Friday, November 7, 2008

Zap's Gary Starr talks about the Alias, the Zap-X and the future of NEVs



The co-founder of Zap!, Gary Starr, is engaging with the web. He recently went on EVCast for an interview and his Huddle crowd-sourced interview has now been posted. We've got the full text of this latest engagement for you Below. The short version: all is well with Zap! and the electric car market, even with the economic downturn, and the Zap-X isn't coming. Read on:

Q: With recent gas prices going through the roof, it has gotten a lot of average, non-green minded consumers thinking about alternatives to gas powered vehicles. Aside from gas price fluctuations, what do you see as an important catalyst to getting electric vehicles over the hump and more into the mainstream? (by pgallett)

A: Government agencies and large fleet buyers need to stop talking green and start buying and driving green. These groups purchase hundreds of thousands of vehicles every year. Many of these entities could use current vehicles that are produced by ZAP and other companies today. For example over 750,000 gas ATV's are purchased every year, many by public agencies. Electric ATV's do the job better without noise or pollution. The majority of university fleets do not have to travel long distances. Estimates are 80% of their current fleets could be electric today. Many government owned vehicles and large corporate campuses could be electric NOW!

One of the prime ways our country got out of the depression of the 1930's is the government hired millions of workers to build battleships. Why not instead of bailing out Detroit, just start mandating the purchase of electric vehicles for government use? This would create jobs, stimulate the economy, get us off of foreign oil, and make a major dent in cutting greenhouse gas emissions. Also this would drive the cost down on motor drive systems and batteries, so that electrics would be on par with all gas vehicles.

(Read the rest after the jump)

[Source: Huddler]

Q: What long term role do you think NEVs play in the world market? Are they just transition vehicles to full EVs or do you see them playing a permanent role in a system with vehicles specialized to certain uses (ie, NEVs for the neighborhood but something like a PHEV Prius for the highway in each garage)? (by SVOboy)

A: NEV's or Low Speed Vehicle (LSV's) as they are properly defined will always play a role as a niche product. The vehicles ZAP primarily offers are city-speed vehicles. These vehicles are not speed limited. If the EV vehicle can do the job better, that is more cost effective than their gas counterpart, then there will always be a market. For most short trips and many fleet uses, the 100% plug-in electric simply is the better choice.

Q: There's a whole lot of development in battery technology going on. For example, various different types of lithium ion batteries, nanotechnology, and ultracapacitors. Which types of batteries do you at ZAP see as the most promising? (by dana1981)

A: Lithium seems to be the current battery of choice for additional range. Ultracapacitors or supercapacitors could be the dark horse.

Q: Does ZAP have any concept vehicles in the works besides the Alias and ZAP-X, and what's the status of these 2 cars? Are there any plans in the works for any pedal/electric vehicles (similar to the E-Pod which ZAP! had sold an imported enclosed 3-wheel vehicle in 2004)? (combined question by dana1981 and counterstrike)

A: ZAP's goal is to have vehicles from A-Z for any and every application. When someone walks into a dealership, we want them to walk out with an electric vehicle. To date we have manufactured and shipped over 100,000 EV's to over 75 countries, and over 800 city Xebra vehicles. Currently we offer electric bike kits, electric bicycles, electric scooters, electric ATVs, electric city vehicles, electric LSVs, electric trucks. We have announced that our goal is to slowly roll out the ZAP Alias in 2009. We are working on other concept vehicles, and we look forward to bringing them to market in the future.

Q: Does ZAP have any plans of using regenerative technology in their vehicles? (Whether regenerative braking or using the front wheel(s) to generate while coasting...) What technology is ZAP focusing on to be competitive in electric vehicles? (combined question by srj0385 and zapatista)

A: Yes on Regen. ZAP also has one the most advanced wheel motor technologies already in production, and is working to increase the size. Currently the Zappy product line has a 350 watt wheel motor, and the ZAPINO has a 3000 watt wheel motor. I think too much emphasis has been put on battery improvements when simple things like wheel motors can bring greater efficiencies to EVs. Nevertheless, ZAP has also been working to develop cost-effective lithium battery systems and is testing a lithium battery pack with an advanced battery management system that has helped the Xebra drive over 150 miles on a single charge. One last note on technology, it will continually improve, but we need to start getting these vehicles in use today so they will help be a catalyst for advanced technologies. For us, the Xebra has been an amazing test bed to try new ideas.
Q: Congratulations on breaking ground on your new facility in Kentucky. It's great to see both jobs and EV manufacturing coming back to the states. Has ZAP decided exactly what this facility will be used for? For example, will it be used to produce the ZAP Alias, and will it be used to manufacture individual components of your vehicles, or focus more for assembly? (by dana1981)

A: This facility is owned by Integrity Manufacturing, a separate company. They are a large manufacturer of steel and aluminum products ranging from military parts to trailers and even railroad cars.

