived from foreign oil. Of course, if demand for natural gas increased drastically, would it still be so cheap?

Regardless, interest in natural gas vehicles isn't very strong. Part of the problem is the lack of refueling stations. There are only about 1,000 natural gas stations across the US. However, home refueling stations, for instance, could alleviate this problem much the same way standard plugs will help plug-in hybrids overcome limited plug-in stations.

Add the fuel economy of hybrid cars, or plug-in hybrids, and natural gas vehicle refueling would be much less common.

Can hybrid vehicles help sell natural gas as a transportation fuel?

Biggest Chevy Volt threat: GM stock. Time for fans to buy?

Don't call the Chevy Volt a concept

Spend any time around GM's top Volt engineers and one thing is clear: this vehicle will happen. Sure there are still questions about production capabilities and costs. Technology, however, will not prevent the Chevy Volt from becoming a reality.

Thus, while Volt sales in and of themselves can't save GM, the Volt is GM's icon for change. Proof that GM can compete, even beat, any other automaker. Proof that GM's engineering, quality, and reliability are just as good as any other automaker.

Unfortunately, despite loans, Wall Street credit bailouts, and huge plug-in tax incentives for the Volt, those in the stock market are starting to believe that the Volt can't come quick enough to save GM. Hence, GM's stock price has touched lows not seen in several decades.

The other day I read a GM-Volt post that finished with: Long live the US, GM and the Volt. Well, if you believe that then isn't it time to put your money where you mouth is and buy GM stock?

Mitsubishi adds plug-in hybrid to plug-in portfolio

EVs and PHEVs

Mitsubishi has now added plans to develop plug-in hybrid vehicles in addition to its previously stated plans to develop electric vehicles such as the iMiev according to GCC.

"The development of a plug-in hybrid comes on the heels of the auto maker’s plan to launch a mass-produced electric vehicle [the iMiEV] next year in Japan... Masuko noted that the plug-in hybrid will be better suited for longer distances than the electric car."

Volvo bringing diesel hybrids to US in 2012, plug-in soon after

Can diesel work in America?

Just because the king of hybrid cars, Toyota, isn't interested in bringing diesel hybrids to the US, doesn't mean all other automakers agree.

According to Mototrend, Volvo will start bringing diesel hybrids to the US in 2012. With a focus on larger SUVs, crossovers, and sedans, Volvo will utilize a 5-cylinder turbodiesel motor to drive the front wheels and an electric motor to power the rear wheels. This full hybrid configuration will enable Volvo's diesel hybrid vehicles to function purely on electric power at low speeds.

Likewise, Volvo will also bring diesel plug-in hybrid vehicles to the states shortly thereafter.

No Big 3 Prius challengers in Paris?

The only Prius challenger for years?

Duh? The Chevy Volt, right?

Not any time soon. Maybe not ever.

A significant percent of Americans simply can't plug-in, won't want to plug-in, or won't want to front the extra money up front for the benefits of electric vehicles.

Ultimately, there will be plenty of consumers for both the Toyota Prius and the Chevy Volt, but they are two very different technologies for two different consumer segments.

Yet, Toyota is also developing plug-in hybrids to challenge the Volt. Are GM's lithium-powered BAS hybrids really a challenge to the Prius? Are 20,000 Ford Focus hybrids a challenge to the Prius? And what about Chrysler?

In recent months, both Hyundai and Honda have committed to selling 100,000's of thousands of hybrid cars each, per year, within the next several years. Shouldn't the Big 3 be doing the same?

Audi's Paris plug-in hybrid concept demonstrates plug-in variability

Parallel plug-in hybrids aren't dead yet

Audi is debuting an interesting plug-in hybrid today at the Paris Auto Show.

The Audi A1 Sportback plug-in hybrid can achieve up to 62.4 miles in pure electric mode according to reports. However, the Audi A1 can also draw power from a conventional engine or, in boost mode, the Audi A1 can use both the conventional engine and the electric motor.

