pow

Having sold well over a million hybrids tends to have much greater effect than, say, getting ready to roll out your first-ever full hybrid in select regions of the country for $50K a pop. In the nation's largest car market right now, there is a total of ONE GM hybrid available for sale - a $23,105 AURA Green Line, VIN 1G8ZR57578F146894, at Cerritos Saturn.

Tacoma Double Cab V6 4x4 Automatic -- $26,300 Frontier Crew Cab SE V6 4x4 Automatic -- $25,395 Dakota Crew Cab ST V6 4x4 Automatic -- $26,875 H3 Automatic - $32,550 I wonder if the H3T will be less expensive than the H3..

GM won't go out of business, and the existence of Toyota or any competitor will improve GM products to the benefit of consuemrs

Having a useful bed and therefore some actual utility kinda justifies having a HUMMER. The powertrain options are a bit disappointing - poorer fuel economy and less power than a full-size GMT900 - but it looks unique.

If you don't live in CA, you're not affected, because you can still buy 45-state TDIs and CDIs. Then of course, Bin 5 pollution standards are hardly unreasonable - BMW, Honda, VW, Audi, and Mercedes already make diesels that meet Bin 5 standards. Subaru just announced theirs.

You should have just gotten the Mazda, which is more American than the Ford based off it: the 6 is assembled in Michigan.

Just don't buy any hybrid if you live in an area that always below or near freezing. It's not that the fuel economy will be worse, but rather you'll see minimal improvement.

Uhh, have you ever tried sitting in the third-row of a Tahoe? The lack of a footwell means your knees are level with your face; a Lambda, a GL320 CDI, any minivan, even a Highlander Hybrid would be better suited for carrying seven people. The Tahoe Hybrid's primary strength or selling point seems to be towing.

So what do you suggest so that consumers pay the "true cost" of their purchases? It's the same reason a carbon tax won't fly with Americans. It'll be a bureaucratic nightmare.

Agreed. The marginal benefit is huge. Assuming the batteries are plentiful, and the cost is low (i.e. they're not subsidized by the non-hybrids, like the dual-modes are), make it standard and widespread. It also gives an opportunity to increase the average transaction price of the vehicle. Of the one GM hybrid currently available at dealers (AURA), what percent are Green Lines? It's hard for GM to recoup the investment, and lower the price of technology through economies of scale, if few people buy them.

With a hybrid powertrain, it'll be a perfect taxi, too..

Tesla Announces Launch Date for $100,000 Roadster Date posted: 01-23-2008 SAN CARLOS, Calif. — Tesla Motors has confirmed for Inside Line that production of the delayed Tesla Roadster will begin on March 17. Tesla spokesman Joe Powers said production will ramp up in a "slow cadence" of about one car per week. "We'll be getting the processes down and getting a feel for the build of the vehicle," he said. "The eventual rate will be 40 cars per week. That is realistic based on what Lotus has committed to. We'll get there eventually. The question is, how soon can we ramp up to full production? I would say we'll get close to full production in late 2008." Powers confirmed that the first Roadsters will be delivered with a one-speed transmission with what he calls "a reduced performance spec of zero to 60 [mph] in 5.7 seconds." Originally, the Roadster was to have been equipped with an electric motor with a two-speed electrically actuated manual shift transmission and could sprint from zero to 60 mph in under 6 seconds. Powers said the "ultimate goal is a one-speed that still gets the same [original] spec." He said that transmission would not be ready in March, but later in the year. "We'll retrofit all the initial cars as needed with the final transmission, which is also a one-speed," he noted. Tesla Motors will not disclose who is supplying the transmissions for the Roadster. The company says the main issue with the transmission has been "durability.... The transmissions [are designed] to last the lifetime of the vehicle," Powers said. "The two-speeds we were working with wouldn't meet that." Powers described the mood at Tesla Motors in glowing terms. "We're entering a new phase as a company," he said. "The confidence level is very high. The reason for that is, now we do have a date for production and we do have a clear line of sight with the transmission solution. That's big for folks internally and validating for people anxiously waiting for the cars." Regarding some concern in Los Angeles about a "Coming Spring 2008" banner that disappeared from the front of the company's L.A. dealership, Powers had these reassuring words: "It blew down and fell on some cars. Right now, we're still on top of an April [opening] for the dealership." What this means to you: The Tesla Roadster takes a giant step toward becoming a reality in your driveway.

