In the 1990s amid all the activities surrounding electric vehicles, there were natural gas vehicles (NGVs) being sold by automakers, primarily pickups and vans aimed at fleets. It was a good start for natural gas.
Unfortunately, the changing whims of federal regulations and alternative fuel implementation saw these well-executed light-duty trucks fall by the wayside, leaving only Honda in the factory-produced NGV market with its natural gas Honda Civic sedan.
Now that’s changing. Ford, GM, and Ram Truck have new natural gas vehicle offerings that are better than ever. Plus, major independent companies are retrofitting new fully-certified pickup and van models to natural gas in increasing numbers. Clean Energy Fuels subsidiary BAF, for example, recently completed its 20,000th NGV conversion.
Ford has developed F-250 and F-350 trucks equipped with the Westport WiNG Power System. These Super Duty pickup trucks feature this advanced, integrated, bi-fuel system on Ford’s 6.2 liter V-8 gasoline engine so it can operate on either CNG or gasoline.
What’s really surprising is the natural gas range of these pickups. Behind-the-wheel experience with a bi-fuel Super Duty pickup has achieved a natural gas driving range greater than 300 miles with an expected total driving range of 650 miles on both CNG and gasoline.
General Motors has been offering Chevrolet Express and GMC Savana CNG cargo vans with its Vortec 6.0-liter V-8 engines modified to operate on CNG only. It has now added dual-fuel CNG Chevrolet Silverado HD and GMC Sierra 2500 HD commercial pickup trucks to its natural gas choices for fleets and consumers.
Priced $11,000 above the base vehicle, the GM pickups’ CNG and gasoline tanks have a combined range of 650 miles. The bi-fuel pickups use a CNG dual-fuel delivery and storage system developed and installed by supplier IMPCO.
Dodge Truck builds its new Ram 2500 Heavy Duty CNG pickup on the assembly line rather than having the final stages of conversion completed off-site by a contracted converter. The pickup is powered by a specially modified 5.7-liter HEMI V-8 that runs on natural gas by default and then automatically switches over to gasoline when the on-board CNG supply is exhausted.
The bi-fuel Ram pickup incorporates two compressed natural gas storage tanks and an eight gallon fuel tank for gasoline, providing a combined 367 mile driving range. This formerly fleet-only vehicle is now being sold to retail customers.
This is all good news. Natural gas vehicles offer reduced CO2 and tailpipe emissions, achieve fuel efficiency nearly identical to gasoline counterparts, and use a domestic fuel that can cost a third less per gallon-of-gasoline equivalent.
As if it weren’t enough to set a land speed record at Bonneville in August, VW’s Jetta Hybrid LSR returned to the famous salt flats in October to best its own record of 185.394 mph with a new 187.147 mph achievement. And who thought four-cylinder engines couldn’t boogie?
The Southern California Timing Association’s (SCTA) H/PS land speed record fell to a specially-prepped 2013 Jetta Hybrid powered by this model’s turbocharged and direct-injected 1.4-liter TSI gasoline engine and electric motor. In this case, the powerplant was modified by Volkswagen R&D to about 300 horsepower.
SCTA’s production-car class also allows other strictly-controlled modifications, which enabled the Jetta Hybrid to run with special salt flat wheels and tires and lowered suspension. It also featured a stripped interior outfitted with a racing seat and harness, roll cage, and fire suppression system.
A-Salt Racing and Advanced Product Engineering handled project integration and other modifications, with implementation and final drivetrain calibration supported by the new Volkswagen Test Center in Oxnard, California. The car was piloted to its record runs by Motor Trend associate road test editor Carlos Lago.
Integrating photovoltaic cells on vehicles is nothing new. In fact, solar-powered race cars have been around for more than 25 years, proving that the power of the sun can indeed provide enough energy to propel a car down the road.
Of course, these cars are ultra-lightweight and plastered with solar cells on every conceivable surface, tasked with carrying just a driver at a constant speed.
While not practical for driving as we know it, they are valuable engineering exercises that helped move the bar in developing electric vehicle efficiencies. Just one example is GM’s Sunraycer solar race car, built under the guidance of the renowned master of efficiencies, the late Paul MacCready of AeroVironment, which won the World Solar Challenge in Australia in 1987.
Lessons learned were applied to the GM Impact electric car prototype – precursor to the GM EV1 – that AeroVironment built under contract for GM and was unveiled by the automaker at the 1990 L.A. Auto Show.
Solar panels were notably integrated on the hood and rear deck of Solar Electric Engineering’s Destiny 2000, an electric car upfitted from a gasoline powered Pontiac Fiero we test drove back in 1994. Today, Audi uses a solar panel on its top-of-the-line A8. Toyota offers an optional Solar Roof package for the Prius.
While some might think these can help power an electric car, their relatively low energy output can realistically do little more than trickle-charge batteries or, more appropriately, power low-demand ventilation systems while an electric car is parked to help keep interior temperatures cooler on hot days without draining the battery.