The range of this vehicle seems to demonstrate that series plug-in hybrids, such as the Chevy Volt, might not be the dominate plug-in hybrid technology for EV fans. Not only would the Audi A1 provide more electric range than the Volt, it would also offer sportier performance.

Of course, this Audi plug-in hybrid is still just a concept. Yet, it seems to hint that calling a winner in the plug-in hybrid segment is premature.

Revised plug-in tax credit in new bailout bill

$4,168 - $7,500 tax credit for plug-ins

If the new bailout package in Congress is approved on Friday, it will also include a new plug-in tax credit.

Plug-in vehicles weighing under 10,000 pounds with at least a 4 kWh battery pack will qualify for a $4,168 tax credit. The value of the credit will scale up to a maximum of $7,500 for each extra kWh of battery capacity.

Once automakers, collectively, sell 250,000 plug-ins in one year, the credit will expire.

Chevy Volt: Can it change perception of GM?

The Volt made a recent publicity stop at NASCAR

For many Americans, the Chevy Volt has become the savior of the US auto industry. A made in America foreign oil dependency freedom fighter. And, one day, it might just be that, but not any time soon.

In the interim, however, can it change the perception of GM and its ability to build quality automobiles?

Finish: Chevy Volt: Can it change perception of GM?

Chrysler's EVs more developed than Volt?

A Dodge plug-in concept at NAIAS 2007

Has Chrysler killed Chevy Volt hype?

Since the Volt debut in 2007, GM has reiterated over and over how they were accomplishing something almost inconceivable. Concept to reality in little more than 3 years. And, not just your standard concept. A range extended electric vehicle.

Yet, all the while, Chrysler has been quietly keeping pace. Of course, that statement isn't fully true. Chrysler's plug-in vehicles probably won't be launched as unique plug-in only models, such as the Volt. So, Chrysler's results are not as impressive.

Nevertheless, Chrysler's quick pace demonstrates that plug-ins aren't that hard to build. The real issue for both Chrysler and GM is, as it has always been, can these vehicles be powered with reliable, cost effective batteries that can be economically produced in great numbers? Unfortunately, that still won't be known even in late 2010 when these vehicles launch.

Plug-ins: Much ado about fuel economy credits?

Tesla hoping to sell its CAFE credits

Foreign oil dependency is choking America, literally, to death. Thus, I've advocated for hybrid cars, even when they don't make financial sense. It's an investment in the future and next generation technologies, such as plug-in hybrid vehicles.

Fortunately, these days, every automaker is planning some kind of plug-in, and that's a good thing. Yet, I worry.

In recent weeks, the EPA designation of plug-ins has become an important issue. Plug-in vehicles, like the flex-fuel credits of today, will provide important fuel economy credits for automakers, as flex fuel credits expire.

So, if GM only sells 60,000 Chevy Volts in 2013, those Volts will provide a significant number of fuel economy credits for GM's less efficient vehicles. Today, just a few flex fuel credits per vehicle enable automakers to, essentially, violate CAFE without penalty.

Thus, despite good intentions, flex fuel credits have increased US foreign oil dependency. And, particularly if gas prices decline a few quarters over the next few years, it seems plug-in credits could do the same. Is it time to end all fuel economy loopholes, I mean credits?

Plug-in Ratings: Both Congress and the EPA confused

What's the value of plugging in?

When tax credits for plug-ins become available, neither electric range nor fuel economy will matter, only battery capacity - a move that appears to strongly favor GM's Chevy Volt versus the Toyota Prius.

However, when it comes to the EPA and CAFE, it's fuel economy that will matter. And that is the standard that Congress will judge automaker fleet fuel economy.

So why the double standard? Shouldn't there be just one way to judge plug-ins?

Dan Foley, of the Automotive X-Prize has been suggesting MPGe as a better rating "MPGe is a measure that expresses fuel economy in terms of the energy content of a gallon of gasoline, asking how much energy was delivered to the vehicle, and how far did it go."

We all want plug-in hybrids, but can we afford them?

Honda has it right?

