Ten years ago Toyota launched a new kind of car in North America. It was the Prius, an affordable car with a hybrid gas/electric powertrain. In the decade that followed, the Prius made an indelible mark on the automotive industry. The car with the signature wedge shape proved to be an agent of change, and a catalyst for innovative ideas. Over 1.8 million units have been sold in the world to date, with nearly 900,000 in the U.S. alone.

“Toyota recognized in the 1990s that sustainable transportation would become a huge challenge in the coming decades,” said Jim Lentz, president and COO of Toyota Motor Sales, USA, Inc. “Those realizations proved accurate, and if anything, even more profound considering what we know today.”

It’s hard to say what would have happened, had there been no Prius in the U.S., but in the 10 years since the car has been available, significant benefits have accrued. Nearly 900,000 people who chose to drive a Toyota Prius versus the average car have prevented an estimated nine million tons of CO2 from entering the atmosphere,* conserved approximately 650 million gallons of gas,** and saved an estimated 1.5 billion of their hard-earned dollars.***

The first Prius came to North America in July of 2000. That year, the hit of the North American International Auto Show in Detroit was the Hummer H2, and national gasoline prices averaged about $1.50 per gallon. Modest Prius sales goals of 12,000 units a year were set.

Not all early reviews were flattering. One car magazine said, “With a real-world 35 mpg, this is a car that neither enthusiasts nor greenies can fully embrace.” Competing manufacturers announced that hybrids were “not an economical or practical solution” to America’s future needs. Many insisted that Toyota had provided the solution to a problem that did not exist.

Prius owners, however, felt otherwise. Widely characterized as extreme environmentalists, early Prius adopters were actually more likely to be tech-savvy professionals. Those first owners, well aware of public events and global developments, were conscious of the impact of their own choices. They became articulate advocates for the technology. Soon, demand outstripped supply, and production had to be stepped up as waiting lists became months long.

In fact, Prius sales were driven by a number of factors. As fuel costs spiked, a clear economic rationale for purchase emerged. But more significantly, the Prius realigned customer expectations as to what a car should be.

Driving a Prius delivered a new kind of satisfaction, based on a new set of values. It was a car enriched with advanced features, in tune with global issues that assumed greater importance every year. It provided an affordable transportation solution that earlier all-electric cars did not, as it was able to use existing infrastructure without concerns for recharging or range limitations.

Today, the Prius has become a mainstream vehicle. It is the third-best selling car in the Toyota line, and an icon for the company. Owner loyalty figures are among the highest in the automotive industry.

Refining The System

Each generation of the Prius has moved the bar higher. When the first-generation compact Prius was launched in 2000, buyers got 97 combined horsepower and were told to expect 41 mpg. Ten years later, the midsize Prius has 134 horsepower and delivers an EPA rating of 50 mpg overall.

Improvements have been continuous. Compared to the original car in 2000, the 2010 Prius is bigger, faster and even cleaner. While the first generation was classified as a Super Ultra Low Emissions Vehicle (SULEV), the current Prius is a SULEV/AT-PZEV, meaning that it meets super-ultra-low-emissions-vehicle requirements, and emits zero emissions at rest. Further innovations, like the solar powered ventilation system on the 2010 model, contribute to the car’s reputation as a harbinger of future trends and technologies.

As time went on, the media gained a better understanding of Prius. The editors of Motor Trend magazine, in naming the Prius “2004 Car of the Year,” were “thoroughly impressed with the Prius as not only a technological marvel, but as a truly liveable sedan.” The Car Connection described it as “Nothing less than the world’s most sophisticated powertrain ever delivered to ordinary customers.” Highly visible celebrities became owners, helping make Prius an aspirational eco-car.

In The Beginning…

The development of the original Prius, like sending a man to the moon, was a daring project with many breakthroughs and discouraging setbacks. What started as a conceptual exercise between a few planners and engineers ultimately became an intently focused, determined corporate priority. Creating the vehicle that became the Prius was accomplished in a relatively short amount of time through use of computer models to design and prove ideas. By minimizing the use of prototypes, Toyota engineers changed the way cars are designed and built.

Many of the components had to be invented from scratch. Those that had already been invented, such as regenerative brakes and electronic power steering, needed to be improved and adapted for mass production. Global standards for electronic components had to be set, and new software written.