Q: It has been reported that the cost of Kentucky ZAP plant more than doubled from the estimated $84 million to $175. How was this possible? How will you cover the increased cost? Considering that this was before the current economy crisis: has the cost increased even more? Are you still set to have the plant online later in 2009? (by Treehuggybear)

A: Integrity has already received millions in incentives from the State of Kentucky.

Q: I listened to the audio investors pitch on the ZAP web site with much interest in the ZAP-X crossover. In the pitch it is stated that the ZAP-X would be in production in 2010 or 2011. Now, with news that Tesla is having to push back the production time line of its Model S because of the current credit crisis, is ZAP planning to push back (or even cancel) the production launch of the ZAP-X crossover? (by David1388)

A: This was a concept vehicle only. Other partners are looking at the manufacture of this vehicle.

Q: Where do you see Zap in five years? What will happen to your 5 year plan if a major car company produces a fully electric vehicle for mass markets? (by srj0385)

A: There will always be a niche for the EV products that ZAP has produced and is currently producing. Even if GM comes out with a $45,000 plug in Volt, ZAP will still have $12,000 Xebras, and $3500 electric scooters. Different markets, different applications. We are beginning to sell our products in South America and the Middle East. Our goal is to offer cost effective EV products. This is why we still offer an all electric bicycle for $500 or a basic kit for $350.

Q: What are some of the challenges you've faced in producing your line of vehicles? How have you overcome them? How has ZAP! been working to recover its image since word of inflated product claims began to float around in the media? (combined question by MagdalenaC and SVOboy)

A: The vehicle business is perhaps the most capital intensive industry there is. It typically takes over $100 Million to bring a highway vehicle to the USA market, and tens of millions to bring other vehicles to market. This is why many foreign manufacturers have stayed away from the USA and even left the USA market. Peugeot, Fiat, Renault, Citroen, etc. are just a few. Also you need to be licensed to do business in all US states, another annual cost. ZAP will continue to do what it is doing. Design, manufacture and sell electric vehicles. Just like in the Presidential Race, false and negative attacks have been circulated throughout the media about the candidates. Everyone is welcome to visit us first hand, and see perhaps the most EVs you will ever see in your life. Anyone is welcome to see why over 15,000 shareholders have joined us, and after much due diligence the conglomerate Al Yousuf Group from Dubai has invested over $5 million and has provided ZAP with a $10 million credit facility. The owner, Mr. Eqbal Al Yousuf, has even agreed to join as Chairman of the Board. During our once-a-month dealer trainings, we always tell our dealers to be conservative. The majority of ZAP owners simply LOVE their EVs.

Mercedes shows off RENNTech Pikes Peak hybrid GLK



This year's festivities in Las Vegas mark the first year that Mercedes-Benz has participated at the SEMA Show, and it has done so in grand style with four separate GLK concepts. The one we're most interested in is the RENNTech Pikes Peak concept, which uses a novel new mild hybrid system that has been designed by the longtime tuning company. According to RENNTech, all the hardware is in place for the electric motor to provide 26kW of power (about 40 lb-ft of torque) to the GLK's 3.5-liter engine. The system is still in development and the GLK is scheduled to get a new set of nimh batteries that will allow for regenerative braking and an acceleration boost function. The software is tunable via an SD card interface.

RENNTech will actually race this new hybrid up Pikes Peak in the exhibition class once its lead-acid Optima batteries are replaced and put its wide body kit and various splitters and spoilers to good use. The RENNTech Pikes Place hybrid GLK is one of four GLK concepts that MB is showing off in Sin City. Of course, it's our favorite.

