REVA, an automobile company based in Bangalore, India,  is preparing to launch its own plug-in models, except with a twist.  Shown off at last year’s Frankfurt Motor Show, and scheduled for production early this year, the NXR, a 3-door, four-seater hatchback, will have a range of about 100 miles and a top speed of 65 mph.  The NXG (shown above) will sport a top speed of 80 mph and a range of 125 miles.     Both of these car models will feature REVive, a reserve-charging technology.

According to key experts in the company, REVA will be adding a unique technology to its plug-in cars, which will be designed to combat ‘range anxiety’.  This phenomenon arises when motorists worry that their car will run out of charge mid-way through their journey — or perhaps on their way to a charging station.  The ‘REVive telematics’ feature will operate like an “invisible reserve fuel tank”,  enabling  drivers to get their reserve battery power remotely activated during an electricity crisis on the road.  In such a situation, drivers would need  to call or text-message REVA for an immediate top-up, however, remotely.

This idea might sound gimmicky at first, however it is meant to address a key issue with plug-in vehicles:  the lack of charging infrastructure.  Knowing that there is “spare fuel” in your vehicle might be an incentive to purchase a plug-in.  However, the actual usefulness of this technology will depend on motorists behavior.  The instant they start thinking of this extra charge as part of their normal battery life, its function will be worthless.  Granted, having to text message your auto manufacturer in order to continue to operate your vehicle, and the embarassment it might cause when others are inside, might be enough of a hassle so the technology is not misused.

Prices for the REVA NXR start at €9,995 for the lead-acid battery version and €14,995 for the lithium-ion version.

About Reva:

REVA Electric Car Company is a Bangalore-based car manufacturer. It is a venture of AEV LLC of California and Maini Group of India, which is supported by tUS investors such as Draper Fisher Jurvetson and the Global Environment Fund.

Launching its 1st electric car in 2001, the company is capable of manufacturing around 30,000 cars in a year at its factory in Bangalore.  They are developing a new plant in Bangalore for an  ‘ultra-low carbon’ motor vehicle. This plant will have the capacity to produce an extra 30,000 units per year.

REVA operates in a country with a population that is becoming more affluent and highly invests in clean-energy vehicles.

Hitachi, Japan’s largest industrial electronics manufacturer, is devoting significant resources to capture the global car battery market.   Already, they are able to boast of the 100,000 hybrid car order that GM has placed for its lithium-ion batteries.  But, of course, that is not enough.   The Tokyo-based corporation is ramping up its capacity in order to accommodate the needs of 700,000 electric vehicles a year, a gain of 600%.

The Nikkei Business Daily has estimated the expansion costs at between $200 and $300 million.   The completion date would be somewhere around 2015, a time when many more plug-in models are set to hit the road.  The announcement is probably designed to instill confidence in electric-car manufacturers that Hitachi is taking its battery division seriously and will be ready and able to meet future demand.

The company plans on producing two new types of lithium-ion batteries for “next-generation” hybrid vehicles.   The design changes will reflect the industry goal of increased power storage with a reduction in weight and size.   And with many adept battery manufacturers all clamoring for the reputation of providing high quality at a discounted price, the increased production is sure to provide Hitachi with the logistical and engineering experience necessary to emerge as a leader.

Hitachi’s other clients for lithium-ion batteries include Isuzu Motors and Mitsubishi.   They are targeting sales of $1.04 billion by the year 2015 — when global sales of electric-car batteries are expected to surpass $6 billion, according to Nikkei.

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Londoners are about to welcome an all-electric vehicle pod, according to a recent announcement by Zipcar, the world’s largest car-sharing service provider.  As part of a pilot program, the pod will be used to test the profitability and durability of plug-in cars as they are incorporated within their fleet.  The statement comes soon after the company partnered with Westminster City Council, the government municipality that is backing the car club with £200,000.   Members who sign up for the program will also enjoy one hour of free parking and exemptions from various service fees.

The new electric vehicles — a plug-in hybrid Toyota Prius and Citroën c1 — will be placed behind Westminster City Hall, on Spencer Street, where its dedicated EV recharging bay is located.   From there, Zipcar members are being enticed to experience their first-ever  ’zero-carbon journey’.  Zipcar, London’s initial car-sharing service provider, began offering hybrid vehicles in 2003.  Within almost six years, the company was able to add one thousand green cars to its fleet, and they now continue to expand their network of charging stations and vehicle offerings.