Today there’s a new champion of solar ingenuity on the road. The Fisker Karma plug-in electric hybrid luxury sedan features probably the most sophisticated solar roof ever offered on a production model, using the world’s largest continuous-formed glass solar panel on an automobile. Not only does it keep the Karma’s interior cool on a hot day, but also supplies electricity to the car’s 12 volt system used for starting and accessories, relieving the high voltage lithium-ion battery system from tapping energy needed for driving. This can increase range, though admittedly a small amount.
To create the large solar panel, 80 small monocrystalline cells are individually hand-laid under automotive safety glass to follow the contours of the roof. The solar panel has four electrically separate zones, each consisting of 20 cells in series. Each of the four zones incorporates MPP (maximum power point) tracking to optimize power output under various solar radiation angles and partial shading conditions. The splayed solar cell array design maximizes solar ray absorption under various lighting conditions, while the graphic accent running between the cells lends a unique and futuristic appearance.
A Karma driver can choose three solar power modes. In the Charging mode, as much solar energy as possible is stored in the battery. When Climate is chosen, solar power is used to ventilate the passenger compartment to reduce the effects of radiant heating. In the default Auto mode, the Karma will use solar power to maximize energy recovery and usage.
On a typical day, the solar panel supplies 0.5 kilowatt-hours of electricity. When used for battery charging, Fisker says over the course of a year that translates to maybe 200 emissions-free miles. That’s free energy, for sure. But how meaningful is that in the scheme of things? Like others before it, the Karma’s solar roof – with its imposing look and obvious green credentials – is a step in the right direction, showcasing innovation and yet another way to embrace renewable energy. It is an environmental friend, with benefits…but it’s hardly a statement that solar powered, highway capable cars are upon us. Still, free energy is, well…free energy…and we like it.
Let’s begin here: This is an excellent car, made all the better since it produces near-zero tailpipe emissions and runs on natural gas, a domestically-sourced alternative fuel. That should get the attention of a lot of drivers out there. It certainly gets ours.
The Honda Civic Natural Gas – Green Car Journal’s 2012 Green Car of the Year® – is part of our long-term test fleet and continues to impress. Based on Honda’s best-selling Civic compact sedan that was completely redesigned for 2012, the compressed natural gas (CNG) version is mainstream-stylish, comfortable, and fuel efficient.
We’ve been intrigued by Honda’s Civic natural gas program since this vehicle began serial production at the automaker’s Ohio assembly plant in 1998. It is a pretty amazing car, built alongside its conventionally powered cousins on the same line, but with the unique components that enable it to operate on clean natural gas – a high-compression engine with hardened valves and other natural gas-specific hardware, special lines and fittings, a pressure vessel instead of a gas tank, and so on. It may be equipped with different components, but in the end the natural gas variant drives like the gasoline Civics that leave the plant.
This is a good thing since ‘transparency’ is important. While most drivers may want more environmentally-conscious vehicles, they tend to also want ones that are familiar in most ways. The 2012 Civic Natural Gas model we’ve been driving will, over time, show us how well Honda has accomplished this job.
Clearly, there are some important distinctions. First, no gasoline is burned. Instead, compressed natural gas (CNG) – the cleanest burning fossil fuel and one found in abundance in the U.S. – fuels this car, and at about a buck less per gallon equivalent than gasoline. It runs so cleanly the Civic Natural Gas is rated by EPA as the cleanest internal combustion engine vehicle on the market.
Refueling is done with a compression fitting rather than a nozzle, with a sealed system dispensing gaseous fuel from a familiar-looking pump. Our fueling experiences at the local JB Dewar fueling station in San Luis Obispo, California, which offers the only public access CNG pumps in town, are straightforward and take less than five minutes.
The natural gas variant’s 1.8-liter engine delivers 110 horsepower – 30 less horsepower than the gasoline version – although the difference isn’t really noticeable during the daily drive. Several thousand miles behind the wheel bear this out. Engaging the ECON function helps mpg but does diminish throttle response, so entering interstates may be best done with ECON off. With ECON on or off, though, the Civic Natural Gas provides the kind of solid driving experience we can appreciate.
Driving on an alternative fuel brings its own distinct advantages. But what about fuel economy? We’ve averaged better than 36 highway mpg on a recent tank with another tank in city driving averaging 26 mpg. This was done in ECON mode, with Honda’s ECO Assist system engaged to modify engine operation and other power-using systems to increase driving efficiency.
The Civic Natural Gas test car we’re driving offers an array of welcome features including Honda’s navigation system, which bumps the price up $1,500 from this model’s base MSRP of $26,155 to $27,655. We’ll continue to share our driving experience with this clean-running sedan in future posts.
At a class-leading 59 mpg, the latest iteration of the conventionally powered Nissan Note ekes out the kind of efficiency that gets our immediate attention. And why wouldn’t it? The newly revised global compact car has sold over 940,000 copies worldwide since its launch in 2005, which means we’re looking at the kind of mass-market hatchback that can make a dent in fuel use and CO2 emissions.