Plug-in vehicles. It's the new darling of the automotive world. It's the future. The saviour of the US auto industry. Still, when does this future make cost-effective sense for BOTH consumers and automakers?

For the past few months Hybridcarblog has run a survey asking 'What is the most you would pay for the Chevy Volt'?. Almost half those responding, 47 percent, don't want to pay more than $20,000 for a such vehicle. Another 40 percent won't pay more than $30,000.

Yet, a vehicle like the Chevy Volt will probably cost about $40,000. Certainly, at first, a $7,500 plug-in tax credit will help. Still, how likely is that after the credit expires that GM can sell the Volt for $30,000 AND make a profit?

Is the plug-in revolution really just right around the corner? In what year will the first automaker make a million plug-in vehicles per year? Are cheap hybrid cars, such as the Honda Insight, a much better solution in the next 10 years than plug-ins?

15 percent by 2035: The reality of plug-in hybrids

How long before all of us drive something like the Volt?

All day long I've been working on a story that I titled 'Fool's Gold: The electrification of the automobile', that I just haven't been able to finish. Now before EV fans go crazy, I'm not arguing against electric vehicles or plug-in hybrid vehicles. I'm arguing the reason for these vehicles is to get off oil, especially foreign oil, and to reduce our carbon footprint.

Thus, in my opinion, conventional hybrid cars, for the next decade or two, are every bit as important as plug-ins if we want to act as quickly as possible to achieve this change. Waiting until all of us drive an EV or PHEV is simply fool's gold.

As I was taking a break from rereading my draft - yes, I actually edit my posts sometimes, sometimes - the folks over at Yale Environment 360 sent me an e-mail with a link to the one of their posts, Revenge of the Electric Car.

There isn't much in this piece that hasn't been covered by this blog. Nonetheless, it is a very nice summary of the state of electric cars and other plug-in hybrid vehicles. However, one quote really stuck out.

“It’s hard to overestimate the inertia of the old system, and how resistant many people are to change,” says Tom Turrentine, head of the Plug-in Hybrid Electric Vehicle Research Center at the University of California at Davis. A recent MIT study on the future of the car suggested plug-in vehicles might capture, at best, 15 percent of the light-duty vehicle market (passenger cars and SUVs) by 2035.

$7,500 plug-in hybrid tax credit passes Senate - Too favorable to Volt?

Only about battery capacity, not actual EV range, nor real world fuel economy?

The Senate has passed a new tax bill that will provide tax credits for plug-in hybrid vehicles ranging from $2,500 - $7,500, depending on the vehicle's battery capacity. To be eligible for the credit, such plug-in vehicles must store at least 6 kWh's of electricity.

So, battery capacity, not actual EV range nor real world fuel economy, is how Congress judges plug-in quality? Does that really make sense?

Finish: $7,500 plug-in hybrid tax credit passes Senate - Too favorable to Volt?

Chrysler to plug-in into the future in 2010

A wrangler plug-in vehicle

Behind the Wheel has a great piece this morning on Chrysler's new plug-in vehicles. Yesterday, Phil LeBeau was able to drive a couple of Chrysler plug-in prototypes, such as the Jeep Wrangler plug-in hybrid that functions very much like GM's Chevy Volt. LeBeau was also able to test drive the Dodge EV sports car, an all electric vehicle that left LeBeau impressed.

Even more surprising, Chrysler intends to roll out some of these vehicles by 2010.

Check it out. There is supposed to be a link to view all these test drives, but it wasn't working when I made this post.

Chrysler to update dealers on plug-ins

The Dodge Zeo - One of three plug-in concepts Chrysler showed in Detroit

Next week, according to reports, Chrysler will provide dealers with "insight into business strategies" for the future that includes Chrysler's next generation plug-in hybrid vehicles. No further details are available.

While interesting, it seems hard to believe that Chrysler could be anywhere close to where GM is today with such electric vehicles, which means many more years for Chrysler to even catch up to GM.