A total of nine on-board processors were needed to manage the power delivery between engine, battery, brakes and motor/generator. Many motors and batteries were developed, tested, and discarded before they could be proven. Engines had to be converted to run on the more efficient Atkinson Cycle to power a new, unique transaxle.

A completely new type of instrumentation had to be developed. With the Prius, there was a need to monitor the interplay between the engine and the battery, leading to a display that kept the driver informed of his status on both counts. The new instrumentation empowered the drivers to improve mileage by altering their technique, turning driving into an interactive game. Today, mileage feedback displays are in use on almost every new vehicle on the market.

Unprecedented quality-control standards had to be instituted as motors and batteries that had been reliable enough for stationary use proved vulnerable to heat, cold and vibration. Multi-million-dollar joint ventures were established in order to assure the G21 Project, as it was called, could one day lead to a mass-produced vehicle.

These investments were made in an automotive environment that was dominated by sales of trucks and SUVs; in a world that The Economist magazine described as “drowning in oil.” Through it all, Toyota management remained convinced that their goal of combining fuel efficiency with environmental performance would one day be appreciated.

Today there are nearly 30 hybrid models on the road from 12 brands, with more on the drawing boards. Many of the patents filed during the development of the original Prius are now licensed to manufacturers who also take advantage of Toyota’s initial R&D investment. Nevertheless, one out of every two hybrids on American roads is a Prius, which remains the benchmark to which all hybrid cars are compared.

The Prius of the Future

There may be many futures for the Prius and Hybrid Synergy Drive, but one significant advancement, the Prius Plug-In Hybrid (PHV) is already here. A fleet of Prius Plug-In cars is now in a global-demonstration program aimed at proving the capabilities of the cars and fine-tuning the design to meet customer expectations. The car is designed with small Lithium-Ion battery packs that will help the PHV produce even less greenhouse gas emissions than conventional hybrid vehicles. A commercial PHV is scheduled to go on sale in 2012.

Longer term, Hybrid Synergy Drive components and software provide a direct bridge to clean, efficient drivetrains of the future. And while breakthrough technologies are on the horizon, continuing gains in battery technology and internal combustion engines keep the Prius competitive. Even in a world of alternative fuels, electric cars and hydrogen fuel cells, it’s a good bet that Prius cars based on Hybrid Synergy Drive will be around for a long time to come.

Today, nearly 17,000 future Nissan LEAF drivers are learning when the world’s first affordable all-electric, zero-emission vehicle will be available in their markets. Consumers who have placed reservations for the Nissan LEAF received a communication today regarding market timing and next steps in ordering the all-electric vehicle.

Nissan LEAF first will be available to consumers in December, in California, Washington, Oregon, Arizona and Tennessee. These areas are home to The EV Project – the largest electric vehicle and infrastructure deployment ever undertaken. The EV Project is a result of a partnership with charging infrastructure provider ECOtality and partially funded by a grant from the U.S. Dept. of Energy. Customers in these first five launch states, who represent more than 55 percent of total Nissan LEAF reservations, will be able to place firm orders for the Nissan LEAF starting in August.

Nissan LEAF will be introduced to Texas and Hawaii shortly thereafter, in January 2011; North Carolina, Florida, Georgia, Washington DC, Virginia, Maryland, South Carolina and Alabama follow in April 2011; and be rolled-out to the balance of the nation beginning in Fall 2011 with availability in all markets nationwide by the end of that year.

“We are pleased to see so many people making a choice for a zero-emission future by placing reservations for the Nissan LEAF,” said Brian Carolin, senior vice president, Sales and Marketing, Nissan North America. “Consumer feedback and market readiness have been key drivers in developing our phased rollout. Nissan is able to target areas of customer demand for early launch, while continuing to work in future markets to ensure the continued success of electric vehicles.”

Nissan North America also is informing its consumers that the lithium-ion battery pack that powers the Nissan LEAF will carry a warranty of 8 years or 100,000 miles – matching U.S. market competitive conditions.

Consumers who have reserved the Nissan LEAF online will be invited to place orders through their dealer for the vehicle in advance of market roll-out timing, allowing time for consumers to select a dealer and assess home charging needs. Nissan is continuing to take reservations for the Nissan LEAF through its website, www.NissanUSA.com. Interested consumers are encouraged to place a reservation, which entails a $99 fully refundable fee to secure a spot on the list to place an order.