There’s a lot of goodness in the Note. Nissan has aimed at taking ‘small’ to a new level of desirability by exploring the full potential of compact cars, expending significant effort in providing an appealing design and advanced technologies you wouldn’t necessarily expect in a B-segment car.
For example, the Note offers Nissan’s Around View Monitor to help take the stress out of reversing and parallel parking, a system included for the first time in a compact car. A revamped body structure also enabled Note designers to provide an interior more spacious than one would expect in this segment, with higher quality materials.
Two new engines will be available to customers in Japan, including the supercharged and direct injected three-cylinder HR12DDR (DIG-S) and the HR12DE, which has received acclaim in the Nissan March. Combining the compact and lightweight, next-generation XTRONIC continuously variable transmission with the automaker’s Idling Stop System in the newly-developed HR12DDR delivers the milestone fuel economy mentioned and an enjoyable driving experience.
The new Note’s credentials are impressive – unexpected technology for the class, light weight, great aerodynamics, and hybrid-like fuel economy without the premium cost of a hybrid. When it comes here to American highways, there will be changes from the Japanese and European variants, as is always the case. Those will include some subtle design differences and the types of engines used. Let’s just hope that Nissan sees the U.S. as accepting of engines that achieve the rarefied fuel efficiency that’s enjoyed by the Note in the automaker’s Japan home market.
The 2013 ILX Hybrid is an important car for Acura. As the automaker’s first-ever hybrid, it signals an intent to go the way of luxury competitors like Lexus, which has been integrating gasoline-electric hybrid drive into its models for years now, or Infiniti, which has also entered the market with its M Hybrid. Plus, there’s the imperative to attract first-time luxury buyers to the Acura fold, and is there any more powerful way to do this than with energy efficient, environmentally-conscious hybrid?
There’s plenty of advanced technology to draw upon from the Honda camp, and this is just what Acura has done. The Acura ILX is built on the Honda Civic platform, so use of the Civic Hybrid’s 1.5-liter engine, integrated Motor Assist (IMA) electric motor, and continuously Variable transmission (CVT) powertrain is a natural.
In this application changes are made in engine/motor control to provide a driving experience more in tune with that expected by luxury buyers. EPA estimates ILX Hybrid fuel efficiency at 39 mpg in the city and 38 mpg on the highway. Conventionally-powered ILX variants with 2.0- and 2.4-liter engines achieve 24/35 and 23/31 city/highway mpg, respectively.
There are some important differentiators between the ILX and the Civic, as one would expect of an upscale luxury model. The ILX is slightly longer, wider, and lower than the Civic with a sleeker and more aerodynamic design. It also features standard foglights and a rear decklid spoiler.
Its well-appointed interior is sportier than that of the Civic and offers smart-looking instrumentation, a multi-information display, Pandora internet radio interface, a USB port, and an SMS text messaging function. A keyless access system with pushbutton start are standard fare. The cabin is also better isolated from the noisy world outside with thicker window glass, improved insulating materials, and more luxuriously tuned suspension.
Stepping up to the model’s Technology Package adds in a host of desirable features including navigation with AcuraLink real-time traffic functionality and traffic rerouting, a nod to increasing driving efficiency that can save time and conserve fuel. Cabin sounds also improve with a 10 speaker, 415-watt ELS surround sound system featuring XM Radio, CD, DVD-Audio, MP3, DTS player, and 15GB HDD media storage. A HomeLink programmable transmitter is also part of the package.
The five-passenger ILX Hybrid has an MSRP of $28,900, which presents a reasonable gateway to the premium Acura brand. The Technology Package adds $5,500 to the purchase price.
With the greatest growth in the luxury market expected to be with entry-level products, it’s an imperative for Acura to come up with aspirational models that speak to the upscale desires of a new breed of luxury buyers who place value, styling, and environmental responsibility at the top their priorities. We believe they’ve done just that.
Forty-five years after its introduction of the innovative Wankel rotary engine in the Cosmo 110S sports car, Mazda continues breaking tradition and doing things its own way. A prime example is Mazda’s integration of its SKYACTIV suite of fuel saving and performance technologies in its all-new models. Essentially, the SKYACTIV philosophy embraces the notion that you needn’t sacrifice performance to achieve great fuel economy. It’s a systemic design philosophy that encompasses nearly every part of a vehicle from engines and transmissions to body and chassis design, and aerodynamics to lightweight technologies.
Mazda is prepared to go big time with its SkyACTIV technology because of growing consumer demand. In fact, its momentum is assured with the automaker's recent decision to double the production capacity of its Hiroshima engine plant that produces SkyACTIV-G gasoline and SkyACTIV-D diesel engines, with volume increasing from 400,000 to 800,000 units annually starting this October.