House slices into plug-in hybrid tax credit

$3000 - $5000

The House of Representatives has passed a tax credit for plug-in hybrid vehicles as part of H.R 6899. The credit offers $3000 for 5 kWh plug-ins. For every kWh above 5, the credit offers an additional $200 up to a maximum of $5000. Like the same tax credit system that gave Toyota a $3,000 credit for the Prius, the total full credits would be 60,000, then the credit would be cut in half and then quartered.

Still, no reason to get too excited about the details yet. The Senate has yet to put its finger prints on this bill.

Why 40 is the Chevy Volt's Magic Number

GM's top execs flank the Volt at GM's Centennial Celebration

40 miles of electricity. Sounds pretty arbitrary, right? Wrong.

Yesterday, I wrote Volt EV Range: Is 40 enough? Would 80 be better? Should GM increase the Volt's EV range as battery technology develops?

More important, can the Chevy Volt really achieve 40 miles of electric range?

Finish: Why 40 miles is the Chevy Volt's magic number

Plug-in Tax Credits: Toyota in shock?

To offer less than 6 kWh of electricity?

Yesterday, Robert Wimmer, the National Manager of Energy and Environmental Research for Toyota Motor North America, lobbied the Senate Energy and National Resources committee not to pass new legislation that will give tax breaks to the Chevrolet Volt, or other plug-in hybrids with batteries that hold at least six kilowatt-hours of electricity.

"Toyota believes this approach is counterproductive," said Wimmer in a statement before the committee. "It will discourage manufacturers from developing and consumers from purchasing 'blended' plug-ins that are affordable to the greatest number of consumers."

So, the plug-in Prius won't offer 6 kWh worth of electricity? Is it even worth it to make a plug-in hybrid if it doesn't offer at least 6 kWh? Has GM's Volt actually rattled Toyota?

Chevy Volt Fuel Economy in Question

Volt fuel economy with the AC on?

How is the EPA going to assess the fuel economy of the Chevy Volt? That's a good question, as the EPA doesn't have a methodology yet for plug-in hybrid vehicles. When they do, will it be accurate?

According to GM, the Chevy Volt will achieve 40 miles of electric power before using gasoline to generate new electricity to power the Volt. But, what happens if you drive fast? Accelerate fast? What if you are a heavy AC user?

Finish: Chevy Volt fuel economy in question

Lithium fantasies power plug-in hybrids?

Hymotion lithium battery pack in Prius

Tien Duong of the U.S. Department of Energy told a conference at the ARGONNE NATIONAL LABORATORY that costs and life of lithium batteries are still a major obstacle to cost-effective plug-in hybrid vehicles.

"Life means 10 years, plus. For hybrids we know (their batteries) last 10 years plus. For the PHEV (plug-in electric vehicle), we don't know," Duong said.

"One of the phenomenons that cuts short the life of the battery is power. You may have a lot of energy, but if you run out of power, that's no good," he said.

30 miles of electricity for Ford plug-in, 40 for Prius?

Ready now?

I was reading through the Automotive News today, and I came across an article discussing what the Big 3 could do if Congress provides $25 billion in loans to automakers. Currently, any projects using loan money have to achieve a 25 percent gain in fuel economy.

Thus, the Automotive News suggested that Ford convert the Escape and Mariner hybrids into plug-in hybrid vehicles. According to Ford, Automotive News states, a lithium-powered plug-in Escape hybrid can achieve 30 miles of electricity and average 80 mpg.

If true, one would assume that the Toyota Prius, with similar lithium technology, would probably achieve 40 miles of electricity and average about 100 mpg.

Yet, parallel plug-in hybrids have been considered an inferior technology to series plug-in hybrids by many since the launch of the Chevy Volt, but is such an assumption premature (Not the GM necessarily believes this, as GM is developing both plug-in hybrid powertrains)?

Toyota testing plug-ins in England, lithium coming

A plug-in Prius filling up with solar energy

Today, Toyota and EDF Energy of Britain have started road tests to evaluate Toyota's plug-in hybrid vehicles. The tests are being used to help EDF design infrastructure for recharging stations, and to determine "ease of use" according to Edmunds.