It seems like a good commercial vehicle in light of higher gas prices and climate change. Obviously this won't replace full-size trucks that tow 12,000 lbs, but I can see it used by plumbers, caterers, electricians, florists, etc, and those who currently use Astros, Rangers, Elements, and HHR panel vans. The cargo area in LWB models is larger than the Astro's, the gross payload is 1984 lbs, and according to Ford, it's a purpose-built heavy-duty commercial vehicle, not one derived from a car...

Looks fine... it can't be any worse than a Camry, Accord, or the current AURA.

Transit Connect?

Will Develop Green Products, Cultivate Green Systems, Undertake Green Responsibility Shanghai GM Inaugurates Drive to Green Strategy Shanghai, China – In the presence of China Environmental Protection Foundation President Qu Geping and representatives from across its value chain, Shanghai General Motors officially inaugurated its Drive to Green strategy today. The unique strategy covers three key areas: developing green products, cultivating green manufacturing systems and undertaking a green responsibility. The green strategy is part of Shanghai GM's support of the sustainable development of China's automotive industry and the nation's move toward creating an energy-efficient and environmentally friendly society. "Addressing the environmental protection and energy security issues is essential for ensuring the automotive industry's long-term sustainable development," said Shanghai GM President Ding Lei. Through technical innovation, Shanghai GM will continue to provide China's vehicle buyers products that offer better performance, consume less fuel and generate lower emissions than their predecessors. It also will promote environmental protection across its entire value chain. Green Products – Better Performance, Less Fuel Consumption, Lower Emissions Green products represent a key element of the Drive to Green strategy. By leveraging GM's global resources for energy diversification and working closely with Shanghai GM's sister joint venture – the Pan Asia Technical Automotive Center (PATAC) – Shanghai GM will roll out green products that achieve improved performance, lower fuel consumption and lower emissions. All vehicles manufactured by Shanghai GM in 2008 will meet China's Phase IV emission standard, with new models being capable of meeting emission standards up to the Phase V standard. Shanghai GM will introduce four green products this year. Between 2009 and 2012, it will begin offering 11 engines that offer better fuel economy than its current engines. Shanghai GM also plans to introduce GM's E-Flex drive system and Fuel Cell E-Flex electric drive vehicle in China after 2010 to put it on the path toward its ultimate goal of zero fuel consumption and zero emissions. "General Motors is pleased to be sharing our advanced technology and energy diversification know-how as part of our overall support of Shanghai GM's product planning," said Kevin Wale, President and Managing Director of the GM China Group. "In addition to benefiting the nation's automakers, the sustainable development of the automotive industry will enable our customers to enjoy a higher quality of life." The Buick LaCrosse Eco-Hybrid, which was introduced for the first time at today's ceremony, is Shanghai GM's initial green product in 2008. It is the first mainstream hybrid model in China's upper-medium vehicle segment with volume production. The Buick LaCrosse Eco-Hybrid can achieve fuel economy of 8.3 liters/100 km, compared with fuel economy of 9.8 liters/100 km for the non-hybrid version. Shanghai GM also will roll out three new engines in 2008, including the 1.2-liter S-TEC efficiency class-leading engine and HFV6 3.6-liter SIDI dual mode direct injection engine. The S-TEC engine generates 52.2 kW/l, which is the highest in its category, and achieves fuel consumption of 6 liters/100 km, which is the lowest among engines with the same displacement. The SIDI dual mode direct injection engine enhances output 15 percent and torque 8 percent compared with the previous version of the engine. In addition, there is a 3 percent improvement in fuel consumption, while hydrocarbon emissions in cold starting can be reduced by up to 25 percent. Shanghai GM will later launch another, as yet unnamed, vehicle with an advanced two-mode hybrid system. The engine in that vehicle will get 50 percent better fuel economy than a conventional internal combustion engine without sacrificing performance. Green Systems – Addressing Manufacturing, R&D and the Entire Value Chain Shanghai GM believes companies that are engaged in manufacturing should actively promote energy efficiency and reduce emissions while influencing their entire value chains. In line with its commitment to green manufacturing, Shanghai GM has made considerable achievements in environmental protection after