The reservations process has educated Nissan about more than just geographic distribution. Some information we’ve learned about future Nissan LEAF drivers includes:

• Favorite color: The favorite color of Nissan LEAF owners is blue. More than 30 percent of reservations are for blue Nissan LEAF electric cars. Silver is a close second, at about 26 percent. The remaining reservations are close to evenly split among red, black and white.
• Trim level: About 75 percent of Nissan LEAF orders are for the SL trim level, which adds a rearview monitor, solar panel spoiler, fog lights, and automatic headlights.
• Home and Parking: About 75 percent of people who placed reservations own a single-family home. About 68 percent have attached garages, while an additional 18 percent have detached garages or carports. Home ownership and dedicated parking are important factors for Nissan LEAF drivers who plan to charge their vehicles at home.
• Purchase time: About 67 percent of Nissan LEAF reservations holders have indicated that they’d be ready to purchase or lease a Nissan LEAF within one year of placing the reservation. An additional 24 percent indicated they would be ready in one to two years.
• Interests: Several primary interests are inspiring people to order a Nissan LEAF. Cited interests include energy independence (35 percent); environmental consciousness (34 percent); and cost/fuel economy (20 percent).

Prof. Dr. Martin Winterkorn, Chairman of the Board of Management of Volkswagen AG, today reinforced the importance of the electric mobility research and initiatives taking place at Volkswagen’s Electronic Research Laboratory (ERL) in Silicon Valley. During an afternoon tour at ERL, Volkswagen’s largest research facility outside of the company’s headquarters in Wolfsburg, Germany, Winterkorn noted that the facility is a key component of Volkswagen’s efforts to become the global leader in electric mobility by 2018.

“In the future, the heart of Volkswagen will also beat with electricity, and our engineers in America, Europe and Asia are laying the foundations for that in the research alliance,” Winterkorn said. “Volkswagen will be the automaker that will offer the electric car attainable for every customer.”

Volkswagen invests more than $6.45 billion (5 billion Euros) annually in research and development, and has more than 23,000 employees worldwide focused on these initiatives, Winterkorn said.

The investment required for development, especially in the field of e-mobility, is based on sound economic grounds, according to Winterkorn. The operational result in the first five months of the ongoing year has developed better than expected; the same is true for the Group’s vehicle sales.

Deliveries in the first half of 2010 increased to more than 3.5 million vehicles (first half of 2009: 3.1 million), an increase of around 15 percent. Winterkorn said that the Volkswagen brand has plainly exceeded the 2-million threshold in terms of deliveries in the same time period, increasing the value of the previous year (1.9 million vehicles) likewise by around 15 percent.

Winterkorn noted that the Group Research division at the company’s headquarters in Wolfsburg is responsible for innovation across all of the Volkswagen’s brands. Research assignments and results are coordinated there.

At ERL, more than 100 engineers and scientists are working on the cars of tomorrow. In addition to electric mobility, the ERL team is working on driver assistance systems, online navigation and social networking/ geo-tagged information, among other things. In addition to the Palo Alto facility, the Group Research division includes the Volkswagen Research Lab China (VRC) and Technical Representative Tokyo (VTT).

“Volkswagen is bundling research and advance development activities for electric cars worldwide,” Winterkorn said. “In terms of research, e-mobility is a key function for the automobile of tomorrow.”

What’s decisive for Volkswagen is the close, worldwide cooperation and networking of the expert groups, Winterkorn said. Thus, building prototypes and the joint assessment of performance and specification in automobiles takes place across the research alliance.

Within this global alliance for research and advanced development, Volkswagen is examining various energy storage concepts, according to Winterkorn. In the field of lithium-ion technology (li-ion), for example, this means competition between specially developed battery cells and so-called consumer cells known from notebooks and other devices.

Winterkorn said that some of the research at ERL is focused on the battery compound for automotive battery cells. These cells, as well as intelligent controls (power electronics) of the stored energy, help ensure that vehicle cruising ranges are as wide as possible and that reliability and safety issues are managed and maintained.

Winterkorn concluded his remarks by laying out the company’s e-mobility roadmap for vehicle introductions into the United States. The Touareg Hybrid will be launched later this year, followed by the Jetta Hybrid in 2012. In 2013, either the E-Up! or the Golf blue-e-motion will be Volkswagen’s first full-electric vehicle in the United States.

“Our path to global leadership also leads through the United States, because we have considerable growth opportunities here,” Winterkorn said. “Our goal is to turn Volkswagen into the leading volume brand here as well.”

