This article is obtained from this link.

Wide variations remain in the average distance between electric car charge points, with some drivers facing distances of up to 47 miles (76km).

North Devon has the longest average distances between public charging points, according to Department for Transport statistics.

The RAC said there was “some way to go” before users would be cured of “range anxiety”.

The average distance between charging points in England was 3.8 miles (6km).

It compares with an average distance between petrol and diesel filling stations of one mile.

In North Devon, the average distance between public charging points can be between 18 and 47 miles. Barrow-in-Furness in Cumbria has average distances of up to 37 miles (60km).

The RAC says the furthest distance between petrol stations in the UK is 19 miles, for drivers in Applecross, West Scotland.

Rise in use

According to the Society of Motor Manufacturers and Traders, 17,000 hybrid and electric cars left UK showrooms in March 2016, compared with 1,354 in the same month in 2006.

Go Ultra Low, the joint government and car industry campaign to get drivers to switch to electric vehicles, said year-on-year sales were up 23%, with more than 115 electric cars registered every day in the first quarter of 2016, equivalent to one every 13 minutes.

• 1 mile average distance between filling stations
• 3.8 miles average distance between charging points
• 106.41p Price per litre for unleaded petrol
• 96p Typical cost of charging an electric car

Dear students,

Here is an example of a job offer for the software project manager post.

The following requirements are obtained from this link.

Software Project Manager

Job Description

The following article originates from here.

“The Week that Electric Vehicles Went Mainstream,” is how Tesla Motors headlined its blog post last week, citing more than 325,000 pre-bookings for the Model 3 electric car it launched on March 31. “[That] corresponds to about $14 billion in implied future sales, making this the single biggest one-week launch of any product ever,” the company boasted. Deliveries are set to begin in 2017.

Tesla may well be on the way to mainstreaming the electric vehicle market for itself and its competitors. In addition to the wide appeal the Model 3 seems to command, several other aspects point to a potential journey away from a niche market for Tesla. The car’s $35,000 price tag is half the price of the Model S ($75,000) and the Model X ($80,000). Bookings for the Model 3 have surprised even Tesla’s founder and CEO Elon Musk, coming at a time when gasoline prices are low.

“Electric vehicles increasingly are being seen not necessarily as green or as a way to save on fuel costs, but as incredibly powerful, with amazing acceleration, and fun to drive,” said Wharton management professor John Paul MacDuffie, an automobile industry expert. In fact, he noted that the organizers of the Formula One auto races (Fédération Internationale de l’Automobile, or FIA) have launched a separate series for electric vehicles called the Formula E. Even the Formula One cars are all hybrids, combining the high acceleration of electric vehicles with traditional engines, he noted.
Wesley R. Hartmann, marketing professor of management at Stanford University, said the Model 3 “is the make or break for whether the electric vehicle market will take off and whether Tesla will be a critical part of it, as opposed to being a niche player.”

MacDuffie and Hartmann discussed Tesla’s Model 3 and the challenges the firm faces in tapping the mainstream market on the Knowledge@Wharton show on Wharton Business Radio on SiriusXM channel 111. (Listen to the podcast at the top of this page.)

Kudos Flow In

MacDuffie said it was “telling” that Carlos Ghosn, chairman and CEO of Nissan of Japan and Renault of France, has welcomed the Model 3 bookings, “because it suggests a growing and enthusiastic market for these vehicles.”

MacDuffie also noted that bookings have been strong despite low gas prices, indicating that gas prices are not the primary driver of demand for electric vehicles. “People buying a $70,000 to $110,000 car aren’t worried about what they pay out at the gas pump,” he said. “If the demand exists even with gas prices being low, it is [because] of that repositioning away from just an environmental pitch.”

Hartmann said the enthusiasm for the Model 3 “speaks to what Tesla has been able to communicate to the market in terms of the products they can develop and how much people would want those.” He likened it to “people lining up to get” the latest Apple iPhones.

“Electric vehicles increasingly are being seen not necessarily as green or as a way to save on fuel costs, but as incredibly powerful [and] fun to drive.”–John Paul MacDuffie

MacDuffie put the pre-bookings for the Model 3 in perspective. The $1,000 down payment that Tesla requires is not an order commitment and is a refundable deposit, he noted. “But it is an extraordinary interest-free loan to Tesla to get in the queue and to have the bragging rights of being early to get a hot product,” he said.

