May 22, 2013

The U.S. plug-in EV market reached a high point this week with the sale of the 100,000th car, an achievement plug-in advocacy organization Plug In America calls a milestone. The group tracked published reports of plug-in sales to come up with its magic number.

“Our current estimate, based on monthly sales figures from automakers, is that the 100,000 highway-capable plug-n vehicle will be sold on May 20,” said Tom Saxton, Plug In America’s chief science officer. Saxton announced the date late last week.

The group also offered highlights related to the occasion. Here are a few:

• Nissan dealers in some markets have said its Leaf plug-in outsold all other Nissan models during specific sales periods this year
• Tesla’s Model S is selling better than the Mercedes Benz S-Class, the BMW 7 series and the Audi A8
• The domestic EV fleet represents more than 2,000 megawatts of battery storage, which could provide opportunities for the future management of the electric grid and intermittent renewables

Car makers producing EVs include Nissan, GM, Ford, Tesla, Honda, Mitsubishi, Toyota, BMW, Mercedes and Fiat. Those cars have won several consumer and industry awards, Plug In America said.

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 WASHINGTON — Finally, payback for the plug-in.

A line of Mini Coopers, each attached to the regional power grid by a thick cable plugged in where a gasoline filler pipe used to be, no longer just draws energy. The power now flows two ways between the cars and the electric grid, as the cars inject and suck power in tiny jolts, and get paid for it.

This nascent form of electric car commerce will be announced on Friday by the University of Delaware, the regional grid operator and an electric company. They have developed a system to collect payments for work (balancing supply and demand moment to moment) that is normally the domain of power plants.

The possibilities of using electric cars for other purposes are being realized around the globe. Electric cars like the Nissan Leaf and Chevrolet’s plug-in hybrid Volt, are generally not sold in the United States with two-way chargers that could feed back into the grid. But Nissan is offering a similar device in Japan that allows consumers to power their houses when the electric grid is down.

In the Delaware project, each car is equipped with some additional circuitry and a battery charger that operates in two directions. When the cars work with the grid, they earn about $5 a day, which comes to about $1,800 a year, according to Willett M. Kempton, a professor of electrical engineering and computing. He hopes that provides an incentive to make electric cars more attractive to consumers, and estimates that the added gadgetry would add about $400 to the cost of a car.

Granted, the scale of this project, using 15 two-passenger Mini E models, donated by BMW, is indeed minuscule compared with the task of keeping the grid system that serves two-thirds of North America in balance, making sure that supply matches demand as precisely as possible.

The frequency of electric current in the United States is supposed to be stable at 60 cycles a second, but if the supply from a wind farm or solar plant changes suddenly, or demand shifts, frequency gets out of whack.

The market that Professor Kempton is tapping into, known as frequency regulation, has become increasingly important as the mix of generators on the grid has changed.

If electric cars become more popular, proponents say that a network of thousands of plug-in cars could help stabilize the grid.

Michehl R. Gent, a former president of the North American Electric Reliability Corporation, the entity designated by the federal government to write and enforce grid reliability rules, called the Delaware idea “tiny but promising.”

“If we can get our electric vehicles to do more than just be electric vehicles, it will be very well received,” said Mr. Gent, who is not associated with the project.

Professor Kempton has had this “vehicle to grid” system in the works for 10 years. He plans to double the size of his fleet by the end of the year. Half the cars are permanently parked and the other half will provide service for all the hours they are plugged in, which could be as much as 20 hours a day.

The cars listen for a signal from the headquarters of the regional grid operator, the PJM Interconnection, in Norristown, Pa., that comes every four seconds. The signal could tell the batteries to charge, or to discharge, or to do neither. Alternatively, if the cars need charging, they can provide the same service by varying the amount of current they draw. For the grid, the effect is to add or subtract load in a coordinated way that aids stability.

Two-way chargers are not generally available to drivers of electric plug-ins right now. Professor Kempton said he is working with five companies that build electric cars and are interested in a two-way system that could collect revenue from the grid: BMW and four other firms he said he could not name because of confidentiality agreements.

One of those four, he said, was working on a two-way charger that was three times more powerful than the current one, vastly increasing revenue possibilities.