The first appearance of SKYACTIV technology was in the updated Mazda3 SKYACTIV that debuted in the 2012 model year. Since the full suite of these high-efficiency technologies is intended to be part of new Mazda models from the very beginning of the design process – and the 2012 model was a mid-generation freshening and not a complete redesign – most, but not all, SKYACTIV technologies have been incorporated in this latest Mazda3. We spent time behind the wheel of this sprightly package and came away impressed.
The Mazda3 SKYACTIV is powered by a high-compression 2.0-liter dual overhead cam four-cylinder engine. With a 12:1 compression ratio and gasoline direct injection, the engine produces 155 horsepower at 6,000 rpm and 148 lb-ft of torque at 4,100 rpm. Pumping losses are minimized by dual sequential valve timing for greater efficiency. Both six-speed manual and six-speed automatic transmissions are available.
We generally prefer a manual in a sporty car like the Mazda3, but have to admit the automatic proved surprisingly positive and fun to drive. Fitted with the SKYACTIV-G (Gasoline) engine and six-speed automatic transmission, the 2012 Mazda3 offers EPA estimates of 28 mpg city and 40 mpg on the highway. During our week with the car, we observed a combined average in the mid-30 mpg range. On the highway with just a few frugal driving techniques, we found it possible to keep with the flow of traffic and push mileage well into the mid-40 mpg range. That’s hybrid territory. In sixth gear with a light touch on the accelerator, the 2.0-liter simply isn’t working very hard. The Mazda3 has a generous 14.5 gallon fuel tank so cross-country missions won’t require many fuel stops.
True, 40 mpg choices are growing each year, but few can deliver the Mazda3’s smiles-per-gallon when the road throws more than a few curves your way. The twisty two-lane rural roads on our usual Southeastern Ohio test routes proved to be a blast in the Mazda3. It only takes a few apexes to forget you’re behind the wheel of an ‘economy’ car. The 3’s steering response is precise and confidence inspiring, and there is considerable road feel through the well-tuned chassis and suspension.
The ride is a bit on the firm side, but any highway harshness is soon forgotten when the road ahead gets interesting. Acceleration is satisfying, too. We recorded a 0-60 mph time of 7.7 seconds with the automatic transmission. Importantly, the SKYACTIV-G delivers solid low and mid-range torque, so you don’t need to rev it much during normal acceleration to maximize fuel economy.
Affordability is part of the equation. The Mazda3 iTouring with the SKYACTIV-G engine and manual transmission is available at $18,450, or $19,300 if you prefer the six-speed automatic. The 2012 Mazda3 SKYACTIV embodies efficiency and fun, a true 40+ mpg car that delivers a heavy dose of ‘Zoom-Zoom.’
Automakers are stepping out in a big way to showcase their advanced models and concepts at nontraditional venues. The 2012 Dwell on Design Show in Los Angeles is the most recent example of how cars and lifestyle are intertwined. We’ve seen this for years at sporting events and other non-auto-specific venues, but the pace has accelerated as well as the outreach. The past few Consumer Electronics Shows – that industry’s leading showcase of everything electronic – has gone beyond its usual tie-in with automobiles, featuring automaker keynotes and concept vehicle unveilings that emphasize the influence advanced electronics have in our modern cars.
The connection at Dwell on Design, the West’s largest modern design show by Dwell magazine, is clearly understandable: Consumers attending Dwell on Design who seek ideas and cool stuff to outfit their homes and outside environs mostly arrive by car…and are likely to have one or two more cars at home. Plus, a major focus at Dwell is fine design, and it’s no secret that styling and design are major purchase influencers at new car showrooms.
It’s also not lost on automakers that a vehicle is typically a household’s second-largest purchase, following their home. For many apartment dwellers and renters, it is their largest and most significant purchase. Dwell on Design brought in these consumers by the thousands, surpassing last year’s record attendance of 23,000 halfway through its three-day run. This was good news for Infiniti, the show’s presenting auto sponsor.
Infiniti had a major presence at this year’s show with its all-new JX crossover, M Hybrid, and elegant LE electric concept. The high-tech, all-electric LE concept was fresh from its recent unveiling at the New York International Auto Show so this West Coast showing was important.
The Infiniti LE not only features the kind of design aesthetics ideal for style-conscious, trend-setting Dwell on Design, but also stirs the imagination with unique features like its wireless charging technology. This advanced, cable-less system uses Infiniti’s Intelligent Park Assist to perfectly position the car over a floor-mounted wireless charging pad for effortless charging. A version of the Infiniti LE concept will emerge as a production vehicle in 2014.
In another example of innovative electric vehicle charging, the Dwell Outdoors exhibit area showcased a Nissan LEAF charging beneath an LSX Canopy solar carport by Dwell on Design 2012 Energy Design Award winner Lumos Solar.
The alignment with homes and autos continued right outside the main doors of Dwell on Design with the Green Car Tour ride-and-drive presented by Green Car Journal and CarsOfChange.com, where attendees could sign up to drive an array of advanced and efficient vehicle models.