Braving New Competition

If other automakers are keenly watching the progress of the Model 3, they would want to jump in, too. “What if competitor products are available earlier and they are good [and] well-priced?” asked MacDuffie. That could affect Tesla’s bottom line, he noted, but “if it’s a growing market, there should be room for everybody.”

Wharton marketing professor Americus Reed is optimistic for Tesla. “Tesla will be fine because it is a strong brand that is positioned as and is seen as very different from the other car manufacturers’ attempts at creating an electric car,” he said.

Reed added that Musk’s own brand image has also helped build a moat around Tesla. “Part of [Tesla’s] brand is a clear futurist visionary who himself is changing the world,” Reed noted, referring to Musk’s other roles as the founder of space transportation company SpaceX and co-founder of solar power company SolarCity.

“[Musk] is this larger-than-life character who makes you think of — in the computer industry — Steve Jobs, but [also] in the early auto industry history someone like Henry Ford,” said MacDuffie. “[Their] charisma and the boldness of their vision had an influence on people.”

Even so, questions persist about whether Tesla can pull it off, MacDuffie added. “The big question is: Can they really scale it up? What will the model look like when [the Model 3] hits the market at that price point? Will the price stay put or edge up?”

MacDuffie noted that Tesla has been a niche, low-volume producer, and the Model 3 would put it much more into the mass-market, mass-production range. “They haven’t done that before,” he said. “But they have learned to do other stuff that they didn’t know how to do, and so it would be risky to bet against them.”

The Model 3 “is the make or break for whether the electric vehicle market will take off and whether Tesla will be a critical part of it, as opposed to being a niche player.”–Wesley R. Hartmann

Reverse Route

The Model 3 would also benefit from the luxury brand image of Tesla’s earlier models. MacDuffie noted that most automakers have historically started with inexpensive vehicles as they established their reputations, manufacturing capabilities, supply chains and dealer networks. They moved up-market at a later stage, sometimes by introducing new brands — as with the Lexus from Toyota, he explained. “Tesla did it exactly the opposite way; it established itself at the luxury end,” he said. “Obviously, it will benefit from the way in which that luxury brand cachet will rub off on the Model 3.”

MacDuffie noted that Musk has attributed to “hubris” his decision to move from the original Model S to a more expensive car with the Model X ($80,000 and upwards). “That suggests a willingness to learn from a mistake,” he said. “In a way, designing a lower cost car is a big design and engineering challenge.”

Rather than Tesla’s luxury brand cachet rubbing off on the Model 3, “the more interesting question is the reverse,” said Reed. “What will happen to the brand as a unique luxury high end vehicle if suddenly it is ubiquitous in the mass market? What will a high-wealth individual who paid $70,000 or more think when he sees these $35,000 versions?”

Value Proposition

Hartmann said that with the Model 3, Tesla may have hit upon a winning idea. It would have an electric vehicle for customers who cannot afford $70,000 but also don’t want to buy some other low-end vehicles in the market. “Most people expect that they’re probably not going to get half the car [with the cheaper model, but] a lot more than that — something somewhere in between,” he said. “That seems to offer an awful lot of value.”

The value proposition could get better for customers with the federal tax credit of $7,500 on each vehicle, but that has its limits. The tax credit scales back once a company has sold 200,000 electrical vehicles, said MacDuffie. Tesla has thus far sold 110,000 vehicles, which means the next 90,000 tesla buyers would get the full tax credit, he explained. The tax credit is subsequently scaled back, and it will disappear at some point, he added. “It is meant to prevent the big companies that have introduced electric vehicles from scooping up all the rebate monies; it is [meant to] encourage startups like Tesla.”

Hartmann expected Tesla to live up to the expectations built around the Model 3. He said customers of Tesla’s Model S “are incredibly happy with them.” Tesla had admitted that it had overreached in designing the Model X, and has tried to build a simpler vehicle with the Model 3, said Hartmann.