SPEC SHEET:

RENNTECH GLK350 SPEC.R HYBRID

YEAR // MAKE // MODEL
-
2010 MERCEDES-BENZ GLK 350
EXTERIOR MODS
-
RENNTECH BODY KIT INCLUDES
-
FENDER FLARES
-
SIDE SKIRTS
-
FRONT SPLITTER w/ SIDEPLATES
-
REAR DIFFUSER
-
MULTI-ELEMENT REAR WING
-
FUNCTIONAL SIDE INTAKES (BRAKES // BATTERY COOLING)
-
3M WRAP IN MATTE RED/BLACK
POWERTRAIN MODS
-
RENNTECH ECU SOFTWARE UPGRADE
-
RENNTECH LONG-TUBE EXHAUST HEADERS w/ 4" RESONATORS
-
MERCEDES-BENZ SLK350 SPORT ENGINE UPGRADES
-
INTAKE MANIFOLD
-
CYLINDER HEADS
-
CAMS
-
72V ELECTRIC-ASSIST MILD HYBRID DRIVE
-
APPROX. 40 LB-FT @ 0 RPM (TO 45 MPH)
-
x6 OPTIMA DEEP CYCLE 12v BATTERIES (Ni-Hi IN DEVELOPMENT)
-
PLUG-IN CHARGING (REGENERATIVE CHARGING IN DEVELOPMENT)
CHASSIS // SUSPENSION MODS
-
RENNTECH-SPEC. ADJUSTABLE SUSPENSION SYSTEM - BY KW
-
RENNTECH 16.2" FRONT BRAKE ROTORS w/ 8 PISTON CALIPERS
-
RENNTECH 14" REAR BRAKE ROTORS w/ 4 PISTON CALIPERS
-
RENNTECH CARBON FIBER ADJUSTABLE STRUT TOWER BRACE
-
RENNTECH STRUCTURAL CAGE w/ INTEGRATED REAR STRUT BRACE
INTERIOR MODS
-
CARBON FIBER DOOR PANELS (CLUB-SPORT STYLE)
-
CARBON FIBER DASH // CENTER CONSOLE
-
FUNCTIONAL SWITCH CLUSTER
-
INTEGRATED NET-GAIN TIMS HYBRID PROGRAMMING CENTER
-
AMG STEERING WHEEL RIM w/ ALUMINUM SHIFT PADDLES
-
INTEGRATED AiM MYCHRON4 DATA ACQUISITION SYSTEM
-
CUSTOM "AIRBAG" CENTER SECTION
-
x4 SEIBON CARBON/KEVLAR SEATS FRONT AND REAR
-
SCHROTH RACING CAM-LOCK HARNESSES
WHEELS // TIRES
FRONT
-
WHEELS
20" RENNTECH 3 PC 5 SPOKE PERFORMANCE WHEELS
-
TIRES
NITTO NT05 275/40 20
REAR
-
WHEELS
20" RENNTECH 3 PC 5 SPOKE PERFORMANCE WHEELS
-
TIRES
NITTO NT05 315/35 20

Nissan Altima Hot Rod Hybrid

SEMA's tuner crowd and the green culture seem at first to clash. Starting last year, though, and continuing even stronger in 2008 are green performance cars infiltrating the gas-guzzling ways of the typical SEMA show car. A prime example of this green mind meld is the Nissan Altima Hot Rod Hybrid, which started life as a normal, run-of-the-mill Altima hybrid. The standard 2.5-liter four cylinder engine gets extra power from an electric supercharger and what appears to be an upgrade to the car's electric motor. That four banger has also been tuned to run on E85 for extra power. A solar panel on the roof probably doesn't help charge the batteries too much, but it does look cool.

Assembled by Braille Battery to compete in the Hybrid and Electric Class of the Redline Time Attack Series, the car will also compete in the One Lap of America race series. Estimated 1/4 mile performance puts the 440-horsepower Hot Rod Hybrid at 12.9 seconds; nearly 110 miles per hour. Spent gases exit through leaf-shaped exhaust tips. Nice touch.


Next Batmobile to be a smart?

Hey, times are tough, even if you're Bruce Wayne. The downturn of the economy makes fighting crime an even more expensive nocturnal hobby than it was before. Plus, burning all of that jet fuel for past versions of the Batmobile is a real environmental bummer. For these reasons and more, we're pretty fond of the new Batsmart. There's only room for one Batdriver and one sidekick, so if any bad guys or evil henchmen are caught (or Catwomen need a ride home), Robin is just going to have to walk home to the Batcave. That's all right on account of all the gasoline saved in the process, right?

