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It’s been awhile, I know, but trust me, the Milwaukee School of Engineering Supermileage Vehicle team has not been sitting idle. The team members have been working like maniacs to make sure their car is in great shape for the competition on June 10 and 11.
The carbon fiber body was completed a few weeks ago, but are you curious to find out how exactly those engineers made it happen? Take a look at this video to watch how they did it!
The body is now fully assembled and the car is running. Last weekend, the team spent a rainy Saturday in the rain testing the vehicle. They put about fifteen (wet) miles on the car – talk about dedication! While the testing team was outside, the rest of the crew was working on the electronic fuel injection (EFI) engine.
This week, the team is putting on the top of the car and will begin testing with the entire car. After putting at least 30 more miles on the vehicle, the team will begin the final preparation stage to get ready for the competition.
The other day, I talked about the new gas mileage law, which will require car manufacturers to increase the fuel economy their fleets obtain by 2016. For the environment, this is a step forward, leading to decreased overall carbon emissions and better mpg’s in cars. Naturally, this will also increase new car costs as car makers dump resources in R and D to create more efficient vehicles. But this bill might provide an unexpected injury to another part of the auto market: the luxury car industry.
Remember that car manufacturers must have a fleet average of about 35.5 miles per gallon. For large companies like GM and Ford, this is pretty feasible, considering the high number of models these firms produce. Even lower-end luxury brands like BMW should be all right meeting these standards, especially considering the high mileage makes already coming out. But what about the really high-end performance cars like Porsches and Aston Martins?
If the makers of the fast cars are large manufacturers, these regulations should be pretty easy to overcome. Consider Ferrari, which just released the fastest road car in the company’s history, the 599 GTO. Ferrari is owned by Fiat SpA, which luckily is already selling fuel efficient vehicles in the US. But brands that don’t sell cars besides luxury autos in the US are scrambling for ways to meet this regulation, like developing smaller, more fuel efficient cars (both Aston Martin and Jaguar are trying that route). Tiny (fewer than 5,000 vehicles sold per year) manufacturers are hoping that the EPA makes special allowances for them since the government agency has said these companies will get their own rules. Larger car makers (50-400k cars) are allowed to have 25,000 cars per year exceed mileage targets without being penalized.
And let’s not forget that fuel efficiency and carbon emissions regulations are not unique to America. Most developed countries in the world have to adhere to standards which get more strict all the time. In fact, the US is lagging behind in the regulations game.
So what exactly does this mean? Will our favorite high performance car makers be able to punch out a few efficient models to keep the sportiest vehicles on the road? I’ve said this before – I love fast cars, even if I may never own one. But can they remain on our highways indefinitely? Or will there come a time when they’re chained to closed tracks?
Maybe others agonized over a similar decision decades ago when horses were replaced by horsepower. Maybe carriage drivers were sad to put their high-stepping ponies in the barn and resigned themselves to riding and driving them for sport instead of transportation. Will luxury cars as we know it be kept merely for hobby instead of a way of getting around? I know that most Aston Martin drivers aren’t slogging through their daily commutes like James Bond, but these new regulations may dramatically change the fast cars we all love. The divide between transportation and sport might keep growing.
My stepmom, Olly, has a cat named Gogo. She’s got this wild, fluffy black hair, a rip-roaring purr, and huge green eyes (Gogo, not Olly). Basically, she’s absolutely adorable, and I bet even the SMV engineers would love her, based on this highly educational video.
Anyways, I love the name Gogo, so obviously, I love the Goggomobil, even though it’s a little difficult to find information about the company’s history.
The Goggomobil began its life story in 1895. At that time, a Bavarian man called Hans Glas opened a repair shop for agricultural equipment. I can’t say he had the catchiest name I’ve ever heard of (Hans Glas, Reparaturwerkstaette fuer landwirtschaftliche Maschinen mit Damptbetrieb or the Repair Shop for Steam-powered Agricultural Machines). Despite the ultra-long name, Glas enjoyed some success, particularly with his sowing machines. His business kept expanding as Hans went through life (and several wars). Eventually, his son, Andreas, joined the business. After World War II, the demand for agricultural machinery was in a steep decline and Andreas was scouring the European countryside for new ways of generating business. Lo and behold, in 1951 he came upon a Vespa scooter.
He brought this idea back to the Dingolfing factory and Glas began pumping out scooters. In a stroke of naming genius, Andreas and Hans decided to call the scooter after the youngest Glas boy, nicknamed Goggo. The Germans went wild and the scooters sold like hotcakes to the economically-depressed Germans who were hungering for affordable, respectable forms of transportation. The scooter’s success led to the development of a larger car, and thus the Goggomobil was born.