Challenges of Scale

As Tesla ramps up deliveries of the Model 3, it could find its current distribution model inadequate, MacDuffie suggested. “Tesla has tried to avoid setting up traditional dealer franchises,” he said. “Nobody likes buying cars from a dealer, but dealers also traditionally sell used cars, do servicing [and] provide parts and financing.” Dealers also invest in the inventory of vehicles and thereby absorb some of the risk if sales fall short of expectations, he noted.

Tesla so far has outsourced repairs and maintenance, and sales of used cars, but that model may work for a startup and not a company that grows bigger, said MacDuffie. “One speculation is Tesla is fighting hard against the franchise dealer model now, but once — and if — it grows big, it may find [itself] yearning for some of the [benefits] that the franchise dealer model provides,” he added. Hartmann agreed, and said that at some point Tesla may decide to go down that route. 

Musk explained Tesla’s model of company-owned stores and service centers in a blog in 2012 that may hold true even today. “In many respects, it would be easier to pursue the traditional franchise dealership model, as we could save a lot of money on construction and gain widespread distribution overnight,” he wrote. “[However], existing franchise dealers have a fundamental conflict of interest between selling gasoline cars, which constitute the vast majority of their business, and selling the new technology of electric cars. It is impossible for them to explain the advantages of going electric without simultaneously undermining their traditional business. This would leave the electric car without a fair opportunity to make its case to an unfamiliar public.”

Reed did not expect Tesla to be forced to change its strategies and embrace the dealer model as it scales up. “These customers will acquiesce to whatever Tesla wants them to do,” he said, betting on the company’s customer loyalties.

This article is taken from here.

General Motors and Toyota had their massive scandals. Now it’s Volkswagen’s turn. The company, which owns 70 percent of the U.S. passenger-car diesel market, is in major trouble for cheating on diesel-emissions tests. After years of promoting “Clean Diesel” as an alternative to hybrid and electric vehicles—the company even marched on Washington with a squadron of Audi TDI models—Volkswagen is stewing in its own toxic vapors. Here’s our handy guide to what’s happening.

What happened?

Volkswagen installed emissions software on more than a half-million diesel cars in the U.S.—and roughly 10.5 million more worldwide—that allows them to sense the unique parameters of an emissions drive cycle set by the Environmental Protection Agency. According to the EPA and the California Air Resources Board, who were tipped off by researchers in 2014, these so-called “defeat devices” detect steering, throttle, and other inputs used in the test to switch between two distinct operating modes.

In the test mode, the cars are fully compliant with all federal emissions levels. But when driving normally, the computer switches to a separate mode—significantly changing the fuel pressure, injection timing, exhaust-gas recirculation, and, in models with AdBlue, the amount of urea fluid sprayed into the exhaust. While this mode likely delivers higher mileage and power, it also permits heavier nitrogen-oxide emissions (NOx)—a smog-forming pollutant linked to lung cancer—that are up to 40 times higher than the federal limit. That doesn’t mean every TDI is pumping 40 times as much NOx as it should. Some cars may emit just a few times over the limit, depending on driving style and load.

Which cars are affected? Will my car pass state inspection?

The following Volkswagen, Audi, and Porsche diesel models have been cited by the EPA for emissions violations. There is no recall and the cars pass all state inspections, at least for now. Remember, VW has admitted to violating federal emissions laws, and as such, it’s neither a state nor a safety issue. However, if Volkswagen does issue a recall, some states (particularly California and some that follow Partial Zero Emission Vehicle standards) may prevent owners from renewing their registration if they don’t complete the fix.

• 2009–2015 Volkswagen Jetta 2.0L TDI
• 2009–2015 Audi Q7 3.0L V-6 TDI
• 2009–2016 Volkswagen Touareg 3.0L V-6 TDI
• 2010–2015 Volkswagen Golf 2.0L TDI
• 2010–2015 Audi A3 2.0L TDI
• 2012–2015 Volkswagen Beetle 2.0L TDI
• 2012–2015 Volkswagen Passat 2.0L TDI
• 2013–2016 Porsche Cayenne Diesel 3.0L V-6
• 2014–2016 Audi A6 3.0L V-6 TDI
• 2014–2016 Audi A7 3.0L V-6 TDI
• 2014–2016 Audi A8/A8L 3.0L V-6 TDI
• 2014–2016 Audi Q5 3.0L V-6 TDI

What diesels can’t I buy?