Toyota has long stated that it would offer such hybrid vehicles for fleet sales in 2010 but, due to higher energy prices, Toyota recently decided to move that date up to late 2009.

More important, Toyota seemed to confirm that when the plug-ins hit fleet sales next year, they will be lithium-powered, not NiMH-powered, as are the ones currently being tested by EDF Energy.

Middle Eastern State to fund Fisker hybrid

Funded by US oil dependence

The State of Qatar, a nation made rich via foreign oil and gas, will invest $65 million in the Fisker Karma plug-in hybrid according to Cars.com.

Perhaps, soon, the same countries that we buy our foreign oil from can sell us the plug-in hybrid cars that end our foreign oil dependence, or least the licenses for such technology.

Wouldn't that be hilariously ironic?

EPA should change testing for the Volt?

Being treated unfairly?

According to MotorTrend, the EPA and GM are having a problem agreeing how to define the Chevy Volt. For those driving less than 40 miles per day and that recharge every day, the Volt acts basically like an electric car. For those that drive longer distances, or don't recharge every day, then the Volt acts more like a hybrid. Unfortunately, EPA testing is not designed for such duality in capabilities and performance. Thus, the difference, as far as the EPA is concerned, is a 45 mpg EPA sticker, or a 100 mpg EPA sticker.

Should the EPA create a new classification for plug-in hybrids? If the Volt lives up to the hype, will the EPA sticker even matter?

Chrysler quietly working on plug-in hybrids?

The Jeep Renegade Concept

It seems that ex-Toyota man, Jim Press, a key figure behind Toyota's hybrid cars, has brought some hybrid mojo to Chrsyler. Despite a lack of public statements regarding progress, it seems Chrysler has quietly been working on technology for both plug-in hybrid vehicles and electric vehicles.

Finish: Chrysler Quietly working on plug-in hybrids

Toyota to launch plug-in Prius in 2009

Coming a year ahead of schedule

Due to rising fuel economy concerns, Toyota is going to "quickly and flexibly" respond according to reports coming out of Japan. Thus, Toyota will launch a plug-in Prius for fleet customers in late 2009, a year ahead of schedule. It will also speed up development on pure electric cars as the hybrid king increases production on hybrid vehicles.

4 different Fisker Karma plug-ins

The Fisker Karma plug-in hybrid

By 2012 Fisker Automotive hopes to have 4 different Fisker Karma plug-in hybrids available for sale. By late 2009, Fisker will launch the Karma sedan, and by 2012 Fisker will "add a convertible, coupe and possibly a four-door sport-utility vehicle", according to AutoWeek. And, an under $60,000 plug-in might also be in the works.

In 2010 Fisker hopes to make 7,500 Karmas at a price of $87,000, increasing production to 15,000 units by 2011. When it adds the 3 other Karma variants, Fisker hopes it can take over 3.3 percent of the US luxury vehicle market.

City of Flint to help fund Chevy Volt. Next?

How much will those outside GM pay to fund the Volt?

GM needs a massive amount of money, or at least extremely cheap, government backed loans, to make the Chevy Volt a reality. But in addition to the Feds, the City of Flint has now committed millions in tax breaks to GM to help build a new plant for the Volt in Flint, despite the fact that many in Flint have already lost GM jobs. GM is also seeking millions from the state of Michigan as well. And, just to top it off, Congress will almost certainly provide tax credits for plug-in hybrids like the Volt as well.

Is this all a necessary evil? Is it not even evil, but standard for the auto industry? Is it just another example of the sad state of the US auto industry?

Chinese quickly getting into hybrid game?

More Chinese hybrids to launch this year

BYD Auto and Chery Automobile will both begin selling hybrid vehicles in China later this year according to new reports. The BYD F3DM is a dual mode plug-in hybrid that utilizes a lithium-ion battery pack and will go on sale later this year for about $14,500. The Chery A5 Hybrid is priced a little lower, but is only a mild hybrid that is expected to go on sale in October.