The Goggomobil T300 was produced from 1955 through 1968. Like other Goggomobils, it had a low center of gravity which provided good stability on the roadways. Pietro Frua, a top Italian designer linked with Maserati, designed the body, which featured a pressed-steel chassis and stiffening ribs for reduced flexibility. The car had swing axle suspension and independent springs, making it a comfier ride than many of its fellow micro competitors. This model sported a 297cc engine that topped out at about 60 mph and put out 15 hp. Like many other microcars, the Goggomobil sipped gas at the leisurely rate of over 50 mpg.
Like many microcar makers before them, Andreas and Hans were not satisfied with their tiny cars and sought to expand into the large car market. Their attempts were not received well and in 1966, the company was sold to BMW. Goggomobils were made under the BMW name until 1969, at which time the Glas factory at Dingolfing began producing BMW suspension components instead of mini cars.
However, the Goggomobil reigned supreme in its glory days. By 1956, the small car was exported into 36 countries and ultimately over a quarter million Goggomobils were sold, making the vehicle the most successful German microcar ever sold.
Not to be outdone by its German counterpart, BMW received the 2010 Green Car Award from The Independent in the United Kingdom a few days after VW became the producer of both the best and greenest cars in the world at the New York Auto Show. Leave it to the Germans to be constantly searching for more success, even when their own countrymen take home the prizes.
The specific model that won the award was the 320D EfficientDynamics. Like the VW, the 320D isn’t a hybrid; it simply gets stellar gas mileage, coming in at about 68.9 mpg. The 2-liter engine puts out 161 hp, maxes out at 140 mph, and goes from naught to sixty in 8.2 seconds. Its CO2 emissions are pretty good, as well. The 320D is rated at about 109g/km.
Like other efficient gas models, this BMW sports some unique features that allow it to sip instead of slurp fuel. It has slimmer tires (reminiscent of microcars), improved suspension, and a system that eliminates vibration for a smoother ride at lower engine revs. And of course, it helps that the car is a diesel – we are getting farther and farther away from the smoke-belching trucks of our past.
And as with the VW, the 320D isn’t available in the United States, despite clamor in US markets. With Prius sales through the roof and waiting lists for the Leaf and the Volt, it seems to be clear that there’s a market for European cars with super fuel economy. Considering most of the best-selling cars in America are smaller cars that get good gas mileage, the demand is there, even with likely increased costs due to importing and such. The question remains: will the US give car buyers the quality German engineering they desire?
Many, many years ago today, one small family had a very memorable day; I showed up. To be more specific, I was born. So, to celebrate, I’m going to talk about something that’s more important to me than some other aspects of the automotive industry: trucks and trailers. I care about this because I’m a horseback rider and animal lover; in fact, I just got back from the Midwest Horse Fair, where (among other things) I talked to a German who’s ridden in so many Bentleys he can’t stand the sight of them and took a lesson with an Olympian who’s one of the best riders in the world. And how did the horses get to the fair? Trucks and trailers.
All right, so maybe it’s a stretch to think there’s such an overflow of horse trailers on the roadways that they’re the number one concern in the green automotive industry. It’s also a stretch to think that the MSOE SMV will be hauling around a few thousand pounds of aluminum and horses anytime soon. Still, they’re a piece of the puzzle, and they’re related to an even bigger part: the trucking industry.
We might not hear much about trucking, but think about it for a moment. How do most products get anywhere? You got it. From bananas to books to basketballs, many things are shipped around the country to get where they need to be.
Of course, there have been improvements in the trucking (and truck) industry over the years. Ultra low-sulfur diesel is now standard, truckers are idling less, vehicles are becoming more aerodynamic, and new engines are reducing particulate matter pollution. And trucks are moving beyond simply diesel; companies with fleets are looking to alternative fuels to cut down on future costs and protect the environment. More than20% of the UPS fleet are hybrid vehicles. FedEx, Coca-Cola, and AT&T are also jumping into the hybrid trucking game and spokespeople say they are already reaping the benefits. Companies in Europe are already using all-electric vehicles.
And commercial trucks aren’t alone in their quest for greener paths. While many car companies undoubtedly spent too much time pushing fuel-hungry big trucks and SUVs, manufacturers are trying to step up their games in the light truck market, too.
Still, no matter how you slice it, trucks are bigger than most vehicles and are more polluting than most vehicles, too. But they are a part of our societal structure. There are certainly ways to cut down on the costs of trucking, like those hybrids and the improved structures of big trucks. And there is more to be done, like considering other forms of transportation (trains) or simply trying to reduce hauling (grocery stores selling local in-season produce). Trucks are like cars; they aren’t going anywhere, but we can keep looking for ways to improve their fuel efficiency and reduce their environmental impact.