This second annual ride-and-drive at Dwell on Design featured diverse advanced automotive technologies and fuels, including electric, extended range electric, hybrid, hydrogen, and biodiesel. In keeping with the design theme of Dwell on Design, among these were some of the most elegant and stylish vehicles on the market today including such desirable luxury ‘green’ models as the Fisker Karma electric sport sedan, Acura ILX Hybrid, VW Touareg Hybrid, and Infiniti M Hybrid.
Electric vehicles played a big role at this Green Car Tour ride-and-drive. The Chevy Volt extended range electric vehicle – Green Car Journal’s 2011 Green Car of the Year – was on hand for attendee and media drives, along with the Ford Focus Electric and CODA electric sedan. CODA just recently began deliveries of its electric sedan to customers so the ride-and-drive provided a welcome opportunity to experience this new automaker’s products.
One of the challenges with extended range electric vehicles like the Volt is helping consumers understand how this exciting advanced powertrain technology functions and its ability to seamlessly fit their lifestyles and environmental goals. The ability to get behind the wheel of a Chevy Volt and experience it first-hand is important, and enlightening. Understanding how electric vehicles are charged is also important, and Ford attended to this by demonstrating charging of its Focus Electric with a Ford-branded, 240-volt Leviton Level 2 charger at the ride-and-drive.
Clean diesel’s role in bringing higher fuel efficiency and lower CO2 greenhouse gas emissions to our highways was showcased by Audi’s 42 mpg A3 TDI and VW’s 43 mpg Passat TDI, the former Green Car Journal’s 2010 Green Car of the Year and the latter one of Green Car Journal’s Top 5 Green Cars for 2012.
Both models run on conventional ultra-low sulfur diesel fuel but are approved for operating on up to B5 biodiesel. VW is currently working with two California biofuel producers, Solazyme and Amyris, in a year-long demonstration to explore the role that renewable biodiesel fuel can play in displacing petroleum and decreasing emissions.
While readily-available production models dominated the field of 19 ‘green’ vehicles at the Green Car Tour ride-and-drive, Audi and Mercedes-Benz also fielded exciting advanced technology cars that share future product plans. Audi’s A3 e-tron, an all-electric variant of the popular Audi hatchback, was on hand to showcase an important part of this automaker's electric e-tron development program. The A3 e-tron is part of an electric vehicle pilot program that’s unfolding in San Francisco, Los Angeles, Washington D.C., and Denver.
Mercedes-Benz also brought its advanced F-Cell, a five-door, four-passenger hydrogen-electric car offering a 190 mile range. The car’s fuel cell electrochemically converts hydrogen into electricity without combustion to power the vehicle’s electric drive wheels. Mercedes is currently conducting a limited lease program of 36 F-Cells in Northern and Southern California.
In an interesting sidebar, it was clearly evident how important electrification is to the auto industry as it looks forward. Of the 19 vehicles fielded at the Green Car Tour ride-and-drive, 11 were exclusively or primarily electric drive, six were ‘conventional’ hybrids, and two clean diesel.
And the most popular car to drive at this year’s Green Car Tour at Dwell on Design? While all the vehicles at the ride-and-drive were popular, there’s little doubt the Fisker Karma extended range electric car had the most consistent lines of attendees waiting for their chance to get behind the wheel. Designed by Henrik Fisker, former head of design at Aston-Martin, BMW, and Ford, the Karma elicited more thumbs-ups and shout-outs than any car we’ve ever driven during our test drive in L.A. a few months back. It was no different here.
After fuel shortages and long gas lines during the 1973-74 oil crisis, there came the wake-up call that greater fuel efficiency is important. Along with smaller cars, some automakers responded with basic mpg meters that could help drivers learn to drive more efficiently. These faded away after a time as fuel prices dropped and efficiency took a back seat to performance and safety.
Now they’re coming back with a vengeance as automakers are including a new generation of smart fuel efficiency computers in more new car models. It’s a popular feature that can help coach drivers to become more efficient behind the wheel. Importantly, with the price of gas today high and climbing higher, better efficiency directly translates to spending less money on the daily drive. Plus, automakers are getting our attention with the increasingly creative ways in which efficiency information is displayed.
Ford offers one innovative example. In an aircraft, the bright and colorful instrument panel in the Ford Fusion Hybrid would be called a ‘glass cockpit’ display. The use of high-quality LCD panels on each side of the speedometer enables Ford to graphically display vehicle information in an easy-to-read and fun way. It also allows a driver to customize and select information that’s meaningful for the driving conditions at hand. Drive efficiently and the SmartGauge display will even grow leaves on a tree to show you’re being kind to the environment.
How do fuel computers do their magic? The basic functionality is really quite simple. A car’s computer monitors fuel flow to the engine and calculates mpg by the speed the car is traveling. The mpg function is often built into a trip computer display, although some have more elaborate displays with fuel economy averages and graphs of past average mpg achieved. You can manually reset average fuel economy during a drive or when you fill up. Fiat’s eco:Drive USB port even allows downloading an array of operating data to a memory stick so driving habits such as acceleration, deceleration, gear shifts, and speed can later be analyzed on a personal computer, with recommendations on how to modify driving style for greater efficiency.