Quite quickly the Chinese auto industry is growing and it appears to be quickly embracing alternative technologies, such as hybrid cars. Some day soon, Chinese hybrids will be coming to America, and such vehicles might just be the camel that broke the back of the US auto industry, unless the US auto industry can better embrace the fuel economy-driven future, as in NOW.

Buy the car. Lease the battery.

Is this the way to sell PHEVs and EVs?

Quite regularly, I am contacted by people inquiring about the reliability of the batteries in hybrid cars. As the auto industry moves further towards the electrification of the auto, the importance of batteries will increase significantly.

Would a battery lease be the best way to handle this issue?

Bob Lutz has already suggested such a plan for the Chevy Volt, for instance. Likewise, GM is already contemplating what to do with used batteries, which would still retain some, or even much, of their capacity. Thus, even after an EV is retired, the battery might still be valuable. Considering the considerable upfront costs of this technology, could leasing help spread that cost?

Buy the car. Lease the battery. Is this a business model that you would accept?

The Chrysler, Ford and Chevy Volt?

America's hybrid?

According to Reuters Chrysler views manufacturing alliances with other automakers as the key to Chrylser's success. And, if fuel economy remains a significant factor for American consumers, Chrysler's alliance with GM on dual mode hybrid vehicles will only increase in importance.

Might this lead to an alliance with GM and its E Flex technology that will power the Chevy Volt? Considering that Chrysler showed off a similar range extended EV technology concept at the last Detroit Auto Show, such a move seems quite plausible.

Likewise, there are rumors coming out of Ford, which currently licenses hybrid technology from Toyota, about a possible licensing agreement with GM on the Volt's E Flex technology.

Obviously, such alliances would be great for GM, but would they make sense for Ford and Chrysler as well? Considering each company's approach to hybrids thus far, such a move seems very real. And, it would probably simplify things for US auto suppliers.

When is the Volt a game changer?

GM's lithium battery pack continues to pass benchmarks

For all intents and purposes, GM's Chevy Volt is on schedule for its originally promised 2010 launch, according to the latest reports coming out of the AP. Issues are still being resolved, but everything is following expected timelines. So, does that legitimate the Volt as a game changer?

If everything goes perfectly well, GM could be producing 100,000 Volts per year by 2012 or 2013. Would that make that Volt a game changer?

When does GM's Chevy Volt become a legitimate game changer, or is it already a game changer?

BS: Obama's million PHEVs by 2015?

Only if they come from Japan?

Yesterday, Barack Obama said he would give automakers $4 billion to develop a million plug-in hybrid vehicles by 2015. Is this just political nonsense? (more)

GM is hoping that by 2015 - if everything goes perfectly - it will have produced 200,000 plug-in hybrids. Ford and Chrysler are well behind GM in such an effort. So, where will the rest of the plug-in hybrids come from if Obama wants them to be built in the US?

Sure, in addition to the $4 billion - just a fraction of the real world costs of such vehicles - Obama would also give consumers $7000 to buy plug-ins. Never mind that such vehicles will probably cost close to $50,000 (so is this a tax credit for the rich?). Yet, $4 billion and unlimited tax credits won't be nearly enough according to many experts, especially when GM LOST more than $15 billion just the last quarter alone.

Isn't Obama really just talking about a bailout covered in a PHEV's clothes?

While I would love to see an effort to achieve 1 million US-made plug-in hybrids, aren't we just spinning fairy tales? The battery technology behind these next gen PHEVs has NOT yet been proven in mass produceable conditions, and it won't be proven until well after 2010. And, dare I say it, what happens if gas prices drop significantly for a few years (which I'd bet will happen)?

Can US automakers survive the hybrid revolution?

We've come a long way in the last 10 years

Hybrid revolution. Some don't believe in such a thing. They believe that hybrid vehicles are a gimmick. That other technologies, such as EVs or fuel cell vehicles, are the real solution. Forget that Toyota is developing its fuel cell vehicles and hybrids around the Hybrid Synergy Drive - that Toyota's fuel cell vehicles will be fuel cell hybrid vehicles. Or, forget that many consumers might forever prefer a plug-in hybrid vehicle over an electric vehicle for any number of reasons.