Tesla and Toyota today announced that the two companies have signed an agreement to initiate the development of an electric version of the RAV4 as announced in May of this year by Elon Musk and Akio Toyoda. With an aim to market the EV in the United States in 2012, prototypes will be made combining the Toyota RAV4 model with a Tesla electric powertrain. Tesla plans to produce and deliver a fleet of prototypes to Toyota for evaluation within this year. The first prototype has already been built and is now undergoing testing.

In May, Tesla and TMC announced their intent to cooperate on the development of electric vehicles, parts, and production system and engineering support. Tesla seeks to learn and benefit from Toyota’s engineering, manufacturing, and production expertise, while Toyota aims to learn from Tesla’s EV technology, daring spirit, quick decision-making, and flexibility.

TMC has, since its foundation in 1937, operated under the philosophy of “contributing to society through the manufacture of automobiles,” and made cars that satisfy its many customers around the world. TMC introduced the first-generation Prius hybrid vehicle in 1997. The company also plans to introduce EVs into the market by 2012.

Tesla’s goal is to produce increasingly affordable electric cars for mainstream buyers – relentlessly driving down the cost of EVs. California-based Tesla designs and manufactures EVs and EV powertrain components, and is currently the only automaker in the U.S. that builds and sells highway-capable EVs in serial production.

President Barack Obama got his first exposure and seat time Thursday in the Chevrolet Volt electric vehicle with extended range capability during a visit to the Compact Power battery plant in Holland, Mich. LG Chem, the parent of Compact Power, is making the battery cells for the Volt, which goes on sale late this year in California, the Washington, D.C. area, and Michigan.

The Volt has a range of about 340 miles and is powered with electricity at all times. For up to the first 40 miles, the Volt is powered solely by electricity stored in its 16-kWh lithium-ion battery, using no fuel and producing no emissions. When the Volt’s lithium-ion battery runs low, an engine/generator seamlessly operates to extend the driving range another 300 miles on a full tank of gas.

The Volt battery pack will be assembled in Brownstown Township, Mich., and shipped to the Detroit Hamtramck Assembly Plant for mating with the Volt. Chevrolet announced Wednesday the Volt battery will have a standard eight-year, 100,000 mile warranty.

The Chevrolet Volt electric vehicle with extended range will provide customers with an unprecedented, standard, eight-year/100,000-mile warranty on its advanced, lithium-ion battery. It is the automotive industry’s longest, most comprehensive battery warranty for an electric vehicle, and is transferable at no cost to other vehicle owners.

“The Chevrolet Volt’s batteries have exceeded our performance targets and are ready to hit the road,” said Micky Bly, GM executive director, global electrical systems. “Our customers are making a commitment to technology that will help reduce our dependence on petroleum. In turn, we are making a commitment to our customers to deliver the highest standards for value, safety, quality, performance and reliability for an unprecedented eight years/100,000 miles.”

The Volt’s comprehensive battery warranty covers all 161 battery components, 95 percent of which are designed and engineered by GM, in addition to the thermal management system, charging system and electric drive components.

The Volt is the only electric vehicle that can operate under a full range of climates and driving conditions without limitations or concern about being stranded by a depleted battery. It has a range of about 340 miles and is powered with electricity at all times. For up to the first 40 miles, the Volt is powered solely by electricity stored in its 16-kWh lithium-ion battery, using no fuel and producing no emissions. When the Volt’s lithium-ion battery runs low, an engine/generator seamlessly operates to extend the driving range another 300 miles on a full tank of fuel. (see Volt Freedom Drive)

The Volt’s advanced, lithium-ion battery is designed to deliver the value, safety, quality, performance, durability and reliability Chevrolet customers expect. Key battery features include:

• Thermal management for durability and reliability: The Volt is the only mass-market electric vehicle with a battery that can be warmed or cooled. The battery is designed to provide reliable operation, when plugged in, at temperatures as low as -13 degrees Fahrenheit (-25 C) and as high as 122 degrees Fahrenheit (+50 C). In cold weather, the battery will be preheated during charging to provide full power capability. In hot weather – the most challenging environment for a battery – the Volt’s battery can be chilled during charging. The Volt’s liquid thermal management system can also be powered during driving by the battery or engine/generator.
• Diagnostics for safety and performance: The Volt’s battery management system continuously monitors the battery real-time for optimum operations. More than 500 diagnostics run at 10 times per second, keeping track of the Volt’s battery pack; 85 percent of the diagnostics ensure the battery pack is operating safely, while the remaining 15 percent keep track of battery performance and life.
• Cell design and chemistry for performance and efficiency: GM’s selection of a prismatic cell design and LG Chem’s manganese spinel lithium-ion chemistry is designed to provide long life and high power output, with a properly maintained temperature. This enables better vehicle acceleration and increased regenerative braking capability for improved vehicle efficiency.
• Energy management for durability: Fully charging or fully depleting a battery shortens its life. The Volt’s energy management system never fully charges or depletes the battery. The Volt’s battery has top and bottom “buffer zones” to help ensure long life.