That kind of look-back information is helpful. But this is only an indication of the car’s overall fuel economy trend. When it comes to improving driving efficiency what you’re really looking for is an instant fuel economy reading.
Instant fuel economy information provides real-time positive or negative feedback that can be used to fine-tune driving style. While an instant fuel economy reading may have a slight delay, most are responsive enough so you can tell what kind of impact any movement of your right foot is having on gas mileage. Monitoring this number is a great way to train yourself to drive with a lighter and smoother touch on the accelerator pedal.
Driving for maximum mpg is fun and satisfying, especially when you figure how much money is being saved by driving more efficiently. Have an aversion to crunching the numbers? Doing the cash calculations for you is the next logical step.
In fact, the fuel computer in the new Prius c does just that. It calculates and displays on a Thin Film Transistor (TFT) screen the amount of money you’re saving as encouragement to drive more conservatively. Connecting fuel-efficient driving with conserving cash has never been easier.
It’s tough to be an emerging automaker…really tough. Just ask the scores who have tried and failed. Fisker Automotive is helping change that dynamic with the successful launch of its Fisker Karma and delivery of 1,000 vehicles to date, generating over $100 million in revenue in the first four months of 2012 alone. The Karma, an electric vehicle with extended range, offers up to 50 miles of driving on battery power and an additional 250 miles of electric driving using electricity created by its on-board gasoline engine-generator.
Henrik Fisker has enjoyed quite a storied career in the auto industry, leading the design efforts of large and well-respected automakers while creating some of the most stunning cars on the road. Picture the Aston Martin DB8, Aston Martin V8 Vantage, and BMW Z8 Roadster, to name a few. Yeah, those cars. Fisker was creative director at Ingeni, Ford’s London-based design and creativity center, and also director of Ford’s California-based Global Advanced Design Studio. He served as design director and member of the Board of Directors at Aston Martin and was president and CEO of BMW design subsidiary DesignworksUSA.
All of this has led the Denmark native to his current prominence as co-founder, executive chairman, and chief designer at Fisker Automotive in car-centric Southern California. While Henrik Fisker seems to be in motion all the time, editor and publisher Ron Cogan was able to find some quiet moments with the entrepreneur just a week before his introduction of the company’s second model, the Atlantic, to discuss his activities and future plans.
Ron Cogan: What prompted you to launch your own company?
Henrik Fisker: “I had a career that went beyond my own expectations as a kid. I couldn’t even imagine being able to design a car that would be in a James Bond movie. When you reach those type of heights you just feel the need to do something more. After working at BMW and designing the Z8, I felt that maybe there’s something else I can do in the car industry that goes beyond working in the corporate world.”
RC: You could have gone in many directions with the Karma but chose to go with an extended range electric powerplant. Why?
Fisker: “I felt that to truly be successful, we needed to create an uncompromising, environmentally friendly vehicle. The world doesn’t really need just another car with just another gasoline engine in it, even if it’s a supercar. So for me it was about creating a whole new lifestyle brand and a whole new type of vehicle.”
“When we looked at consumer behavior, we found that the ideal would be a car like the Karma that you could drive about 30 to 50 miles in a pure electric commute, not using a drop of gasoline. You make a strong statement that you are for energy security and against the import of foreign oil. But on the weekends you can jump in this car and go on a road trip somewhere if you feel like it. It gives you the comfort that if you forget to plug in or you’re driving a bit longer today, if you run out of electricity the gas engine automatically turns the generator and creates electricity while you’re driving. You have that peace of mind and there’s no range anxiety.”
RC: Many companies have aspired to create modern electric cars for the mainstream auto market, and almost all have underestimated the enormous effort and cost involved in doing this successfully. What sets Fisker Automotive apart?
Fisker: “One billion dollars…”
RC: Really?
Fisker: “It’s a little over a billion dollars in private funding, actually. And of course you have the Department of Energy loan, but we’re seeking additional capital to pay off that loan. We don’t really want to be entangled in all the political issues that surround the Department of Energy and whether they should, or should not, give loans out. So we’re trying to separate ourselves from that. It was a great idea, but it’s become a very hot political topic and there are some restrictions associated with it, so we would rather be free to act as an independent company without that loan.”
“We have seen that people truly believe in this company, that it has enormous potential. Venture investors don’t invest for fun. They invest because they want many, many times the return. They obviously see a huge potential in our company, and that’s not just about the technology. It’s about the brand. It’s the fundamental idea of creating a lifestyle brand that’s about responsible luxuries and caring about being environment friendly, or about energy security.”
RC: What else makes Fisker Automotive unique?