Volkswagen, Audi, and Porsche dealers can’t sell any new diesels. Additional certified pre-owned diesels are also under stop-sale orders. The following cars cover models and model years that go beyond those cited by the EPA, which has not ordered VW to halt sales. This list of banned diesels comes directly from VW corporate, although more models could be added. Other 2016 diesel models scheduled to debut, such as the 2016 Passat TDI, have not even entered dealer inventory and may not for months.

• 2013–2016 Volkswagen Touareg TDI
• 2013–2015 Audi Q7 TDI
• 2014–2016 Audi A6 TDI
• 2014–2016 Audi A7 TDI
• 2014–2016 Audi A8 and A8L TDI
• 2014–2015 Audi Q5 TDI
• 2014–2016 Porsche Cayenne Diesel
• 2015 Volkswagen Jetta TDI
• 2015 Volkswagen Golf TDI
• 2015 Audi A3 TDI
• 2015 Volkswagen Beetle TDI
• 2015 Volkswagen Passat TDI

When will my car be fixed?

Right now, this is unclear. Volkswagen has said only that it would begin repairs in January, but the U.S. market has not been singled out for specific service jobs. There are three generations of the 2.0-liter turbo-diesel four-cylinder, and all will require different fixes (from simple software updates to complete, and potentially performance-crippling, hardware retrofits). Then there’s the 3.0-liter turbo-diesel V-6, which VW executives in Germany deny even has a problem. On those models, Audi said on November 23 it would update the software and “resubmit” its emissions applications after the EPA found undocumented “auxiliary emission control devices” that were allowing excessive levels of NOx. About 85,000 Audi, Porsche, and Volkswagen models use the 3.0 TDI engine.

On November 25, Volkswagen detailed a fix for European 1.6-liter diesel engines that installs a mesh insert within the air intake, plus a software update for the newest EA189 2.0-liter diesel engines. No changes have yet been announced for U.S. models. A federal judge in California had set March 24 as the deadline by which Volkswagen must explain its repair plans. VW did not do so, and likely won’t meet the latest April 21 deadline as it attempts to negotiate a settlement with the EPA.

Don’t all automakers tailor their cars to ace the EPA test cycle? Why single out VW?

Automakers optimize powertrains for each second of the EPA’s dynamometer tests (Federal Test Procedure 75, the one VW’s computers detect, runs for 1370 seconds). They have to, because they’re required to self-certify every model on sale. The EPA verifies roughly 15 percent of those tests each year. In rare cases, automakers grossly overstate fuel economy (as Ford and Kia did) and can take advantage of loopholes in the certification process.

Yet these standardized tests, flawed as they may be in comparison to real-world driving, are critical. Performed correctly, they’re at least an accurate method to assess legal compliance and provide a fair comparison for consumers. Right now, there’s no indication that automakers program their cars to run in a wildly different fashion on the road, even as the EPA and the German government attempt to prove otherwise. Volkswagen explicitly did, and that’s why it’s getting hammered.

What are selective catalytic reduction and urea injection?

Diesel fuel is carbon-rich and close in composition to home heating oil. As such, it’s inherently dirty and sooty when burned. While heavy-duty diesel pickups, vans, trucks, and other commercial vehicles follow looser environmental standards, light-duty vehicles have it tough—and nowhere is it tougher to certify a diesel car or truck than in the U.S. In order to trap particulates and curb nitrogen oxide in practically all new diesel engines, selective catalytic reduction (SCR) and urea injection must be used.

A three-way catalytic converter in gasoline vehicles treats exhaust gas by both oxidizing (adding oxygen to convert carbon monoxide and other hydrocarbons to carbon dioxide and water) and reducing (removing oxygen to convert nitrogen oxide to nitrogen and water). But diesel engines burn so lean that they require separate oxidation and reduction catalysts. After diesel exhaust passes through the oxidation catalyst and a particulate filter, diesel exhaust fluid (DEF, branded by VW as AdBlue) is injected into the stream before entering the reduction catalyst. DEF is a precise mixture of one-third urea and two-thirds deionized water and must be refilled (typically at manufacturer-recommended oil-change intervals) from a separate tank.