years of continuous investment, technical innovation and strengthened focus on manufacturing. It is the only automaker in China that has been recognized as a "State Environmentally Friendly Company." Under the Drive to Green strategy, Shanghai GM will stick to the principle of becoming an energy-efficient, environmentally friendly and technologically innovative company and affirm its leading position in green manufacturing. At the same time, it will continue to tighten its environmental protection standards in the areas of manufacturing, R&D and engineering. Shanghai GM is addressing recycling throughout the manufacturing process. Its advanced material management system requires consideration of automotive parts recycling even during the design process. By 2012, up to 95 percent of materials and energy used during the parts design and vehicle manufacturing processes may be able to be recycled, which would meet the standard adopted by the EU and surpass Chinese industry requirements. By 2012, Shanghai GM's three manufacturing bases (Jinqiao in Shanghai, Dong Yue in Yantai and Norsom in Shenyang) are expected to have reduced coal consumption per car by 35 percent compared to 2007 levels to 0.31 tons. Shanghai GM also has set targets for decreasing average displacement of wastewater per car by 21 percent and doubling the quantity of reclaimed water by 2012, while saving about 400,000 tons of water over the next five years. The recycling rate of industrial waste is expected to reach 97 percent, an increase of 15 percent from the present time. These initiatives will help address environmental protection issues that have arisen because of the automaker's rapid growth. Shanghai GM also will take full advantage of its leading position in vehicle manufacturing to promote environmental protection throughout its entire value chain. Shanghai GM is partners with the World Environment Center in the Green Supply Chain project, which is promoting the sustainable development of Shanghai GM's suppliers. The project assesses suppliers' equipment, manufacturing processes and facilities to help improve their energy efficiency and resource utilization. The original eight participating suppliers have reduced their displacement of CO2 by more than 2,500 tons and saved about 28 million gallons (about 106 million liters) of water annually. They also have lowered their operating costs by a collective US$254,500. The number of participating suppliers is targeted to reach 40 by the end of 2008, and could further grow to 150 by 2010. A similar program, the Green Service Chain project, was created to promote environmental protection in aftersales. While maintaining its emphasis on safety, Shanghai GM will continue to improve the recycling of waste that results during vehicle maintenance and promote the use of high-quality re-manufactured automotive parts to save resources and energy. For example, by adopting re-manufactured transmissions, a company can save 360 tons of steel, 450 tons of aluminum and enormous amounts of electricity for every 10,000 units produced. Green Responsibility – Setting an Example and Promoting Social Accountability Shanghai GM believes that automotive companies, together with other manufacturing enterprises and energy firms, have a responsibility to support the Chinese government's call for saving energy and reducing emissions. As one of the largest vehicle manufacturers in China and one of the nation's most respected companies, Shanghai GM takes this responsibility seriously. The Drive to Green strategy not only covers green products and manufacturing systems but also involves social responsibility in a wide range of areas such as education, sports, culture, public welfare and environmental protection. Shanghai GM has formed a strategic partnership with the China Environmental Protection Fund (CEPF), an institution under the State Environmental Protection Administration that is the country's first foundation focused on environmental protection. Shanghai GM has joined its partner in the establishment of the CEPF-Shanghai GM Green Fund, which sponsors environmental protection projects and promotes cooperation in environmental protection among various institutions. Shanghai GM and the CEPF also have announced that they will set up the China Youth Green Business Plan Competition to fund proposals for environmental protection from the nation's young people. Shanghai GM is a joint venture of General Motors Corp. and Shanghai Automotive Industry Corp. Group (SAIC). Established in 1997, Shanghai GM builds, imports and sells a comprehensive range of Buick, Cadillac, Chevrolet and Saab products. It is fully supported by a network of sales, aftersales and parts centers. Shanghai GM has been China's leader in passenger car sales among joint ventures every year since 2005. In 2007, it had domestic sales of 479,427 vehicles.