Fisker: “We have also built up an amazing international automotive team here from some of the best people all over the world. We just hired probably the best automotive CEO in the world, Tom LaSorda, who is running the day-to-day business. He obviously is a master in manufacturing, quality, supply, and everything else that you need to grow a business.”
“The fundamental thing about the car industry is that you cannot survive as a tiny company. You need a very clear strategy how to become quite a big car company to survive, and that demands stellar people, an infrastructure, money, and a clear vision – not just for a car but for a range of cars. You cannot survive on one car. You can’t create a brand and you can’t create a dealer infrastructure, because they need multiple models to make money. We have set up a sales organization with over 100 dealers worldwide already and we’re constantly expanding that. You need these dealers to buy into the company and you do that by having a future model range. It takes a lot of things to build a successful car company…not just a car. It’s simply not enough.”
RC: So this is what’s required to get in the game?
Fisker: “There was a moment in time four years ago, when we started, that was sort of the perfect storm. You had several big companies going bankrupt, and that gave us an opportunity to emerge with something completely new when everybody else was almost completely exhausted. People were looking for alternatives. We were able to attract capital from those that also saw an opportunity for something new to come forward. On top of that, we were able to buy our factory from General Motors after they went bankrupt for only $20 million, which now would probably cost somewhere between $500 to $700 million. Those things aren’t going to happen again. I don’t think even venture firms are going to invest again in new car companies because there was also a moment in time when nobody had started with this new technology.”
RC: How has founding your own automotive brand changed you?
Fisker: “When you found your own company you find that everything matters, 24 hours a day. In any job there is a point where you just are too tired and you simply say, ‘now I need some rest,’ and you leave, or you go home, or you sleep. But when you have your own company you don’t really do that, at least until you know you can hand it over and someone’s doing it. If not you have to do it yourself…so that is a dramatic difference.”
“I think the way it changed me was really my realization that there is practically no difference between my private life and my business life. It is one. Wherever I go, I always talk about the car if I can. There’s probably a blurry line between business meetings and not, because everything is business meetings. You have to enjoy it…that’s kind of the thing. And I do love it. I have a fantastic time. I’m not paying so much attention right now that I founded the company or my name is on the car. I’ve been too busy and we still have a lot of work to do. It’s clear that it is unique to have founded an automotive brand as it happens very rarely.”
RC: What’s your most memorable moment in launching the company?
Fisker: “When we pulled the cloth off the first Karma show car at the Detroit Auto Show in 2008. That was quite a fantastic moment because, to my surprise, I think we had about 100 journalists storming up on the stage and all around me. Here we were, you know, showing just a show car. But it was very exciting for the automotive industry because everything was very gloomy, and yet here comes a new car. So that was a very, very memorable moment.”
RC: I recall being at the Washington Auto Show and seeing future Fisker Karma owner Colin Powell admiring the car at your exhibit. What other notable Karma owners are there?
Fisker: “It’s out there that Ashton Kutcher bought a car. Justin Bieber was given a car by his manager. Leonardo DiCaprio drives a Karma. The Prince of Holland and the Prince of Denmark drive Karmas. We have quite a lot of interesting people driving the car.”
RC: Why do you feel buyers like this are attracted to the car when they can really have anything they want?
Fisker: “It is, first of all, a beautiful car and it’s great to drive. It also makes such a strong statement about who you are as a person and what you stand for, what you believe in....in my view in a very honest way. What I mean by that is it’s not always so believable if you see a millionaire or a super wealthy person – a famous person – drive around in a $20,000 car. It’s almost like they want to show the world how much they sacrifice. Whereas someone who’s driving around in a Karma…it’s clear that person has the money and they want to drive a nice, luxurious, sporty car that’s good looking. It’s a true, honest statement.”
RC: So luxury, eco-performance, and no sacrifices?
Fisker: “The Karma goes beyond any small ‘sacrifice’ car, in a sense that our vehicle actually is more environmentally friendly in many areas than any small car. For instance, all our wood is reclaimed here from the U.S., out of California fires or from Lake Michigan. We don’t cut down any trees in Brazil or anywhere else. We use extensive recyclable material throughout the car. One example unique to us is our paint, which uses recycled crushed glass instead of metal flakes to give it that metallic effect. And we have the world’s largest solar roof.”
“It’s an extremely important message that people are sending when they buy this car. They are truly showing that they have a lifestyle where they care. They’re about responsible luxuries, about the future of our planet, and I think about a future of living in a peaceful world where we’re not relying on foreign oil. I think that’s why you have these wealthy celebrities attracted to it, because they also feel they can be a good example with this car. I think people who have done well in this world probably feel some obligation to be a good example.”
RC: What are you focusing on next?
Fisker: “Obviously, the Karma because that is building the brand. I am personally going to be engaged in marketing and PR because we have to create brand awareness all over the world. I’m going to do a lot of that specifically in Europe as we grow the market there. After that it’s going to be the Middle East and Asia.”