If this sounds complex and expensive, that’s because it is. And very likely, that’s why VW chose not to install SCR and urea injection on most of its TDI models.

What’s going to happen to Volkswagen?

Since news of the first violation broke on September 18, one-third of the company’s market cap has been wiped out with its nosediving stock price, and the company has abandoned its goal at becoming the world’s largest automaker by 2018. Volkswagen is not even concerned with its U.S. sales numbers until this problem is resolved, according to chairman Herbert Diess. The company has posted consecutive monthly losses since November.

Volkswagen has set aside more than $7 billion to cover recall-related costs, but CEO Matthias Müller—who said the company didn’t lie but faced a “technical problem“—has suggested the company may need more. On January 4, 2016, the U.S. Department of Justice sued Volkswagen on behalf of the EPA, which can technically fine Volkswagen up to $37,500 per car—a potential $18 billion punch. Given how the federal government has treated General Motors and Toyota in their respective scandals, VW probably won’t get hit that hard. But Volkswagen’s profits and cash reserves undoubtedly will suffer from the fines, lawsuits, and incentives, so much so that Müller has ordered a strict review of all 300-plus models across VW Group’s nine brands.

Internal audits inevitably will lead to firings, restructuring, and other corporate changes. So far, though, even seemingly frivolous divisions like Bugatti aren’t getting axed. Former CEO Martin Winterkorn, who resigned in September, reportedly received a memo regarding the diesel problem in May 2014. He has not confirmed whether he actually read it.

What’s Volkswagen doing for customers?

As part of its “Customer Goodwill Package,” Volkswagen is handing out $1000 cash to every owner of a VW TDI named in the EPA’s first violation notice (not the second notice announced November 2). That means nearly 482,000 people can get a $500 prepaid Visa card to spend on anything and another $500 cash card valid only at Volkswagen dealerships (to use toward another car, service, or lots of VW hats). They also get free 24-hour roadside assistance for the next three years. Audi, Porsche, and VW TDI owners who took delivery after November 8 are not eligible (full rules here). Current owners of any VW model can get a $2000 cash rebate toward a new car. Dealers also have “discretionary” cash they can use to sweeten deals (and they’re getting guaranteed kickbacks for some models). Basically, if Volkswagen is on your shopping list, now’s the time to haggle like a pro. Volkswagen may also buy back more than 100,000 cars as part of negotiations with the U.S. government, but this is not yet confirmed.

All right, I’d like some more free money. How can I sue?

There are already a couple hundred lawsuits alleging economic harm against VW’s now-infamous “Clean Diesel” marketing campaign and the half-million cars under EPA violation. None have yet been consolidated before the Judicial Panel on Multidistrict Litigation, but expect most, if not all, to be sometime next year. For the time being, Hagens-Berman, a huge firm that squeezed $1.1 billion from Toyota and intends to sue General Motors for $10 billion, has a class-action lawsuit ready and waiting. Volkswagen has also retained victim-compensation lawyer Kenneth Feinberg, the same man behind the General Motors ignition-switch payouts, to figure out a similar arrangement.

What are TDI owners actually doing?

As Greenpeace and other environmental groups lambaste VW, the obligatory news articles profiling angry TDI drivers have popped up. Granted, there are some people genuinely upset with VW for misleading them over their car’s emissions levels. But as we see it, the majority of TDI buyers are knowledgeable enthusiasts in love with sky-high fuel economy, torque, durability, and low running costs. Some really frugal types convert their TDIs to run on refined vegetable oil or biodiesel. These people are diehards.

If any fix Volkswagen proposes ends up hampering performance—be it increased fuel consumption or a loss of power—many TDI owners may very well ignore a recall. It’s a tricky legal situation, as neither the EPA nor the National Highway Traffic Safety Administration can force individual owners to update their cars. Several bills in Congress have proposed banning registration renewals for car owners who don’t complete recalls, but they’re a long way from becoming law. For now, most TDI owners are continuing to putter about. It’s also too early to prove that resale values have dropped significantly. With more time, we’ll have a fuller picture.