A Nissan spokesman, Brian Brockman, said the company is exploring such possibilities, and recognizes the benefits of moving toward helping power the grids.

“To the electric system, the balancing effect is essentially the same,” said Scott Baker, an engineer at PJM. Mr. Baker predicted that electric vehicles would become an interactive part of the grid, helping in several ways. One goal is to spread out the charging demands of thousands of cars on the grid, so as to avoid overload.

Thomas B. Gage, president of EV Grid, a company in Palo Alto, Calif., that set up the hardware in the cars and the chargers, said that electric cars typically have chargers that run in one direction, at a power level of 3 kilowatts. The Mini Es runs in both directions, at 18 kilowatts. (For comparison, a hand-held hair dryer is 1.5 kilowatts.)

With a relatively powerful two-way link, the idea is to branch out into another service the grid needs, known as “spinning reserve.” Power plants that offer that service keep a turbine spinning, but not generating power; they are ready to pick up load at a moment’s notice, if called on by grid operators. Providing spinning reserve burns substantial amounts of fuel, usually natural gas, but batteries could do the same work with no pollution, experts say.

At any given moment, a car could provide one service or the other; an aggregator could decide on an hour-by-hour basis which service to provide. So far, the system now being commercialized is nowhere near the point of absorbing surplus electricity at night and selling it back during the day; for the time being, the frequency regulation market would be more lucrative and the battery capacity is relatively small. Besides, peak demand hours often fall when the driver would want the car on the road.

Professor Kempton is also a leading proponent of building wind turbines off the mid-Atlantic coast, and sees the electric car and the wind machine as complementary tools for a low-carbon energy system. The university has a joint venture with NRG Energy, which is based in Princeton, N.J., to expand the network of electric cars that would be paid for doing the balancing work.

___________________________________________________________________________________________________________

A version of this article appeared in print on April 26, 2013, on page B3 of the New York edition with the headline: In Two-Way Charging, Electric Cars Begin to Earn Money From the Grid.

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www.GreenCarReports.com

Within a few weeks, a handful of New Yorkers each day will ride in a new kind of taxi: an all-electric Nissan Leaf.

On Monday, to celebrate Earth Day, New York City mayor Michael Bloomberg joined with Nissan officials to announce that six Nissan Leaf taxis would go into service this spring.

The plan, Bloomberg said, will help the city “answer important questions about incorporating electric taxis into the fleet, so that we can achieve the goal of a one-third electric taxi fleet by 2020.”

Included in the test will be the installation of several DC fast-charging stations in New York City, which will enable Leaf taxi drivers to recharge their cars to 80 percent of capacity in 30 minutes or less.

Those stations are now going into the ground, although Nissan officials privately concede that the planning, permitting, permissions, and paperwork involved in adding such infrastructure have been more onerous than expected.

Whether taxi drivers will resist the need to stop and recharge during their shifts remains an open question.

The test plan was originally scheduled to start a year ago, but Nissan officials held off until the company could provide updated 2013 Nissan Leafs from its Tennessee assembly plant.

At least some New York City Council members advocate for electric taxis, to reduce emissions.

They have criticized the city’s “Taxi of Tomorrow” program, which uses a lengthened and adapted Nissan NV200 minivan as the sole vehicle for taxis starting at the end of this year, because that vehicle is currently offered only with a gasoline engine.

Nissan is testing an all-electric version of the NV200 in a variety of locations; it uses Leaf underpinnings.

We drove the Nissan e-NV200 electric minivan in Japan last fall; thus far, according to the company, tests are progressing well.

Leaf taxis already operate in Sao Paulo, Brazil, and Osaka, Japan, though some Osaka drivers are not happy with the degradation in battery range they have experienced after racking up tens of thousands of miles in a short period.

New York City’s taxi fleet now is more diverse than it has been in decades, as hybrids and smaller sedans and minivans from a variety of makers replace the formerly ubiquitous Ford Crown Victoria full-size sedans, which are no longer made.

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http://www.greencarreports.com/news/1083492_six-new-plug-in-electric-cars-coming-for-2014

This is an exciting time for electric car enthusiasts. From just a handful of choices only a few years ago, buyers in some states now have access to as many as a dozen different plug-in vehicles.