Testing for durability, reliability, safety and performance

GM engineers have completed more than 1 million miles and 4 million hours of validation testing of Volt battery packs since 2007, as well as each pack’s nine modules and 288 cells. The development, validation and test teams have met thousands of specifications and validated each of the Volt battery’s components.

Tests include short circuit, corrosion, dust, impact, water submersion, crush and penetration, and extreme temperature swings combined with aggressive drive cycles, also known as “Shake, Bake and Roll.”

Ready for production

GM’s Brownstown Township plant, which began building prototype batteries in January, soon will begin regular battery production. (see GM First Battery Build)

"We’re moving fast to deliver for the customer and ensure the Volt launch stays on track,” said Nancy Laubenthal, plant manager of the Brownstown Battery Plant. "Last August we announced the investment in the Brownstown facility and in January built our first completed battery pack. Now we are finishing pre-production batteries and soon we will begin building production batteries for Chevrolet Volts that will be delivered to dealers before the end of the year."

Last year, the U.S. Department of Energy selected 45 companies, universities and organizations in 28 states – including GM’s Brownstown plant – to share more than $2 billion in awards for electric drive and battery manufacturing, and transportation electrification. Nearly half of the awards are designated for cell, battery and materials manufacturing facilities in Michigan.

Ford Motor Company announced it has selected Compact Power, Inc. (CPI), a subsidiary of LG Chem, to build lithium-ion battery packs for the Ford Focus Electric, which will go on sale in the U.S. in 2011.

The Focus Electric battery packs will leverage CPI and parent company LG Chem’s deep expertise in advanced flat format lithium-ion cells and advanced liquid-cooled modules and battery management systems.
“CPI is an emerging leader in the lithium-ion battery field and we are pleased to have them as a strategic supplier as we prepare to bring the Ford Focus Electric to market,” said Sherif Marakby, Ford director, Sustainable Mobility Products and Hybrid programs. “We are moving aggressively with our electrification strategy and our work to help make Michigan a center of excellence for a range of electrified vehicles.”

CPI, based in Troy, Mich., will begin battery pack assembly for the Ford Focus Electric next year and is finalizing production site selection for the U.S. The lithium-ion cells for the packs will initially be sourced from Korea through LG Chem. LG Chem and CPI will be localizing cell production at their new site in Holland, Mich.

“We are very excited to be partnering with Ford on their new battery electric-powered Ford Focus,” said Prabhakar Patil, CEO of CPI. “It tells us we are on track in developing high-power and high-energy lithium-ion batteries that the industry needs as it moves toward the electrification of vehicles that lessen our dependence on foreign oil.”

The cells will incorporate LG Chem’s proprietary chemistry and its industry-leading safety-reinforced-separator technology that provides unparalleled safety performance.

Focus Electric will have a targeted range of up to 100 miles per full charge with zero tailpipe emissions. It is one of five electrified vehicles Ford is bringing to market in the U.S. in the next two years. These include the Transit Connect Electric, a small commercial van in 2010; Focus Electric in 2011; two new lithium-ion battery-powered hybrids; and a plug-in hybrid in 2012.

Focus Electric, a full battery electric passenger car, will be produced at Michigan Assembly Plant in Wayne, Mich., which will begin producing gasoline versions of the all-new 2011 Focus later this year.

Ford previously announced plans to invest $550 million to transform Michigan Assembly Plant from a large SUV factory to a modern car plant to build the new Focus and Focus Electric. The plant also will produce a next-generation hybrid and a plug-in hybrid in 2012. All of the vehicles will be built off the company’s new global C-car platform.

This complements Ford’s overall strategy to establish a center of excellence in Michigan for electrification of a broad range of vehicles, including lithium-ion battery-powered hybrids, plug-ins and pure electric vehicles. Ford is committed to delivering electrified vehicles as part of its overall vehicle portfolio designed to deliver both the fuel efficiency and the performance customers demand

Tokyo: Japan's Toshiba said Friday it was working with Mitsubishi Motors to develop batteries for electric vehicles, as the race intensifies among automakers and technology giants to make emission-free cars.