After all, those horses aren’t going to haul themselves.
As you may remember, I’m from Madison, Wisconsin. We have lots of noteworthy things in and around Madison: a university, Indian mounds, beautiful lakes. And we have bikers. Not the Hell’s Angels tattoo-sporting kind, the Lance Armstrong kind. They’re everywhere, and that’s mostly a good thing (except when they travel in three abreast packs on country roads amongst cars). Bicycles don’t produce carbon emissions, require only manpower, and do not use up dwindling energy resources. As an added bonus, you get some exercise!
Ray LaHood, the Transportation Secretary, thinks that biking (and walking) are underrated ways of getting around – and he’s planning to give them the recognition (and resources) he believes they deserve. In a recent blog post, LaHood said that Americans want more transportation options and he’s ready to give the people what they want: more bike paths, safer and better-maintained bike lanes, and perhaps most importantly, equal treatment for motorized and non-motorized forms of transportation.
That’s a pretty big statement, especially considering that almost 90% of people in the US drive to work and almost 80% of those drivers make the trip alone. Some people have called LaHood delusional. Still, he says that we as a country simply cannot create “livable and sustainable communities” without offering alternatives to vehicular transportation. That makes sense; people cannot change their ways (even if they want to) if new forms of behavior are not supported or not viable. And with obesity rates skyrocketing, encouraging exercise is a pretty good idea.
And as you can see in cities like Madison (and tandem-friendly San Fran), alternative forms of transportation seem to be increasing in popularity. Still, you have to have the infrastructure to support those alternatives, like Madison’s extensive bike and walking path system.
Cars aren’t going anywhere. LaHood knows that. But he also knows what we know: we have pretty big problems in the transportation department with the climate change and the oil dependence and all that fun stuff. In the hubbub of new cars, alternative fuels, and green technology, let’s not forget the solutions right in front of us.
Want some help impressing the ladies? Get yourself a microcar! Rodney from the BBC show Only Fools and Horses shows you how it’s done with his Reliant Regal van. Microcars just get more useful every day!
My mom called me the other day (bless her). She had heard about this guy in Madison who was foreign and drove a special car, so she thought I should know about it. After much confusion and several Google searches, I figured out what she was talking about, and it was pretty exciting.
There’s a team in Madison that is a contender for the Progressive Insurance Automotive X Prize competition; they’re now in the final 31. The apparent team leader is Chris Beebe of Foreign Car Specialists. Reading about Chris and the X Prize, it sounds a lot like SMV. Except maybe that there’s $10 million up for grabs.
Basically, the X Prize is trying to get automotive engineers (or people who are really good with cars) to build a production-ready high-mileage vehicle that is reasonably priced. They say their goal is “to inspire a new generation of viable, super-efficient vehicles that help break our addiction to oil and stem the effects of climate change.”
There are two main categories, similar to other competitions of this nature: the mainstream class and the alternative class. While both categories specify that cars be “road ready,” there is more room for the imagination in the alternative class. The mainstream class must fit at least four adults and drive like a reasonable car that could be on the roads today (drive at highway speeds, have cargo space, and so forth). The best car in this class will win its team $5 million. The alternative class has two options – tandem seating and side-by-side seating – and allows teams to be a little more creative in their design. The two winning cars will each receive $2.5 million.
While the SMV competition is two days in length, the X Prize has several stages teams must go through, culminating with competition and testing of the eight to 15 vehicles late this summer, with the winners announced in September. Almost all of the testing occurs in Michigan, although one phase occurs down in Illinois. Considering the rigorous testing, this seems like a huge deal.
To Chris Beebe, I’m sure it is. He’s given up working in his car shop to devote his time to the two cars he’s working on for the X Prize (sounds like some dedicated SMVers I know). There’s no telling where he’ll go; the self-educated guy is up against a wide range of competitors, from students to other companies to manufacturers. With that much money on the line, it’s hard not to want to get involved.
I have to say, these X Prize people seem to know what’s up. As their website explains, there are huge barriers keeping the automotive industry from moving forward to create a green supercar. Well, let me rephrase that: there are huge barriers keeping the automotive industry from building a consumer-ready green supercar. Prototypes abound, and that’s spectacular. But at the end of the day, to affect real change, we need to get different cars in the hands of the masses.
Maybe the best thing about this competition is that it’s admitting there is a real, urgent problem that needs action, not someday, not maybe, but now. Admitting there’s a problem is the first step, and while there’s certainly reluctance even there, it’s so exciting that there are programs like SMV and X Prize out there.