In San Francisco, circa February of this year, Zipcar launched a test which, more than likely, had far-reaching effects within the company’s management circle:   Converted Toyota Prius plug-ins were distributed to pods across the entire Bay Area.    As reported by Zipcar, over 85% of customers told the company that they would be interested in driving plug-ins after taking part in the program.  Also mentioned was that the vehicles were driven on battery-power for 75% of the miles travelled. Based on the relative success of the California test-run and customers responses, management surely was encouraged to bring the concept to the crowded streets of London.

Further Alternatives

Also of note is AltCar, another car-sharing project, which offered the Maya 300 vehicle about 2 weeks ago. So far AltCar is a small-scale project, founded by the Maryland Science Center.  ExxonMobil holds a stake in the battery makers responsible for the Maya 300, and unsurprisingly, they have provided AltCar with $500,000 in funding. The Maya 300 would take around six to eight hours to charge, possesses a range of 60 to 120 miles and a not-so-impressive top speed of 25 miles per hour.

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The lithium-ion battery cell has emerged as a clear favorite with the plethora of car manufacturers who are announcing their electric ambitions. And as this demand rises, suppliers of battery technology are in a race of their own to provide high-quality, low-cost lithium-ion solutions. Several Asian firms have established dominant footholds in the industry, winning contracts with major auto companies, and they offer a formidable challenge to newer entrants:

South Korea’s LG Chem was the supplier chosen by GM to manufacturer batteries for the upcoming Volt plug-in. The newly formed CODA Automotive (based in California) has a deal in place with China’s Lishen Battery Co., and the popular (in China) BYD line of electric automobiles runs on batteries that are produced by their parent company, BYD Company Limited. Other notable Asian players include Panasonic, NEC and Sanyo Electric, all based in Japan. These companies have established reputations for reliability and their technology is tried and tested.

The Challengers

On the other side of the globe, there is a relentless drive to catch up and surpass. Helping the effort is the $2.4 billion U.S. stimulus program, a large portion of which is slotted for battery development. Ener1, a start-up from Indiana, has recently applied for a $480 million government loan in order to expand their facilities and leverage their proprietary battery technology. The company is already supplying Think Automotive, a Norwegian manufacturer, and they are in preliminary stages of agreements with the Californian carmaker Fisker. What separates their product from competitors includes the chemical coating that they apply to the lithium strips, allowing them to customize the battery performance for various needs, as well as the stacked-design of their battery cells, which their CEO refers to as a “breakthrough”.

Another large American technology company aiming to dominate the market is A123 Systems. They have an edge in that they already have battery plants in Asia and relationships amongst the supply-chain. Now, there are talks of adding new facilities to the U.S. in order to take advantage of tax incentives and geographic benefits. Batteries, which are notoriously heavy, can be expensive to ship, so moving their production close to one’s customers can help lower costs.

The Prize

Numerous smaller firms and research arms across the globe are also in the race. The allure of securing just one contract with a major electric car maker is enough for investors and engineers to pour in vast sums of money, time, and experience.

Market dynamics and product technology make for a complicated and unpredictable future. In order to sell, batteries must deliver on multiple fronts that include price, reliability, range, weight, customization, and overall life. Large auto companies also want a supplier that can deliver on large orders with few defects.

While a true battery breakthrough has not yet occurred, falling prices is an important enough factor to keep demand flowing. Whosoever captures a significant chunk of that demand will earn riches, as well as prestige.

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One of the thorniest issues facing the mass adoption of electric-only vehicles is the time it takes to charge them – plugging in for a couple hours seems cumbersome for anyone wanting to drive more than just to work and back. There have been several solutions proposed, such as waiting for advances in battery technology, battery-swapping stations, and improving charging standards and infrastructure. A group of engineers in South Korea, however, have proposed and tested an idea that is totally different: letting the road charge your vehicle while you drive.

The scientists from South Korea’s acclaimed KAIST University have already begun work on a project that aims to lay induction strips on city roadways to charge fleets of buses and cars. They would be about 20 to 90 centimeters wide and several hundred meters long. Vehicles that are outfitted with sensors and magnetic devices would be able to receive power through a process called inductive charging, without coming into direct contact with the strips. Additionally, cars will be outfitted with a very small battery that can provide additional range.

Safety issues are expected to be minimal as humans and animals would be able to touch the strips without receiving a shock.

A few buses on KAIST campus are already making use of the technology, and the capital of Seoul, with its population of 10 million and fleet of 9,000 gasoline-powered buses, has promised to set aside funds to construct the roadway charging system. Test runs are expected to start within a year.

The engineers at KAIST were provided government grants of $50 million to fund two projects, one of which led to this development. It is unclear, however, what the costs would be to extend this idea to a major city. One spokesman at the Korea Advanced Institute of Science and Technology estimates the price at $318,000 per kilometer of road. That does not include the cost of upgrading vehicles. It seems feasible that a small fleet of buses running along a lightly travelled route can be used as a test scenario.