Yeah, but you'd rather have that 5-series, wouldn't you?

Yeah, cars like the Odyssey Touring even have 235-710R 460 tires.

Even Formula 1 is changing... imagine regenerative braking capturing energy for an "overboost" while passing. I'm excited. http://blogs.reuters.com/blog/2007/07/27/f...one-goes-green/

Who knows... maybe the side-effects of climate change would be more fun-to-drive, better handing cars.

GM Precept And speaking of styling, the General appears to have been off its collective medication when it penned the Precept. It is different from its two counterparts in virtually every aspect and looks like Han Solo's toaster. GM wanted to reach the PNGV goal of an 80-mpg family sedan, and the Precept does so in every measure except cost and cargo space. Where there should be a trunk is an Isuzu 1.3-liter, three-cylinder direct-injection turbo-diesel engine, moved aft so the nose and the undertray could be sealed up to make possible the astonishing 0.16 drag coefficient. That's better than the 0.19 generated by the best production car to date, the GM EV1. Airflow through the rear radiator array actually reduces drag by exiting out the back to partly fill in the drag-inducing low-pressure zone directly behind the car. The engine mates to a 13-hp "multipurpose unit," an electric wondermotor that starts the engine, drives the air conditioner, balances the crankshaft and gearbox input-shaft speeds so no transmission synchros are needed, generates power for the nickel-metal hydride batteries, and assists the engine during full-throttle acceleration. Where there should be an engine, there is another liquid-cooled 34-peak-hp electric motor from an EV1 driving the front axle independently. The Precept is the only design of the trio with two electric motors. It is also the only car with four distinct coolant circuits (engine, electric motors, batteries, and turbo intercooler), three separate voltage systems (12, 24, and 36), and 16 radiators. Only people strong in the ways of the Force are allowed under the rear hatch. A total of 47 microprocessors must report for work to make the Precept roll down the road. Like the Toyota Prius, the Precept can run as a pure electric, its front-drive motor powering the car in reverse and away from stops. Once the car is in motion, the smaller, multipurpose motor starts the engine, which takes over for steady-state cruising. Under hard acceleration, both electric motors pitch in. The multipurpose motor is always busy charging the batteries, joining the larger front motor in regenerative braking, or driving the air-conditioning compressor when the engine is off. Although it is the most complicated, the Precept's powertrain is the most seamless of the three PNGV prototypes. With the exception of the engine start, a change in modes is nearly impossible to detect. Simply put the car in drive, and it goes, from 0 to 60 mph in 12.2 seconds, according to GM. The fish-net-like mesh front seats are comfortable, even though the press kit makes the odd boast that they have "the bare minimum of foam padding and trim materials for the bolsters." It doesn't mention that rear-seat passengers are treated to the dubious thrill of staring at your rumpled shirt while you drive. To keep aerodynamic drag down on the aluminum-and-carbon-fiber body, side-mirror duties are accomplished with rear-facing cameras that display the view aft on cockpit LCD screens, which, on our day of testing, worked intermittently and disappeared in direct sunlight. By comparison, the images in the ESX3's prismatic mirrors were fuzzy around the edges but always reliable. But then, the Precept is a Hail Mary bomb, a touchdown at the 80-mpg goal, while the others are barely over the 50-yard line because of worries over cost and practicality. Although GM is planning to build a full-size pickup with a hybrid powertrain that could be shared among vehicles, the Precept is too wonky and makes too many sacrifices for its 79.6-mpg combined rating and will likely never see production. In fact, it looks doubtful that we'll see an 80-mpg supercar in 2004 priced at less than an F-16 if the Precept is any indication of what it takes. Sure, the next 36 months is plenty of time to produce a few leaps in technology, but the government will have to raise your share of the bill.