It’s set to get even better–over the course of the next few years, another six electric vehicles are on the way. Here’s our full run-down of the most important plug-in vehicles debuting over the next year.

The 2014 BMW i3 electric car isn’t just important, it’s exciting too–and it’s nice to be able to say that about a new electric car.

BMW has explored electric vehicles before with thorough testing programs–significantly, the MINI E and BMW ActiveE electric vehicles–and that knowledge is helping develop the i3, a compact car based on a dedicated platform. A range-extended model will also be available, to quell those with range anxiety.

It’s high-tech too, with a carbon-fiber reinforced plastic (CFRP) unibody, and the i3′s minimalist innards are trimmed in sustainable materials. It’s all very futuristic, yet as tasteful and considered as any internally-combusting BMW.

And if the i3 isn’t exciting enough, the i8 plug-in hybrid sports car will arrive shortly after…

Back when Chevy launched the Volt range-extended electric car, it promised the Voltec powertrain would appear in other vehicles.

Well, this is the first “other vehicle” it’s appearing in–the 2014 Cadillac ELR. Behind the sharp-suited Cadillac styling is a thoroughly modern drivetrain, utilizing the same 1.4-liter gasoline engine as the Volt, and a similar electric drivetrain.

We say “similar” because to suit the Caddy’s upmarket status, ELR drivers do get a little more power and torque than their Volt counterparts. They also get two fewer doors, turning the ELR into a sleek and distinctive coupe. Electric range stays the same though, at around 35 miles. Deliveries should begin early 2014.

Initially, we suspected the Chevy Spark EV to be one of the small but growing range of “compliance cars”–electric vehicles designed and built solely to meet California’s requirements for electric vehicle sales.

Thankfully, that isn’t the case–Chevrolet is actually rather serious about the Spark EV, and as well as making it available beyond just west coast markets, they’ve thoroughly re-engineered the gasoline Spark for its new electric powertrain.

The styling differences are subtle–some blue paint here, a Volt-style grille there–but under the skin it’s a real wolf in sheep’s clothing. A 110 kW (130 horsepower) electric motor gives it far more shove than the gasoline model, and its 400 pounds-feet torque output matches that of a Ferrari 458 Italia supercar.

The Spark EV will go on sale in several U.S. markets, as well as Canada, South Korea and Europe. U.S. pricing starts at under $32,500, pre-incentives.

At 108 MPGe highway, Fiat’s 2013 500e electric car is the most efficient highway vehicle on sale in the U.S. It also manages an official 87 miles of range, greater than that of other similarly-sized electric cars and more even than some larger models.

While the 500′s retro looks will always be an acquired taste, it’s one of the more visually interesting electric cars on sale too. Not just thanks to its eye-searing orange paintwork, but also for the aerodynamic wheels, large white front grille and other white detailing.

Inside there’s plenty of white and orange trim too, while the usual 500 dual-layer instrument dials are replaced by a TFT screen showing car data. A four-button console occupies the space you’d usually find a gear shifter. Like the BMW i3, customers will also get the use of a free loaner vehicle for longer journeys.

It’s just a pity then that, despite all the effort Fiat and Chrysler have put into the 500e, that this one will remain a compliance car–so good luck getting your hands on one outside of California.

Mitsubishi Outlander Plug-In Hybrid, 2012 Paris Motor Show

Mitsubishi is in the doldrums in the U.S. market, with low sales and a range of vehicles that do little to capture the imagination.

Perhaps the Outlander Plug-In Hybrid will change that, with more modern looks and a significantly greener powertrain than previous Outlanders. Under the hood there’s a 2.0-liter gasoline engine, but twin 60-kilowatt electric motors–one for each axle–provide a healthy 245 pounds-feet of torque in electric-only mode.

Electric range in EPA testing is unconfirmed, but based on the Japanese 35-mile estimate, we’re expecting a more realistic 20-25 mile range. Once that’s depleted, you still have the engine providing backup power–though the Outlander can operate in series or parallel hybrid modes too.