Undoubtedly, many cities around the globe will be watching the initial test-runs in Seoul. Yet with so many varying proposals for electric-vehicle technology coming out, it is hard to predict which model, or models, will finally prevail.

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The American Clean Energy and Security Act, also known as H.R. 2354, was opened up for amendments and debate today in Congress.  The legislation is meant to introduce  measures that increase energy efficiency, deploy green technology, and transition the country away from fossil-fuel dependence.

The Bill mandates utilities to begin development of plans that support electric vehicle infrastructure and standards for incorporating their integration with a smart power grid.   It also authorizes the Secretary of Energy to provide financial assistance for the deployment of plug-in vehicles throughout the country.   This assistance includes, but is not limited to, providing funds to offset the costs of purchasing electric cars, funding the construction of charging stations and battery-exchange stations, and promoting the integration of plug-in vehicles with the grid.  It also states that the Secretary of Energy may financially assist automakers with the retooling of factories and the purchase of batteries for first-production models.

H.R. 2454 further directs the President, the Department of Transportation, the EPA, and various state regulatory agencies to establish regulations for greenhouse gas emissions and fuel economy standards.

With the private and public sectors collaborating to ensure wholesale upgrades to the energy infrastructure, it is increasingly becoming a question of when as opposed to if plug-in vehicles will have a major impact internationally.

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The startup entity behind this model is called Better Place, and the man at the helm is Shai Agassi.    Agassi’s ambitious propsal includes installing a network of charging stations where customers can swap the old batteries from their cars with new batteries.  Sophisticated software will allow the company to determine when electricity prices are at their lowest, at which point the old batteries will be recharged.  At peak hours when demand is high, they will be able to sell excess power back into the grid.  The third party to this electricity arbitrage will be the buyer, who according to Better Place will benefit from the low cost of electricity when compared with gasoline.   Additionally, the waiting time to switch batteries will be minimal, as Better Place has engineered a robot capable of performing the task in under a minute.

The whole scheme, and especially the prospect of having a hassle-free battery swap, will require massive standardization.  This is where Better Place’s partners come into play.  Agassi has formed an agreement with Renault-Nissan, who will be spending about $600 million to build electric versions of its existing vehicles.   The expected deployment date is 2011, and in the meantime Better Place, along with several energy companies, will be constructing the electric infrastructure.   Stations are already spring up in Japan and Israel, and investors plan on raising $1 billion (Australian) to construct a similar network in Australia.

We are so used to thinking of our cars as necessary capital expenditures with maintenance costs and a fixed life.  Our mobile phones, on the other hand, are largely subsidized by telecom companies who offer contracts or pay-as-you-go deals.   In the latter scenario, more of the driver’s costs are deferred, and they vary according to his or her needs.

This business model, however, does seem to have its drawbacks.  Consumers will have to adopt the mindset of their car becoming a standarized accessory, rather than a symbol of self-expression.  Additionally, the prospect of having to visit a charging station each time you want to “refuel” is daunting and might be hard to accept — Designing the vehicles with the ability to plug-in at home will go a long way to solving this.   Another problem is basing the pricing model off the distance that the driver travels:  this might create an incentive for customers to “steal” power from their batteries, transferring it out to another battery perhaps, and simply swapping at a station for free.  However, if Better Place were to switch to pricing for the charge in their batteries instead of mileage, it would make it difficult to implement charge-at-home functionality (unless a tamper-proof “meter” were placed in the car).  And finally, the cost of building the infrastructure will be extremely high, yet without plenty of swapping stations available, it would be hard for a driver to justify signing up.

Mr. Agassi and his company already have a lot of believers despite the large hurdles facing them.  Whether his model succeeds or fails, it will have lasting implications for the auto industry.   We will continue to keep an eye out here for the latest related developments.

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With an electric car plug standard about to be finalized, and charging stations beginning to pop up in the U.S. and Europe, an important question to ask is: How long will it take to fill up a car battery? And like most matters, the answer is, “It depends!”

Automobile batteries, whether they are nickel-metal hydride or lithium-ion, can be made up of many cells, with larger cell quantities capable of a larger storage capacity. The tradeoff, however, is that cars with more capacity are more expensive, heavier, produce more heat and take longer to charge. Battery life is also influenced by how “deeply” the battery charges and discharges. For example, the Toyota Prius only allows its battery to be charged to 80% of full capacity, as going beyond this point can lead to overheating (thermal runaway) and excessive gassing, resulting in a decline in battery life. All this means that the type of car you own will play a factor.