In all seriousness, this Batsmart was recently spotted - where else? - at the SEMA Show in Las Vegas and will actually be made available to the public in very limited quantities. We're especially fond of the air intake for the rear-engine that's made to look like the business end of a jet turbine
.

Thursday, November 6, 2008

Mazda introduces new 2.2L MZR-CD diesel in European 6

Mazda has officially launched its new 2.2L diesel MZR-CD diesel engine in the European market version of the 6. The all-new engine is coming in three different power levels, with 125, 163 and 185 hp. The common rail fuel system uses injectors with 10 spray holes rather than the 6 used in the existing 2.0L diesel. The increased number of holes provides better atomization of the fuel as it goes into the combustion chamber. The hole diameter has also been reduced from 0.13 mm to 0.119 mm and the pressure in the common rail has been increased from 26,000 to 29,000 psi. All of these combine to allow for more precise control of the fuel flow, for reduced consumption and noise. The lower 16.3:1 compression ratio also contributes to noise reduction as well as lowering the combustion temperature for reduced NOx production. Mazda has used an aluminum block with a balance shaft to reduce vibration. According to Mazda, the balance shaft actually reduces the overall weight of the engine. Without the balancer, the block would have had to have been made beefier to reduce the vibrations increasing the net weight. Downstream of the engine, Mazda is using its new particulate filter design that requires less frequent regeneration and lower fuel consumption. Unfortunately, there is no NOx reduction system and Mazda has not indicated any intention of bringing this engine to North America. Combined fuel economy ratings in the Euro-spec Mazda6 run 42-43 mpg (U.S.) on the EU test cycle. There are more details after the jump.


The second-generation Mazda6 was launched in November 2007 and represented an evolution of Mazda Zoom-Zoom. It set a new standard in the non-premium CD segment for its combination of eye-catching stylishness, exclusive driving experience and insightful packaging, all offered in three distinct body styles. Since launch, it has found over 85,000 owners in Europe and has been contributing to Mazda Motor Europe's record sales in 2008. Now the Mazda6 is about to get even more popular with the introduction of a new Mazda-developed 2.2-litre turbo diesel engine that is one of the quietest and most powerful in its segment and a new rear vehicle monitoring system for more active safety.

Mazda6 has always been a driver's car and with the launch of the new-generation model last year, the fun factor was improved even further. The second-generation Mazda6 was introduced originally with four different engines – three lively MZR petrol engines (in 2.5, 2.0 and 1.8-litre displacements) delivering power between 170 PS to 120 PS, and a MZR-CD 2.0-litre common-rail turbo diesel producing 140 PS and 330 Nm of torque. Mazda now introduces a new clean turbo diesel in three power derivatives that is one of the quietest and most powerful in its class.

Mazda's new MZR-CD 2.2-litre turbo diesel has a lively yet cultivated character that will offer a truly exclusive driving experience under the bonnet of the second-generation Mazda6. Offered in three versions producing 185, 163 and 125 PS of maximum output and powerful torque of 400, 360 and 310 Nm respectively, the MZR- CD 2.2 will meet the demands of a wide spectrum of customers in Europe.

Delivering the Power – Output and Torque
To realise this kind of power and torque with 2.2-litres of displacement, the MZR-CD 2.2 employs a highly efficient variable-geometry turbo charger (VGT) with curved (instead of straight) vanes on the turbine (exhaust) side. This increases maximum available torque at both low and high engine speeds, while also increasing all-important low- end response (as low as only 1,800 rpm with a lat maximum torque curve that continues until 3,000 rpm) that contributes smooth and powerful driving feel. When combined with an abradable seal on the compressor side (intake side), which reduces the clearance between the blade and the compressor housing, these deliver superior turbocharger response at just about all engine speeds.

Converting the engine's combustion energy into this much engine torque meant the pistons had to be designed to take the resulting high combustion pressure and temperatures. As a consequence, the pistons are made of an aluminium alloy with improved high- temperature fatigue strength. A half-Keystone cross-section top- ring with improved carbon scavenging abilities is used, and the groove for the top ring is made more durable with the adoption of a cooled ring carrier that increases the groove's cooling capability.