Toshiba, which spans electronic components, appliances and nuclear power plants has developed a fast-charging long life lithium-ion battery called SCiB (Super Charge ion Battery), which it plans to adapt for cars.

The moves comes as the world's automakers ramp up development of electric vehicles, promoting their zero exhaust emissions and betting that consumers will eventually shift from gas guzzlers to greener technologies.

Mitsubishi launched its MiEV (Mitsubishi innovative Electric Vehicle) in Japan last year and is working with France's PSA Peugeot Citroen to launch a vehicle based on the technology in Europe.

Toshiba recently said it would build electric motors for a new Ford hybrid at its US plant.

The company, already building motors for bullet trains, elevators and machinery, is looking to expand its business ahead of rivals in anticipation of increased demand for electric vehicles.

Nissan, part-owned by Renault of France, will in December roll out its Leaf -- short for Leading Environmentally friendly, Affordable Family car.

Nissan plans to sell 50,000 EVs in the United States, Japan and Europe per year in 2011 and 2012 and then 500,000 units in 2013. It predicts that by 2020 electric cars will account for 10 percent of the global auto market.

Toyota, which has for more than a decade sold petrol-electric hybrids such as the Prius, has promised to launch its own electric car by 2012.

In May it bought a 50-million-dollar stake in Tesla Motors, a Palo Alto, California start-up that in 2004 began developing its Roadster, a boutique, "highway-ready" electric sports car with a range of about 245 miles (395 kilometres).

Mercedes-AMG is accepting the challenges of motoring of the future: the SLS AMG E-CELL is evidence of the state-of-the-art development of an exciting super sports car featuring a zero-emission high-tech drive. Boasting a power output of 392 kW and 880 Nm of torque, the technology vehicle from AMG is able to offer exceptional performance. The gullwing with electric drive is part of the company strategy entitled "AMG Performance 2015" which aims to continually reduce fuel consumption and emissions.

With the SLS AMG E-CELL, Mercedes-AMG is providing a glimpse of its latest development project – a powerful and locally emission-free super sports car. Finished in fluorescent "AMG lumilectric magno" paint, the gullwing offers the prospect of a possible small series production run and at the same time reflects the innovative strength and development competence of the AMG performance brand.

"We take social responsibility very seriously and with the SLS AMG E-CELL we are demonstrating a further milestone in our "AMG Performance 2015" strategy. It is our goal to continually reduce the fuel consumption and emissions of new models in the coming years, while at the same time enhancing the core brand value of performance", explains Ola Källenius, chairman of the board (from 1 July 2010) of Mercedes-AMG GmbH. With the SLS AMG E-CELL, the performance brand of Mercedes-Benz is launching a totally innovative drive solution for super sports cars and as such is among the pioneers in this market segment.

The ground-breaking drive system of the technology vehicle boasts some outstanding features: powerful traction is provided by four synchronous electric motors with a combined peak output of 392 kW and a maximum torque of 880 Nm. The four compact electric motors each achieve a maximum rpm of 12,000/rpm and are positioned near to the wheels. As a result, compared with wheel-hub motors the unsprung masses are substantially reduced. One transmission per axle transmits the power.

Acceleration from zero to 100 km/h in 4 seconds

When it comes to dynamics, the electrically-powered SLS AMG makes a statement: the gullwing model accelerates from zero to 100 km/h in 4 seconds – which almost puts it on the same high level as the SLS AMG with 6.3-litre V8 engine developing 420 kW (571 hp), which can accelerate to 100 km/h in 3.8 seconds.

Further exciting touches are provided courtesy of the agile accelerator response and the straight-line performance: unlike the combustion engine, torque build-up with an electric motor is instantaneous – maximum torque is available virtually from a standstill. The spontaneous torque build-up and confident power delivery - which does not suffer from any interruption of tractive power - are combined with engine running characteristics which are totally free of vibration. Four motors, four wheels: the intelligent and permanent all-wheel drive of the electric SLS guarantees driving dynamics at the highest level, while at the same time providing the best possible active safety. Perfect traction is therefore ensured for all four driven wheels, whatever the weather conditions.
This very special gullwing is therefore able to "electrify" the driver with a completely unique, effortlessly superior and emotional super sports car driving sensation – and this is just at the prototype stage. In brief: the SLS AMG E-CELL is a true AMG too.