Ford Prodigy The name means "an extraordinary thing or person that inspires wonder," but the face just inspires a midafternoon nap. Ford actually intended the Prodigy to be plain. How better to convince the citizenry that the mysterious black boxes and miles of high-tension cables lurking under the skin are harmless? It also happens that the Prodigy's shape is pretty clean, cleaving the air with just a 0.20 drag coefficient. The Prodigy is a rebodied version of Ford's series of P2000 prototypes. These are roughly patterned after the out-of-production Ford Contour but stretched to meet the PNGV benchmark for interior space and constructed from aluminum stampings, extrusions, and die castings. Laden with the extra burden of batteries and a diesel-electric hybrid powertrain, the Prodigy's curb weight is still just 2400 pounds, about 350 pounds lighter than the base Contour. Engineers shaved weight wherever they could, using magnesium-framed seats and lightweight brake rotors, for example. The 1.2-liter, four-cylinder direct-injection turbo-diesel goes by the name of DIATA, which stands for "Direct Injection Aluminum Through-bolt Assembly." It refers to the brace of lengthy bolts that stretch from the top of the engine to the oil pan to firmly clamp the aluminum head and block together. Ford developed the 74-hp unit's low-friction components together with German engineering consultant FEV Engine Technology but has already abandoned the through-bolt design for lighter and more elegant architecture. As in the ESX3, the Altoids-shaped electric motor rides between the flywheel and computer-shifted MTX75 five-speed gearbox from the Contour, the automatic clutch being integrated with the motor's central rotor. The three-phase AC induction unit can make up to 47 horsepower for three seconds but more often runs at a low 4-to-11 horsepower. It does triple-duty as engine starter, acceleration assistant, and power generator for the 288-volt, 1.1-kilowatt-hour nickel-metal hydride battery pack. But the Prodigy, like the ESX3 and Honda Insight, is a "low storage requirement" hybrid, meaning that it never relies solely on its electric motor for forward thrust. The best diesels today make less traditional diesel racket, thanks to the ability of direct-injection systems to allow multiple squirts of fuel for more gradual, and thus quieter, pressure buildup in the cylinders. This has a negative impact on fuel economy--about 2-to-3 mpg--which is why the Prodigy doesn't use it and thus sounds pretty much like a tow truck. As soon as you take your foot off the brake, the engine clatters to life (it only stays lit with your foot on the brake if you have the air conditioning set on max). The powertrain we experienced in an early P2000 mule builds speed evenly and is only hampered by a computer-operated transmission that shifts like Dale Jarrett's grandmother. It is programmed to short-shift for maximum fuel savings and only becomes enjoyable under the control of the gear selector's manual-mode up-and-down buttons. An electric motor accomplishes the steering assist with the penalty of some numbness, and the brakes in the mule are hydraulic calipers in front and stock Contour drums in the rear with regenerative assistance from the motor. When the clutch disengages during downshifts, the regenerative feature shuts off, resulting in a jerky deceleration. The more sophisticated brake-by-wire system in the Prodigy concept should solve the problem by phasing in hydraulic pressure during shifts to provide a consistent brake feel. A Ford hybrid you can buy will be the gasoline-electric version of the Escape sport-utility that is due in 2003 using the powertrain control strategy from the Prodigy and other selected ingredients. Expect to see improved batteries, an electric motor 50 percent more compact, and--dare we say it--better styling.