Furthermore, I'd bet that within just 10 years most automobiles sold in the US will at least be mild hybrid vehicles.

Thus, the reality of the hybrid future isn't a question in my mind. It's a fact. The question I have is, can US automakers survive the hybrid revolution? The US automaker with the most aggressive - at least publicly - hybrid plans, GM, is bleeding billions by the quarter. Can GM afford to go hell bent for leather at fuel economy? Likewise, can GM and other US automakers afford not to?

Will the Big 3 still be here in 10 years, or will it be more like the Big 2? The Big 1?

Honda credits EVs for its hybrids, fuel cell vehicles

Only possible because of EVs

When it comes to plug-in hybrids and electric vehicles, Honda seems to be taking a pass. Instead, Honda is focused on cheap hybrid cars in the near term, and fuel cell vehicles, such as the Honda Clarity FCX, for the future.

Ironically, Honda is claiming that without its EV program in the nineties, today's hybrids and fuel cells wouldn't have been possible. "Although the limitations of battery performance ultimately led to the end of Honda's EV Plus marketing efforts, the advancement of key components, such as an electric motor, the battery power system, and our engineers knowledge of charging systems, continued to evolve." (more)

Sounds like a 'Dear John' letter. I guess that's another nail in Honda's EV coffin?

2010: Year of the plug-in hybrid conversion?

A Plug-in hybrid converted by A123Systems

In 2010 a number of plug-in hybrids will be hitting the streets of America. GM plans to launch both the Saturn Vue hybrid and the Chevy Volt, while Toyota will release a plug-in version of the Toyota Prius. A number of plug-ins from niche automakers might also become available in 2010. Unfortunately, GM plug-in hybrids will be available in very limited numbers the first few years and Toyota might only make their plug-ins available for fleet sales.

By 2010, however, a number of second generation Prius hybrids will be 6 plus years old. Obviously, these hybrid cars will still have a lot of life left in them, but what if the fuel economy of these hybrids could be more than doubled for less than $5,000?

Finish: 2010 - Year of the Plug-in Hybrid Conversion?

Grid can handle plug-ins, but only slowly and gradually

Can't be too many in one neighborhood too fast

The US grid is ready for the electrification of the automobile - as long as adoption is slow and gradual, charging only occurs at night, and EVs and PHEVs stay much smaller than today's current fleet of autos.

That's according to Mark Duvall, program manager for electric transportation, power delivery and distribution for the Electric Power Research Institute, based upon lessons learned as grids have gradually adapted to electricity-hogging plasma TVs. Of course, EVs will easily suck up four times as much juice as plasma TVs.

Even with a gradual increase of plug-ins, utilities are still somewhat worried according to the AP. Because of their higher costs, utilities are already worried that 'rich' neighborhoods might be EV and PHEV clusters that could threaten local electric substations. Other worries include size and weight, such as the inevitable desire for larger and more powerful electric vehicles that could greatly increase electricity demand from autos.

Ultimately, the same consumer trends that spiraled America's oil dependence out of control, could threaten the plug-in revolution as well. Can we do better this time?

GM joins forces with 30 utilities for Volt

Forget fuel cells?

GM has joined forces with the Electrical Vehicle Institute and more than 30 utility companies to work on tax incentives for electric drive vehicles, such as the Chevy Volt, in addition to recharging stations and and how to stagger recharging to prevent local substation overload. Likewise, "The speed of the recharging, voltage, amperage and other issues all have to be worked out" as well according to the AP.

"This vehicle is real. It's coming into production," said Britta Gross, a GM engineer who is helping to build the infrastructure for cars of the future. "We know that when the vehicle is in the showroom and ready for sale, it's got to work seamlessly with the infrastructure. It's the whole picture. We've got to make sure the infrastructure is ready."

Is the Volt becoming bigger than just the car?