Soonest to appear of all the electric vehicles above is the 2013 Smart Fortwo Electric Drive.

It may look like any other Fortwo, but this is now the third generation of the company’s diminutive electric car and happily, it’s also the best. It’s a large step up from previous models with far better performance, a smoother drive and greater potential range.

It’s also the cheapest electric car on sale in the U.S, starting at $25,750 before incentives. For those able to claim the full $7,500 Federal tax credit and California’s $2,500 purchase rebate, you’re looking at a brand-new, $15,750 electric car.

Top speed is 78 mph and it’ll do 60 mph in under 12 seconds, so drivers won’t feel too out of depth on the highway. The Electric Drive’s biggest success though is how much better (and quicker) it is than the jerky gasoline version–proof that some vehicles are just meant to be electric.

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Charging stations and battery-swap locations are the most crucial to developing a sustainable electric vehicle (EV) infrastructure, according to respondents to a recent survey by PwC.

The survey, which polled more than 200 participants from 34 countries representing the automotive, utilities, energy, technology, government, finance and education sectors, was conducted to help gauge some of the major determining factors for the success of EVs.

According to PwC, the global hybrid and EV market share will reach 6.3% by 2020. As municipalities continue to work with the private sector to meet future demands and develop “smart cities,” finding the ideal ratio between integrated public charging stations and the number of EVs on the road is a prevailing challenge when investing in existing and future infrastructure.

“Continued investment to improve upon the electric vehicle value chain, along with the pace of advancement in competing alternative fuel solutions, will ultimately determine the level of success EVs are able to achieve,” says Brandon Mason, a senior analyst at PwC. “While we don’t expect one to be parked in every driveway anytime soon, there is no doubt that EVs are here to stay.”

Approximately 25% of survey respondents said one public station for every 20 EVs is an ideal ratio, while 20% indicated one station for every five vehicles is ideal, according to the report. Roughly 80% of respondents also indicated that 30 minutes or less charge time is considered fast charging for EVs.

Focusing on price, the report found that nearly 46% of respondents felt that long-term total cost of ownership savings is the most likely reason consumers would be willing to pay an up-front premium for an EV. PwC says automakers continue to evaluate the price premium consumers are willing to pay for an EV. Survey respondents indicated that consumers willing to pay a premium price would need to remain under $5,000 (PHEVs 57.9%, PEVs 47.7%).

“Automakers accelerate their efforts to find solutions to reduce costs for battery, alternative drive train and the vehicle overall,” says Oliver Hazimeh, automotive cleantech transportation leader at PwC. “Passing high initial development costs on to the consumer is not a long-term option, as it is not viable to rely on long-term government incentives. Auto companies need to deploy smart vehicle and technology platforms and global partnerships to achieve economies of scale.”

Survey respondents indicated global collaboration (26.6%) will lead the development and production of EVs and supporting technologies by 2020. Respondents said China will lead by 2020 (25.9%).

According to the report, automakers are working to find a balance between production and consumer demands. The trend is to build where you sell. Automakers planning for long-term success will likely have the competitive edge.

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Atlanta, Georgia – February 20, 2013 – Jim Ellis Chevrolet is the first dealership in the state of Georgia to install an electric vehicle solar charging station. 

Jim Ellis Automotive Group announces the first electric vehicle solar charging station installed at an automotive dealership in the state of Georgia.    “With the rising gas prices and growth in electric vehicle sales, we knew it was important for customers with electric vehicles to have access to this station,” says Jimmy Ellis, VP and COO of Jim Ellis Automotive Group.  “We are not charging our customers for use of this station at this time.  It’s a service to those with electric vehicles and we’re sure other dealers will follow.”

Jim Ellis Chevrolet is holding their ribbon cutting ceremony on Wednesday, February 27 at 2pm at 5900 Peachtree Industrial Blvd, Atlanta.   Mayor Donna Pittman in Doraville, Georgia will attend the ribbon cutting ceremony, along with VP and COO, Jimmy Ellis and Mark Frost, VP of Operations for GM Brands at Jim Ellis Automotive Group.  “We are seeing more and more demand for electric vehicles,” says Jimmy Ellis.  “We were the leader in all of Georgia in 2012 with Chevy Volt sales, at over 100 units.  Our goal is to take care of the needs of Georgia residents with an electric vehicle as the demand for electric vehicles increases.”  Jim Ellis Automotive Group has been a leading retailer of green vehicles, including high EPA-rated fuel mileage gasoline vehicles, high-efficiency diesel engine vehicles, and of recently, natural gas powered and electric powered vehicles.