Car and Driver's review of DCX's Dodge ESX3 back in 2001: The real story of DaimlerChrysler's PNGV entry can be summed up in one word: plastics. Although the Metalcrafters shop in California built the concept car pictured here from hand-formed aluminum to save tooling costs, engineers designed the unitized body shell to come together from just 12 plastic moldings like a SnapTite model of the Charlie's Angels van. Aluminum tubes bonded internally to the plastic, what engineers have dubbed the "sparse frame," would keep the polymer pieces from wobbling. Some cavities would be filled with thermoset polyurethane foam braced by steel reinforcements. DaimlerChrysler honchos have whiled away many an hour daydreaming about such cars assembled from a few large pieces of injection-molded thermoplastic. The benefits: cheap tooling, the potential to mold in color so there is no expensive paint shop, and a low resulting weight. A plastic car such as the 2250-pound ESX3 could pop out of the molding 46 percent lighter than an equivalent steel job and 15 percent cheaper, says DaimlerChrysler. The ESX3 in mass production would cost only a claimed $7500 more than today's Dodge Intrepid, due mainly to the extra cost associated with the hybrid powertrain. And DaimlerChrysler claims 80 percent of the car could be recycled, perhaps into an S-class cup holder. Detroit Diesel took a break from building 3300-hp tugboat engines to create the ESX3's 1.5-liter, three-cylinder direct-injection turbo-diesel. The 74-hp pipsqueak features an aluminum block and head, weighs in at just 249 pounds, and redlines at a lazy 4200 rpm. Even with its variable-geometry turbocharger, it wouldn't pull the cheese off a cold pizza without help from the 20-hp air-cooled Delphi flywheel-type electric motor sandwiched between the crankshaft and the six-speed manual transaxle. The gearbox, which is shifted automatically by the computer, accepts power via twin clutches that work in tandem to smooth over the big torque holes inherent in clutched transmissions. We took a brief run around a nearby park, and the fancy transmission acquitted itself best during hard acceleration, when shifts were their smoothest. The ESX3 feels more ponderous than one would expect for a car weighing 10 pounds less than a Toyota MR2 Spyder, in part because the ultra-hard prototype Goodyear Eagle tires provide low rolling resistance but offer little bite in the corners. The regenerative brakes feel almost normal, unlike some hybrids whose nonlinear binders grab too hard too early. Pressure in the electronically managed turbo seems to build quickly and with no discernible lag. DaimlerChrysler claims a 0-to-60-mph time of 11.0 seconds, a number we were not able to validate but have no reason to doubt. As in the Honda Insight, the motor never operates solo. It provides motive assistance during acceleration, generates power for the battery pack, and restarts the engine after idle shutdowns. Regenerative braking helps keep the 106-pound, 165-volt, 1.0-kilowatt-hour lithium-ion battery pack topped off. Plastic isn't a panacea. Problems remain, including the fact that you can have any color as long as it is flat. And do you remember what happened when your Charlie's Angels van rolled off the table? Plastic doesn't deform predictably like metal. The 2001 Jeep Wrangler's one-piece plastic hardtop proves DaimlerChrysler is still interested in injection-molding large pieces for mass production, but it isn't clear where this initiative will go now that English is the second language in Auburn Hills.