The other major factor in charge times is the type of charging system being used. The standard wall socket in most U.S. garages outputs 120 Volts at 20 Amps of current. Multiplying these units together provides the Watts, or energy per unit of time. With this amount of power, it could take a whole night (8+ hours) to get the full electrical storage into a car battery. Typical European outlets produce 230 Volts at around 16 Amps, perhaps shaving a couple hours off charging times.

For car owners wanting to drive far distances without the impossible hassle of waiting 8 hours between charges, there are a couple options available. In the U.S., plug-in charging stations will provide thick power cables that make it possible to deliver the 240 Volts at 70 Amps that the plug standard is designed to handle – this would make it possible to fully charge a vehicle in an hour or two. In Europe, the plug specifications provide for 400 Volts at 63 Amps. Theoretically, this can allow a waiting time measured in only minutes! However, with that sort of power, there is a risk of battery damage.

Home owners also have the option of using the high powered connections in their houses that are reserved for equipment such as air conditioners. They may also buy personal charging stations –  at a steep price. Unfortunately, residents who live in apartment buildings will not have access to many of these options.

For individuals who only drive short distances each day, simply charging their car overnight shoud be practical and simple. Other prospective buyers will have to take into account the charging options available to them, as well as the vehicle itself.   And in the not-so-distant future, advancements in battery technology can be expected to further change the equation.

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The new standards will cover specifications for systems running up to 400V, replacing the old standards for wiring capacities of only 20V.   This will allow plug-in manufacturers to avoid the expensive design  and testings costs associated with  proprietary hardware development, and will greatly ease the process of finding component manufacturers.   Additionally, consumers will benefit from the interoperability, allowing  customers of one company to use charging stations and the electrical grid of other companies.

As U.S. automakers continue to focus on electric-vehicle production, standards setting was only a matter of time.  The new specifications will benefit not only them, but utilities, consumers, and presumably, foreign automakers looking to gain further share in the American plug-in vehicle market.

Update: The standard being discussed by the SAE task force might be finalized as early as fall 2009.  The J1772 plug (concept shown at right) is designed to attach to compliant plug-in vehicles and supports single-phase electrical systems up to 240V and 70A.   These are common in North America and Japan, and it therefore won’t require the use of expensive transformers. In Europe, a 400V plug standard was recently announced and is supported by the European divisions of Volkswagen, BMW, Ford, General Motors, Fiat, Toyota and Mitsubishi.

The American J1772 is set to be 43mm in diameter and have 5 pins.  It is capable of withstanding harsh elements and enduring 10,000 charging cycles.  It will also have the capability to communicate over power lines, allowing the indentification of vehicles and the automatic handling of charging.

So far, Chrysler, Ford, GM, Honda, Nissan, Toyota, and Tesla have signed on and are supporting the standard.

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Pacific Gas & Electric is already implementing a tiered system, charging electric car owners 5 cents per kilowatt hour between midnight and 7 a.m., and 30 cents per kilowatt hour between 2 p.m. and 9 p.m.

Furthermore, there is continued talk about sending electricity back into the grid when an electric vehicle is not in use. For more insight into the infrastructure concerns of power companies, read our previous story.

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The major boon that a surge of plug-ins bring to utilities is as follows:  Their “surplus” power, which is all those electrons that their power sources produce and send through their wires, will now be sucked out of the grid, rather than being wasted.  This is especially beneficial at night, when most owners will be recharging their vehicles and utilities typically have excess power-generating capacity.  Some forward thinking individuals are also considering the storage capabilities of plug-in batteries as a way to power individual businesses and homes, temporarily disconnecting the need for the power grid.

On the flip-side of the coin, utilities are also planning for the infrastructure improvements and potential hurdles in the future.  Southern California Edison, a utility based in Los Angeles, is spending more than $5 million a year purchasing a fleet of plug-ins, which they are testing and researching the underlying battery technologies.   As of now, they have partnered with Ford to test its upcoming hybrid, Mitsubishi for a subcompact, Daimler for an experimental hybrid plug-in van, and GM on its Chevy Volt.  It’s also one of many utilities looking to upgrade the more than 1,000 public charging stations in California at the moment.

If clusters of car owners living in the same geographic location charge their vehicles at the same time, this will put a load on the local power grids, and might require them to upgrade their transformers.  If plug-in cars really catch on, power companies are going to be forced to adjust their rates, in effect encouraging consumers to charge their vehicles at off-peak hours.

Fortunately for the utility companies, the shift to electric vehicles is going to be gradual.   Even if we do have 1 million plug-ins on the road by 2015, that is a small fraction of the total stock of automobiles, and the drive to improve the power network has already begun.

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