Abstract from an article in Computing Now, April 2016.

by Kenneth M. Anderson

The authors discuss their experiences designing and developing data-intensive systems in support of crisis informatics research with Project EPIC.

Abstract

The design and development of data-intensive software systems—systems that generate, collect, store, process, analyze, query, and visualize large sets of data—is fraught with significant challenges both technical and social. Project EPIC has been designing and developing data-intensive systems in support of crisis informatics research since Fall 2009. Our experience working on Project EPIC has provided insight into these challenges. In this paper, we share our experience working in this design space and describe the choices we made in tackling these challenges and their attendant trade-offs. We highlight the lack of developer support tools for data-intensive systems, the importance of multidisciplinary teams, the use of highly-iterative life cycles, the need for deep understanding of the frameworks and technologies used in data intensive systems, how simple operations transform into significant challenges at scale, and the paramount significance of data modeling in producing systems that are scalable, robust, and efficient.

The original article can be obtained here.

HOUSTON – Gas prices jumped about 4 cents this week. They’re still pretty low, but everyone knows how quickly that can change.

Automakers aren’t slowing down when it comes to building new hybrid and electric cars. Soon, consumers will be seeing new models that can travel as much 200 miles between charging. These new cars will also be a lot more affordable.

Eric Rowland is all about efficiency and sustainability, which is why he bought a hybrid vehicle years ago.

“At first, I thought of electric cars as just being economical and sort of glorified golf carts, and this one has certainly got it out of that range,” Rowland said.

But now Rowland has ditched his hybrid and gone all electric. His high-performance Tesla is a six-figure investment, justified in part, by the lower maintenance costs.

“The other big savings with a pure electric car, you don’t have oil changes. You don’t have radiator flushes. You do have to check your brake pads, but the maintenance, in the long run, is significantly reduced,” he said.

Angie Hicks, from Angie’s List, said the savings get better when you factor in possible government tax credits that can add up to $7,500.

“When buying your electric or hybrid car, be sure to check with the dealer about local tax credits or federal tax credits that may be available for you,” Hicks said.

While many can’t afford a luxury vehicle, both Tesla and Chevrolet are promising new electric vehicles in the $30,000 range in the coming months, about the average price of a new gas-powered car. These cars should double the current range of most electric vehicles, which is about 80 to 100 miles between charging.

Before deciding to pull the plug on a gas guzzler, make sure to have the right hardware at home.

“You want to make sure you have the proper outlet at your home or outside your garage so you can charge it. A lot of times people will use a 120-volt outlet, but you really would want a 240-volt. It’s going to take less time to charge your car,” Hicks said.

People will also want to research public charging stations around town. The city of Houston has an electric vehicle website that people can search by address. KPRC 2 found some located in city parks and several H-E-B stores have them in their parking lots.

Rowland said he hasn’t changed his driving habits much. He just plans ahead for longer trips.

“At this point, I’d be really hard pressed to see going back to using a gas car. I just haven’t had any need,” he said.

Home electric bills are going to jump with an electric car, but ask utility providers if they have a discounted rate for off-peak hours and do the charging overnight.

The original article can be obtained here.

Tesla Motors Inc is set to unveil the Model 3, its long-anticipated pitch to middle-class drivers and a key component in founder Elon Musk’s vision to mainstream the electric car. Tesla, until now a purveyor of luxurious all-electric cars with equally luxurious price-tags, plans to sell the Model 3 for us$35,000, half the base price of the flagship Model S.

The Model 3 is scheduled to be unveiled at Tesla’s Design Studio in Hawthorne, California, on Thursday.

Now only putting out 50,000 cars a year, Tesla plans to use the Model 3 to turn itself into a mainstream automaker selling 500,000 electrics annually by 2020.

Analysts said the new car is critical to Tesla at a time when cheap gasoline is challenging all “green” cars, and as rival General Motors Co stakes its claim on the electric vehicle middle market with its new Chevrolet Bolt.

“The Model 3 is really the measure if Tesla is going to make it long-term as a car company,” said Jessica Caldwell, an analyst at the auto industry Web site Edmunds.com. “If they want to bring the EV to the mass market they need the Model 3 to be successful.”