Jim Ellis Automotive Group is the city’s single largest family owned and operated automotive group, serving Atlanta, Marietta and Buford.  Atlanta Business Chronicle ranks them as #1 in total new and used vehicles sold in 2012 at over 17,700 units.  Jim Ellis Automotive has been in business 41 years, with over 850 employees.  Jim Ellis Automotive Group represents notable brands such as Audi, Buick, Chevy, GMC, Hyundai, Maserati, Mazda, Porsche, Saab, Volkswagen and Volvo. The company website is https://www.JimEllis.com.

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What are the real issues of electric cars today? The answer is nothing different from any new technology. If you look at any everyday technological advancement like computers, cell phones, etc., what was once large in size and cost is now smaller and more affordable. The same is true with cars, but one difference to other technologies is that a car’s fuel source has been owned by large industries that help support and run our country. This fuel source ownership heavily influences our government to meet their interest – a big hurdle but one that isn’t insurmountable. The unique aspect of plug-in hybrids and electric vehicles that threaten the residual fuel economy is the need for electricity instead.

Electric vehicle battery technology is constantly improving and will eventually meet and exceed 100% of any driving desire or need. Plug-in hybrid cars are a great multi-year segue into accommodating infrastructure to support electric cars. The mentality that there is no better way than what we are doing now will not survive ingenuity, and will progress into eventually leaving those who don’t grow behind. With a plug-in hybrid, you can recharge (refuel) at home or only when you want and not have limitations because the car is a hybrid with great fuel efficiency when not using an electric charge. You could drive within the electric range and seldom ever use petroleum fuel. No matter what you do, this will dramatically reduce the current demand for petroleum. And while this is happening, the same battery that only went 40 miles last year will now go 60 miles just one year later. That cycle will eventually be a number that doesn’t limit someone’s journey, just like anyone who needs a gas station today.

People are creatures of habit. If you look at where you drive on a daily and weekly basis, with few exceptions, there is a great deal of consistency. There is a point and range that will make sense for you if that point is not already currently available. I write this message from experience of driving a plug-in hybrid for the last year and a half. Also, I travel with a non-plug-in hybrid and I race petroleum fueled cars. My goal isn’t environmental, though that is a great byproduct. My decision revolves around independence and financial logic.

I’m writing this article as a republican embarrassed that the left wing is leading the charge in progress, which is the backbone of this country, without financial guidance. The only brainwashed response I hear from my voting group is that it is not viable and we should explore something else. I do not want to put the oil workers out of work, but the current situation is no different than the blacksmith or farrier who put horseshoes on horses when the car came along – that occupation evolved into being a mechanic. I also don’t want to send friends and family members to the Middle East just so I can fill up my car. If Americans reduce our need for petroleum enough, we can service our own demand with our current supply.

The political decisions based around petroleum and our country’s need for fuel is unhealthy. As an individual, I can create my own fuel for my plug-in hybrid through solar technology at my house, which I do, and I can also use solar energy to offset my electricity usage from the power company. Comparing the cost of petroleum against the cost of my solar system (without any incentives) gives me a 2.5 year payback. At that point, my plug-in hybrid’s fuel source is free. As you can see, solar power has the potential to be a disruptive technology, and this can be a problem for our country’s residual revenue with respect to political special interests. However, it may not be as bad as it seems once things evolve.

Like many others in America you may wait for the answers, but I already have mine. I know that renewable energy and electric cars can help create a better America for ourselves and for future generations.

Perry Bell is President and CEO of Solar Energy USA, a national solar integrator specializing in Affordable Solar Solutions.

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New 2013 Ford C-Max Energi

This week I traded in my Chevy Volt for the new Ford C-Max Energi.  I have outlined my reasons for this previously, but it really only comes down to my family’s new need for a fifth seat.  To make it very clear, I love the Volt and think it is an awesome car.