Let's go back to the future... GM Unveils Concept Car That Gets 108 Miles A Gallon PRECEPT IS LATEST CHAPTER IN GM'S CONTINUING STORY OF ADVANCED CLASS VEHICLES DETROIT - January 11, 2000 - General Motors Corp. (NYSE: GM) today unveiled the Precept advanced class vehicle, in both hybrid and fuel cell powered forms, at the North American International Auto Show at Detroit's Cobo Center. The Precept is the latest demonstration of GM's capability and commitment to building vehicles that will ultimately help to remove the automobile from the environmental debate. The Precept is an example of the type of ultra-high-efficiency architecture that GM is developing on its way toward putting millions of environmentally friendly vehicles on the road. The key to GM's advanced vehicles strategy is to focus on a number of options for clean transportation solutions, not just one. The parallel-hybrid Precept uses the most aerodynamically efficient design in the world, with a drag coefficient (Cd) of 0.163, 20 percent less aerodynamic drag than the production record-holder, the GM EV1 (0.19). Its four-wheel drive, dual-axle set-up features a 35kW three-phase electric motor driving the front wheels and a lean-burn compression-ignition, direct-injection (CIDI) heat engine driving the rear wheels. CONTACT: Jeff Kuhlman PHONE: 248-680-5999 General Motors Vice-Chairman Harry Pearce poses next to the Precept, a fuel cell powered vehicle, that breaks the 100 mile-per-gallon barrier with a stunning 108mpg. The Precept was introduced at the 2000 North American International Auto Show in Detroit 1/11. The Hydride Hydrogen storage system can deliver up to a 500 mile range. January 1, 2000 - REUTERS General Motors Corp. Saturday unveiled an experimental, teardrop-shaped sedan called the Precept, which is capable of getting 80 miles per gallon. The GM Precept, an experimental sedan built by General Motors Corp. travels about 80 miles on a gallon of gasoline. Both the five-passenger Precept and the Prodigy by Ford Motor Co. will make their official debuts at the North American International Auto Show in Detroit, which opens to the media on Jan. 9. Ford provided the first glimpse of the Prodigy, which gets more than 70 miles per gallon, on Dec. 29. The cars were developed under the federally sponsored Partnership for a New Generation of Vehicles (PNGV). Members of the industry-government collaboration, launched in 1994, are committed to building by 2004 production-ready prototypes that can offer triple the fuel economy of a typical family sedan without sacrificing performance. Company officials say the Precept and Prodigy will probably never go into mass-production because of their high costs. But some of the advanced fuel-economy technology could wind up in consumer-ready cars and trucks. "Eighty miles per gallon really pushes you to the edge of the envelope," said Robert Purcell, executive director of GM's Advanced Technology Vehicles. "Pieces of what we've got in Precept could find their way into production vehicles." The hybrid-electric Precept is driven by a battery-powered electric traction system that moves the front wheels, and a lightweight, 1.3-liter, 3-cylinder diesel engine in the rear. The direct-injection engine, featuring turbocharged compression ignition, was developed by Isuzu Motor Co. Ltd., one of GM's Asian affiliates. GM has developed the electric motor to run off either a nickel metal hydride battery, like the kind used in the new version of its EV1 electric car, or a lithium polymer battery. The electric traction system also captures energy from braking and sends it back to the battery. Designers of the Precept took their overall design cues from the EV1 and constructed the car to be as aerodynamic as possible. Exterior door handles have been eliminated, and outside mirrors were replaced by a camera system. Because front-facing grills create wind drag, the Precept has special air openings behind the rear wheels. The Ford Prodigy also has cameras instead of side-view mirrors. It has a more conventional look, featuring a body style similar to some luxury cars made by Germany's Audi. The Prodigy, based on the P2000 LSR that Ford introduced in October, uses a 1.2-liter, 4-cylinder diesel engine and nickel-metal hydride battery. Use of lightweight materials such as aluminum and titanium have brought the car's weight to 2,387 pounds, about 1,000 pounds less than a modern family sedan. "The vehicle represents an interim stage between our P2000 research programs and the development of an affordable, production hybrid in 2003," said Neil Ressler, Ford's vice president of research and vehicle technology. The U.S. government is estimated to have spent about $240 million on PNGV projects last year. GM, Ford and DaimlerChrysler AGspent close to $1 billion, industry officials estimate. DaimlerChrysler will not show a PNGV vehicle at the Detroit auto show, but is on track to have one ready to meet the 2000 concept timetable. All content © copyright 2000 Knight Ridder Inc. and may not be republished without permission.

I hope there's also a smaller Ecoboost (1.4-ish?) as an alternative to the base 2.5 four cylinder. The 2.0 Ecoboost (275 hp on the Explorer Concept) looks like a 3.5 alternative.