High-voltage lithium-ion battery provides 400 v and 40 Ah

The SLS AMG E-CELL drive incorporates a liquid-cooled high-voltage lithium-ion battery featuring a modular design with an energy content of 48 kWh and a capacity of 40 Ah. The maximum electric load potential of the battery, which consists of 324 lithium-ion polymer cells, is 480 kW, which is an absolute best value in the automotive sector. Another technical feature of this considerable performance is the intelligent parallel circuit of the individual battery modules – this also helps to maximise the safety, reliability and service life of the battery. The 400-volt battery is charged by means of targeted recuperation during braking whilst the car is being driven.
Key data at a glance:

High-performance electronic control as well as effective cooling of all components

A high-performance electronic control system converts the direct current from the high-voltage battery into three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature.

A separate low-temperature circuit is responsible for cooling the high-voltage lithium-ion battery. In low external temperatures, the battery is quickly brought up to operating temperature with the aid of an electric heating element. This helps to preserve the overall service life of the battery. In extremely high external temperatures, the cooling circuit for the battery can be additionally boosted with the aid of the air conditioning system.

Optimum weight distribution and low centre of gravity

The purely electric drive system was factored into the equation as early as the concept phase when the gullwing model was being developed. It is ideally packaged for the integration of the high-performance, zero-emission technology: by way of example, the four electric motors and the two transmissions can be positioned as close to the four wheels as possible and very low down in the vehicle. The same applies to the modular high-current battery, whose modules are located in front of the firewall, in the centre tunnel and behind the seats. Advantages of this solution include the vehicle's low centre of gravity and balanced weight distribution – ideal conditions for optimum handling, which the electrically-powered SLS AMG shares with its petrol-driven sister model.

The installation of the drive components required no changes whatsoever to the gullwing model's weight-optimised aluminium spaceframe. And there were just as few constraints when it came to maintaining the excellent level of passive safety and high degree of long-distance comfort that are hallmarks of Mercedes cars.

New front axle design with pushrod damper struts

The additional front-wheel drive called for a newly designed front axle: unlike the series production vehicle with AMG V8 engine, which has a double wishbone axle, the SLS AMG E-CELL features an independent multilink suspension with pushrod damper struts. This is because the vertically-arranged damper struts in the series SLS had to make way for the additional drive shafts. As is usual in a wide variety of racing vehicles, horizontal damper struts are now used, which are operated via separate push rods and transfer levers.

Thanks to this sophisticated front-axle design, which has already been tried and tested in the world of motor sport, the agility and driving dynamics of the electrically-powered SLS AMG attain the same high levels as the V8 variant. Another distinguishing feature is the speed-sensitive power steering with rack-and-pinion steering gear: the power assistance is implemented electrohydraulically rather than just hydraulically.

AMG ceramic composite brakes for perfect deceleration

The technology vehicle is slowed with the aid of AMG ceramic composite brakes, available as an optional extra for the series production model, which boast extremely short stopping distances, a precise actuation point and outstanding fade resistance, even in extreme operating conditions. The over-sized discs – measuring 402 x 39 mm at the front and 360 x 32 mm at the rear – are made of carbon fibre-strengthened ceramic, feature an integral design all round and are connected to an aluminium bowl in a radially floating arrangement.

The ceramic brake discs are 40 percent lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tyre grip. The lower rotating masses at the front axle also ensure a more direct steering response – which is particularly noticeable when taking motorway bends at high speed. The ABS and ESP® systems have been adapted to match the special application spectrum of the permanent all-wheel drive.

Full-LED headlamps and automatically extending front splitter

The purist, exciting design of the technology vehicle boasts a number of minor yet extremely effective modifications. At the front, the dynamically shaped full-LED headlamps with integrated daytime driving lights immediately catch the eye: they help to optimise the vehicle's energy efficiency, since they require less power compared with regular bi-xenon light systems. The wider radiator grille also has a new look, and now comes with transverse slats instead of a diamond-pattern grille. The air outlet openings on the bonnet and the vehicle sides have also been modified for enhanced aerodynamics. All trim and detachable parts, which are finished in chrome or silver shadow on the standard SLS AMG, are now finished in matt black.