The Model 3 would be about 20 percent shorter than the S, placing it in the same segment as the Audi A4. It would also have four-wheel drive, according to people close to the matter.

The car is expected to be able to travel up to 500km without being recharged, depending on the battery system chosen, and would include modern safety systems, such as autopilot.

The first Model 3s are to be delivered by the end of next year in the US, and 2018 in Europe. Consumers can pre-order the vehicles starting on Thursday for a deposit of US$1,000.

Tesla faces direct competition from the soon to be released 200km range Chevrolet Bolt, which would have a one-year head start on the Model 3 in getting the attention of consumers looking for a moderately priced electric-vehicle.

“There is a cachet and a brand image at Tesla,” Chevrolet electrification division product marketing manager Darin Gesse said, adding “we also know Chevrolet has a brand image. We have shown that our customers have been the most happy in the country. Our battery is solid. We have confidence.”

Cheap gasoline is also a challenge, as more consumers opt for SUVs and other large vehicles.

Last month, only about three percent of the 1.3 million cars sold in the US were “green” cars, according to data from hybridcars.com.

“Gas prices are still down,” Caldwell said. “I think you will get the Tesla fans, but you may not have a massive mainstream market.”

This article is taken from here.

Apple has been granted a camera patent for creating “super-resolution” images, which would use the optical image stabilization in an iPhone’s camera to take a single-shot panoramic image, according to Patently Apple.

iOS devices have been able to take panoramic photos since the introduction of iOS 6 in 2012, but instead of moving the device to capture a sequence of images, the camera sensor itself would move instead. That means future iPhones could remove the stress of keeping your iPhone steady as you rotate it around for panoramas — just one tap and you’re done.

If Apple were to somehow rush this feature out before the iPhone 7 (highly unlikely), this process would currently be limited to the iPhone 6 Plus and iPhone 6S Plus, as they’re the only two iOS devices to have optically stabilized lenses.

An iPhone camera overhaul may be coming later this year, however.

Although the introduction of super-resolution images would differentiate the iPhone’s camera from its competitors, it’s important to understand that this patent was granted along with 42 others, so there’s no guarantee that it will ever appear in an actual Apple device.

Either way, “super resolution mode” does have a nice ring to it.

This article is taken from here.

When you think of fast electric vehicles, the Tesla Model S and its “Ludicrous Mode” probably come to mind, and rightly so. With the equivalent of 762 horsepower in the Model S P90D and a 0 to 60 mph time of just 2.8 seconds, few supercars could even match the electric sedan’s performance.

But what about top speed? That’s been a tough nut to crack for electric vehicle manufacturers because while instant torque helps an EV rocket off the line, all that “electric juice” runs thin as the runway gets longer. That’s where Genovation Cars comes in.

The EV tuner took a 2006 Chevrolet Corvette Z06 and turned it into the “Genovation eXtreme Electric,” or GXE for short. While testing the reborn ‘vette at the Johnny Bohmer Proving Grounds/Shuttle Landing Facility in Florida, Genovation brought the sports car to a top speed of 186.8 mph. While even the regular Corvette can manage that feat these days, in the world of street-legal EVs, that figure is massive. In fact, it was nearly 10 mph quicker than the previous record holder at 177 mph.

Watch the video on Genovation’s Facebook Page.

The new record was certified by the International Mile Racing Association and the vehicle has earned the official title of, “Top Speed Street Legal Electric Car.”

The GXE capitalized on the Corvette Z06’s light body as a platform to incorporate an innovative electric powertrain good for over 700 hp and 600 pound-feet of torque. Genovation claims the prototype has a 50:50 weight distribution and a range of 130 miles during “normal driving operation.” I’m guessing drag racing doesn’t fall under that category.

“We are thrilled that the result of our development testing led to the setting of this record. Based on our experience so far, we believe the car to be extremely robust as we set the record on our first day of testing,” said Genovation CEO Andrew Saul. The company added that its work on the GXE isn’t finished and it expects the EV to reach higher levels of performance very soon.

This article is taken from here.

The metal-air battery carries more energy per kilogram than today’s lithium-ion batteries

By Winfried W. Wilcke & Ho-Cheol Kim