“Also, following the internal design development of our future vehicles and making sure all of that stays on track, of course. Then there’s our next vehicle, which is about the size of an Audi A5 and more of a family sedan, priced well below the Karma. It’s extremely beautiful, sporty, and dramatic for the segment. On this new platform we’ll spin off several new models in the future as well. Beyond that we definitely have grand plans for the future, moving into other segments and really growing ourselves into becoming a large carmaker that eventually produces 100,000 cars a year. And we have a couple of interesting secret developments happening with some strategic corporations we are working with on the Karma as well. So we have a lot of parallel things going as we are moving forward.”
RC: Is the market ready for Fisker plug-in vehicles?
Fisker: “In every other product area in the world, you have new brands constantly emerging, whether it’s a pair of jeans, a cell phone, or a television…except for the automobile. We have been used to the same old brands for generations and I think there is a new generation that needs a fresh breath of air.”
The compact Chevy Cruze is one of GM’s top selling cars in the U.S. and its best-selling car worldwide. Now, with a clean diesel option coming to the 2013 Cruze in the States, GM is signaling its intent to become an important player in the U.S. diesel car market, which has traditionally been dominated by German brands for years due to diesel’s popularity in Europe.
GM is no newcomer to diesel-powered models. The automaker sold more than a half million diesel cars in markets around the world in 2011 alone, 33,000 of these the automaker’s diesel-powered Cruze. They’re just not sold here in the states.
Why? There is a long-held perception in the U.S. of ‘dirty’ diesel stemming from decades of soot-spewing big rigs and buses, plus – if you’re old enough to remember – some pretty bad domestic diesel cars that followed the gas shortages prompted by the 1970s Arab Oil Embargo. Even the ‘good’ diesels of those days like the popular Mercedes-Benz 240D were not a poster child for soot-free, spirited driving (we know…we owned one). Many automakers’ have viewed the U.S. as a potentially interesting but immature diesel market, a reasonable take given our longstanding preference for conventional gasoline internal combustion cars and our focus on performance.
Things change slowly, but the dynamic is changing. The mandated nationwide availability of ultra-low sulfur diesel (ULSD) fuel here in recent years, plus the auto industry’s significant research and development that’s created cleaner and ever-more efficient diesel powerplants to run on ULSD, is having an impact. While the Honda and Toyota diesels that were promised for the U.S. in recent years have yet to appear, Volkswagen and Audi have been driving diesel product in the U.S. with enthusiasm and are meeting with quite a bit of success. In fact, the Volkswagen Jetta TDI and Audi A3 TDI were Green Car Journal’s 2009 and 2010 Green Car of the Year winners, respectively. Mercedes-Benz and BMW have also brought exceptional diesel models to American highways in recent years.
Offering the diesel Cruze in America illustrates the growing importance of diesel as a forward-looking fuel efficiency strategy. While domestic pickups have long offered a choice of diesel power because of this powerplant technology’s massive low-end torque and its ability to easily handle heavy-duty hauling and towing, we haven’t seen this same kind of diesel commitment for passenger cars from domestic brands. The new generation passenger car diesels are changing this because they are worlds apart from the noisy truck-like diesels so familiar in pickups, providing a quiet, clean-running, and a satisfying driving experience. The gasoline Cruze available in the U.S. – already an efficient choice with EPA rated fuel efficiency up to 42 highway mpg – could see that number rise to at least 50 mpg in diesel trim.
The Cruze represents a logical application for GM's passenger car diesel technology in the U.S. This popular sedan features a sporty coupe-like shape courtesy of a design that plants the wheels far forward and rearward with minimal overhang, emphasized by a steeply-raked windshield and arching roofline that flows to a short rear deck. Riding stock options include 16, 17, and 18 inch wheels and tires. Chevy’s signature two-tier grille and gold bowtie logo make the car instantly recognizable up front. Inside, the Cruze features a twin-cockpit design and an integrated center stack housing an infotainment display with radio and climate controls. The instrument panel is backlit with light-emitting diode technology.
GM designed the Cruze with a strong body structure and chassis system more precisely tuned for comfort and driving control. The aim is a driving experience expected of a larger sedan with the greater efficiencies achievable in a more compact car. The Cruze brings to the party an array of standard features like air conditioning, OnStar with an initial six-month subscription, six-speaker stereo system with MP3 playback capability and auxiliary plug, and a trial subscription to SiriusXM Satellite Radio. Varying trim levels and options include voice-activated route guidance and eNav service, keyless entry and keyless start, Bluetooth phone connectivity, USB port, cruise control, steering wheel-audio controls, and much more. Safety is well looked after in the Cruze with standard StabiliTrak electronic stability control with traction control, 10 standard airbags, and a five-star safety rating.
Presently, the Chevy Cruze is available with a choice of two efficient four-cylinder powerplants and either a six-speed manual or automatic transmission. Details on the coming clean diesel variant and its specific amenities have yet to be released. Like you, we’ll look forward to this in the coming months and will share what we find.