The front apron has not only been brought further forward, but also helps to guarantee an optimised airflow in the area of the underbody. This improves air resistance while reducing downforce. An extendable front splitter enhances this effect: in parallel with the automatic rear spoiler, it extends downwards by seven centimetres at speeds above 120 km/h and helps to further accelerate the air which travels beneath the car. When it reaches the area of the rear axle, the air enters the rear diffusor which, due to the lack of an exhaust system, features a steeper angle, thus increasing downforce at the rear axle and in turn further enhancing the aerodynamic balance. The vehicle's AMG 10-spoke light-alloy wheels featuring a new, smooth-surfaced design are fitted with 265/35 R 19 (front) and 295/30 R 20 (rear) tyres.

Interior with new display instruments for electric drive

The transformation from petrol to electric super sports car also called for some specific changes to the interior. As a result, the AMG instrument cluster and centre console in particular both feature a new design. The new AMG instrument cluster provides information on speed, charge status of the battery and the estimated range. The newly designed centre console now houses a 25 cm touchscreen, which driver and passenger can use to conveniently operate all of the audio, climate and navigation functions, and also obtain information on the flow of power from the four electric motors.

The AMG Drive Unit, which is angled towards the driver, houses buttons for starting the motor, and the ESP® functions, the AMG memory function and the extendable front splitter and rear spoiler. Using three new buttons, the driver can switch simply between P, R and D. The park setting is also enabled automatically by switching the electric motors off.

The interior appointments are dominated by high-quality nappa leather in a black/white colour combination – it has been used not only on the sports seats, the performance leather/alcantara steering wheel and the door linings, but also on the broad centre tunnel which runs towards the back of the vehicle between the seats.

Chevrolet is adding Texas, New York, New Jersey, and Connecticut to the launch markets for the Volt, Ed Whitacre, General Motors chairman and CEO, announced today. Whitacre said the company is expanding the initial launch of the groundbreaking electric vehicle in response to intense interest in the Volt from customers across the country.

Today’s announcement brings the initial Volt retail markets to seven, including California, Michigan, and Washington, D.C. The retail launch in Texas and New York will begin with Austin and New York City in late 2010. The balance of Texas and New York, as well as New Jersey and Connecticut, are scheduled to begin receiving Volts in early 2011.

"We can add markets as diverse as Texas and New York because the Chevrolet Volt can handle both urban commuting and longer trips, in Austin summers and Manhattan winters,” Whitacre said. “The Volt can be your primary vehicle, giving you the freedom to drive gas-free without the stress of planning every trip around the battery’s charge level.”

The Volt is the only electric vehicle that can operate under a full range of climates and driving conditions without limitations or driver concern of being stranded by a depleted battery.

"Chevrolet is extending the Volt launch to additional states because of strong customer interest and our confidence in all aspects of the vehicle and battery," said Tony DiSalle, Chevrolet Volt marketing director.

The Chevrolet Volt is capable of about 340 miles total driving range, with electricity driving the car at all times. For trips as long as 40 miles, the Volt gets its power solely from electricity stored in its 16-kWh lithium-ion battery. When the Volt’s battery runs low, an engine-generator seamlessly engages to extend the driving range to about 300 miles on a full tank of gas.

According to a U.S. Department of Transportation survey, the average driver in America commutes less than 40 miles per day, meaning Chevrolet Volt owners may never use gasoline or produce tailpipe emissions in everyday driving.

A portable 120-volt vehicle charge cord that can recharge the Volt using a standard residential outlet comes standard with every car. Volt’s intelligent charging technology enables the Volt to be charged from a standard 120-volt outlet in about nine to 10 hours, or from a standard 240-volt outlet in about three to four hours. The first buyers of the Volt also may be eligible for one of 4,400 free 240-volt home charging stations from ECOtality, Inc. or Coulomb Technologies, under a program administered by the U.S. Department of Energy and funded by the American Recovery and Reinvestment Act.

Whitacre also announced that Chevrolet will add five Texas electric utilities and five Northeast utilities to a Department of Energy development and demonstration program that provides Volts and charging stations to key utilities. The program allows the utilities to study charging station installation process, vehicle charging, and customer feedback. The Texas utilities include: Austin Energy, CenterPoint Energy, CPS Energy, Oncor, and American Electric Power. In the Northeast, Chevrolet is partnering with Con Edison, New York Power Authority, Northeast Utilities, National Grid, and Public Service Electric and Gas.

Volt production begins late this year at GM’s Detroit-Hamtramck facility. Pricing has not been announced.