A couple weeks ago, 59 judges from 25 countries at the New York Auto Show decided that the best car in the world isn’t the Prius or the Smart car. No, they went with the good quality German engineering of the VW BlueMotion Polo Mk5.
Wait, blue what? Yeah, that’s what I thought. If you don’t know about VW’s BlueMotion series, which took home the Best Green Car award, don’t feel bad; none of the cars are available in the United States, the country with the second highest carbon emissions in the world.
Volkswagen introduced the BlueMotion line of cars in 2006 and has been consistently producing more cars with the technology. The lineup now includes models of the Polo, the Golf, and the Passat. The idea behind the name? Combine VW’s corporate color with an action that cars tend to do. The idea behind the technology? Increase fuel efficiency.
Most of the BlueMotion cars use a 1.3-liter three-cylinder Turbocharged Direct Injection (TDI) diesel engine that gets 60 mpg and emits 102 grams of CO2 per kilometer. The new engine (that was in the winning Polo) has a 1.6-liter engine that achieves 62 mpg. There are other reports of higher gas mileages and lower emissions, but because the series is not in the United States, there are no official EPA numbers.
Of course, one does not win international competitions on engines alone (or even SMV competitions, for that matter). In addition to revamping the engine with diesel particulate filters and oxidizing catalytic converters, VW lengthened the last two gear ratios on its transmission. The bodies of the BlueMotion cars have also been updated with revamped spoilers, lowered suspensions, and more aerodynamic undercarriages. The result? A car that beat one of the most popular green cars in the world: the Toyota Prius, which gets about 50 mpg and emits 88g CO2/km according to the EPA.
“It is not necessary to add an electric motor and a heavy battery pack to achieve class-leading efficiency,” one judge said. “Based on Volkswagen’s common-rail diesel engines, the BlueMotion models are among the most fuel-efficient vehicles on the market. In fact, the Passat BlueMotion can travel just about 1,000 miles on one tank of fuel in the European cycle. As far as internal combustion engines go today, these models are the ultimate you can get.”
1,000 miles on a tank? Sign me up. Volkswagen has recently talked about bringing the BlueMotion cars to the United States, although I’ve yet to find an exact timeline or other info. Their reluctance to bring these cars to the US market (which is certainly hungering for environmentally-friendly cars) is likely due to our preconceived notions of diesels. Rather than super-efficient small vehicles, we tend to associate diesel engines with huge, powerful trucks spewing black exhaust. Audi has been trying to combat this image by marketing their clean diesel technology (remember the green police?) and perhaps they can help clear the path for the BlueMotion lineup.
I have a friend, J, who lives in San Francisco, arguably one of the more environmentally-friendly cities in the nation. Last spring, I jetted out West to visit her and was amazed by all the different forms of public transportation they have: buses, ferries, streetcars, cable cars, trains, you name it, they have it. While I was out there, we even hopped on a tandem bike and cruised across the Golden Gate bridge. Well, it wasn’t quite as simple as that; we nearly crashed three times within the first five minutes, got passed by other tandem riders at least twice our age, and dragged our butts only halfway across the bridge. The guys who rented us the bicycle were truly surprised to see us return relatively able-bodied.
While in SF, J and I also went on a GoCar tour. It was basically a tour of the city that was led by a “GPS-guided storytelling car,” which is almost like a microcar (it even has three wheels!). That was a ton of fun, even though our car’s GPS was broken and didn’t talk to us, let alone offer guidance, the entire trip.
While these might not be practical everyday commuting solutions, San Francisco has this public transportation thing down. And traveling with other people is a super way to reduce carbon emissions. San Francisco does a great job encouraging alternative forms of transportation and is often ranked as one of the best cities to commute in.
It’s not practical for all cities to be like San Francisco, and certainly not all people can live like that. But there are definitely things we can do to challenge ourselves to make our cities a little bit greener. Maybe bike to work on those nice days. (Worried about getting fit enough? Check out this blog for tips.) Hop on the bus (maybe even a hybrid if you’re in Madison) if you’re not in a big time crunch. Even just carpooling with friends or co-workers can reduce carbon emissions in your city.
Of course, there are lots of people who will argue that these small steps aren’t enough to do any good for the environment or anything else. And they’re probably right; at this point in time, we may need drastic measures to stop or reverse climate change and damage to the earth. But that doesn’t mean a single person’s actions don’t mean anything. Everything adds up, good or bad. So dust off that old two-seater bike and pedal away with your best bud. It might be a little perilous, but at least it’s something!