The C-Max Energi becomes the fourth plug-in vehicle I have owned.  We have a Nissan Leaf and, prior to my two years of driving the Volt, I spent a year driving the Mini-E.

With the perspective I have, I thought it might be useful to present my experience with the C-Max as it compares and contrasts with the Chevy Volt, as the cars, though somewhat different, are relatively comparable.

Styling

The C-Max Energi And Hybrid

Beauty is always in the eyes of the beholder, and in this category the two are particularly different.  When trading in the Volt, I could eyeball them both simultaneously.

The Volt has a more low-to-the-ground, sleek-sedan appearance.  The C-Max is a crossover.

The C-Max looks bigger and is definitely taller.  The rear cargo region has a high roofline.  They both seem to have a modern, clean and technical appearance.  The Ford speaks to utility and usability, whereas the Volt speaks to commuting.  Both are unique and stand out from most cars on the road.

Performance

In this category, the cars are similar yet distinct.  Both vehicles offer the quick takeoff provided by the instant torque of the electric motor.  Ford seems to titrate that experience based on being in D or L, with L producing a quicker takeoff.  Volt has a similar sports mode, too.  Both cars feel heavier than would be expected of their size, undoubtedly due to the battery packs.  Volt has its weight very low and central, whereas it could be felt shifted somewhat to the rear in the Ford, where the battery is located.

The Volt rides very low to the ground, perhaps a bit too much for my taste.  Though it makes the car road-hugging, there was frequent scraping of the front air dam going up and down steep inclines or speed bumps.  The Ford sits higher and perkier on the road similar to, though less acute, than you would perceive in an SUV.

Braking seemed similar in the two vehicles and quite acceptable, maybe a tad firmer in the Ford.  The Volt could take turns slightly faster due to its lower center of gravity.

Interior

The Ford C-Max is more spacious that the Volt and has a taller roof, thus adding to the experience of volume.

The center stack in the C-Max is more conventional, as is the more robust, sturdy and definitive shifter.

Frankly, I always found the Volt interface a little bothersome and never got used to the radio inadvertently going on no matter what button I pressed (fixed in newer models).  Overall, I prefer the Ford interface, though I do miss having the OnStar service at the ready.  The 2011 Volt also included a standard navigation system, which is optional in the Ford (and newer Volts).

The key difference between the two, and the only reason I traded my Volt for the C-Max, is the presence of a three-person bench in the rear.  The Volt can only sit two in the back due to the placement of the battery.

The Ford compromises cargo space however, as the battery juts up into the cargo compartment, reducing the cargo volume by about 20%.

Fuel Efficiency

In this category both cars achieve something that non-plugin cars cannot: astounding fuel economy.  The fuel economy is quite different between the two vehicles and is a function of driving pattern.

Fortunately I have a short 6-mile round trip daily commute.  The Ford is EPA rated at 21 miles pure EV range.  So far, I have seen that a fully charged battery displays an expected range of 15 miles.  Mile for mile on my 6 mile commute it runs about 20% better than that.  It is somewhat cold outside and I would imagine range will improve with higher ambient temperatures.

The 5th Seat Is a Big Advantage Over Cross-Town Rival Chevrolet Volt

The Volt is clearly superior in pure EV driving range, with the current model getting around close to 40 miles on average.  However, if your daily commute is below 20 miles, figure both will be equal.  In the 20 to 100 mile range, the Volt will be superior.  Beyond that, the Ford may be slightly better.

In non-EV mode, I think both cars are similar – the Ford is EPA rated at 43 mpg whereas the Volt gets 37 mpg.

I have so far taken two longer drives in the C-Max Energi.  First I took a 25 mile round trip, left home with a partially charged battery indicating 12 miles of range, and it managed to deliver 12.4 miles. Driving back mostly at highway speed but keeping it between 55 and 60 mph I got 34.3 mpg.

The Ford has the option of driving purely EV up to 85 mph until the battery depletes, or you can choose to drive in AUTO mode where the car uses the battery and gas alternatively as the on-board computer determines which mode is most efficient.  This is not an option in the Volt.

I tested AUTO mode over a 45-mile round trip with a fully charged battery.  At the end of the trip, the display indicated I had driven 23.8 EV miles and got an overall efficiency of 53.8 mpg.  This was mostly highway driving at 60 to 65 mph.

Of note, both gas engines sound similar and tended to be higher revving and noisier than you would expect at given driving speeds.

Price

The Volt MSRP is $39,145 and the Ford C-Max Energi is $32,950.  However the Volt has a $7500 tax credit and the C-Max has only a $3750 tax credit.  Thus the Volt’s effective price is $31,645 and the C-Max is $29,200, a difference of just $2,445.

Bottom Line

The two cars are closely priced, drive similarly, are high tech and fun.  They get tremendous fuel economy.  Overall, the Volt offers more gas-free driving potential, but that depends on your driving behavior.  The Ford offers rear seating for three, better interface, combined gas and battery AUTO mode, and a larger crossover design.

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“It’s the performance that won us over,” says AUTOMOBILE Magazine, as they determined who would hold the title of 2013 Automobile of the Year. “All that speed, along with powerful braking, super flat handling, and sharp steering, gives you the sense that you’re invincible,” AUTOMOBILE reported. Editors also raved about the impressive body control and vacuum-like grip as Model S took corners and were impressed with the suspension’s ability to soak up bumps that tortured other test cars. “The electric motor does not define this car…but it is, at the end of the day, what makes this very good sport sedan an absolute game changer,” AUTOMOBILE stated. “It has managed to blend the innovation of a Silicon Valley start-up, the execution of a world-class automaker, and, yes, the chutzpah of its visionary leader.” We’re immensely proud of this award and are thrilled to share this exciting news with you!

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WARRENDALE, Pa., Oct. 15, 2012 – SAE International’s much-anticipated technical standard for plug-in hybrid electric vehicle (PHEV) and electric vehicles (EV) has been approved and published.

Developed in a consensus environment by more than 190 global experts representing automotive, charging equipment, utilities industries and national labs, “J1772™: SAE Electric Vehicle and Plug in Hybrid Electric Vehicle Conductive Charge Coupler” enable charging time to be reduced from as long as eight hours to as short as 20 minutes.

“This new technical standard is a real game-changer,” Andrew Smart, Director of Industry Relations and Business Development for SAE International, said. “It reflects the advancements in technology within PHEV and EV engineering and we are pleased to represent the collaborative efforts within industry that made it possible.”

The standard represents the future of charging technology and smart grid interaction, while addressing the needs of today. Such needs include reduced times at public charging stations, enabling consumers to travel greater distances in their PHEV’s and EV’s.

“This new standard reflects the many hours that top industry experts from around the world worked to achieve the best charging solution – a solution that helps vehicle electrification technology move forward.” Gery Kissel, Engineering Specialist, Global Battery Systems, GM, and SAE J1772™ Task Force Chairman, said. “We now can offer users of this technology various charging options in one combined design.”

The original version of  J1772™ defined  AC Level 1 and AC Level 2 charge levels and specified a conductive charge coupler and electrical interfaces for AC Level 1 and AC Level 2 charging. The new revision incorporates DC charging where DC Level 1 and DC Level 2 charge levels, charge coupler and electrical interfaces are defined. The standard was developed in cooperation with the European automotive experts who also adopted and endorsed a combo strategy in their approach.

Click here to see the J1772™ SAE Charging Configurations and Ratings Terminology.

“J1772™: SAE Electric Vehicle and Plug in Hybrid Electric Vehicle Conductive Charge Couple” was developed and issued by SAE International’s J1772 Task Force. For more information, visit http://standards.sae.org/j1772_201210/; call 1-724-772-8522 or email pr@sae.org.

SAE International is a global association of more than 133,000 engineers and related technical experts in the aerospace, automotive and commercial-vehicle industries. SAE International’s core competencies are life-long learning and voluntary consensus standards development. SAE International’s charitable arm is the SAE Foundation, which supports many programs, including A World In Motion® and the Collegiate Design Series™.

- www.sae.org -

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