Mazda engineers also increased the fuel injection pressure to 200 MPa (by comparison, the previous generation MZR-CD 2.0- litre turbo diesel uses 180 MPa). They realised this by making functional improvements to the high-pressure pump, among other improvements, and by new injectors featuring 10 spray holes per injector (instead of the 6 spray holes for the MZR-CD 2.0-litre) that are smaller (reduced from 0.13 mm to just 0.119 mm). These changes enable more precise injection timing, and an increase in the number of times of injection and injection amount. And it allowed the fuel injection patterns at transitional states to be more precisely controlled. As a result, the Mazda6 MZR-CD 2.2 provides superior acceleration in those situations you need it most, like entering the motorway. It also surpasses its competitors in lower speed acceleration. Acceleration in 3rd gear from 50 to 100 km/h, for example, is 1.7 seconds faster than the MZR-CD 2.0-litre.

Low Fuel Consumption
This new diesel engine also meets the requirements of Mazda's 'Sustainable Zoom-Zoom' plan by being frugal at the pump: all power derivatives use between 5.5 and 5.7 litres of fuel per 100 km (combined), some of the segment's lowest.

New injector with 10 spray holes

It achieves this by employing highly responsive solenoids for the common-rail injection system that achieve a minimum injection interval of just 0.2 ms (the MZR-CD 2.0 is 0.3 ms), which speeds up the minimum injection interval by about 30 percent, improves its responsiveness and lowers fuel usage. Fuel is also saved by lowering the compression ratio to 16.3:1 and utilizing the temperature cooling effect this causes, which secures more mixing time until ignition, and allows a more precise fuel-injection pattern. As a result, fuel consumption is a low 5.5 to 5.7 litres (depending on derivative) with CO 2 emissions from between 147 to 152 g/km. In fact, the MZR- CD 2.2-litre offers substantially higher power and torque than the previous-generation MZR-CD 2.0-litre, while delivering equal levels of fuel consumption and CO 2 emissions.

Low Emissions – Particulate Filter with World's First Ceramic Support Matrix Structure
Mazda engineers not only made the new 2.2-litre turbo diesel powerful and low consumption, they also lowered the amount of raw emissions and raised the efficiency of its after-treatment technologies. The engine's highly responsive fuel-injection technologies have new injectors (see above) that yield better atomized spray characteristics. These are combined with an exhaust-gas recirculation (EGR) system with a cooler bypass structure – that decreases unburned gases and NOx – and the high- response solenoids described above, to realise superior emissions performance without sacrificing power.

Emissions are then treated by a diesel particulate filter that uses a unique Mazda-developed, ceramic support matrix structure, which is the first of its kind to go into production in the world. Previous diesel particulate filters converted particulate matter (PM) into CO 2 by reacting the PM with the oxygen in the exhaust gas at the surface of the catalytic particle. This meant that the time needed for filter regeneration was determined by the amount of oxygen on the surface of the catalyst.

When the temperature of the exhaust gas is raised to quicken the regeneration time, then technological issues – like higher fuel usage or the ceramics exceeding their thermal resistance limit – can occur. Mazda solved these issues by using highly thermal resistant material for the ceramic monolith of its new diesel particulate filter, and designing the internal structure of the ceramic support matrix with passages for oxygen to enable a large amount of oxygen to be utilized for PM combustion. With this, Mazda has succeeded in significantly increasing the PM combustion speed. As a result, the number of times the diesel particulate filter has to regenerate (in combined mode) is cut in half, and the time necessary for each regeneration phase is shortened by one third. For owners of the new Mazda6 MZR-CD 2.2-litre turbo diesel, this means worry-free filter regeneration and, because fewer regeneration phases are required and each takes less time, less fuel consumption overall.

Running Quiet
The new Mazda6 MZR-CD 2.2-litre common-rail not only offers superior output, fuel economy and emissions performance, it is also one of the quietest engines in its segment with this amount of torque. This ensures a driving experience that is one of the non- premium segment's most exclusive. To achieve this, the new engine has a lower block with a very rigid aluminium-alloy structure, with the bottom of the cylinder block skirt and the cylinder block's main bearing caps bolted to the lower block at 18 separate locations. This high structural rigidity is combined with a front chain-driven cassette-type balancer shaft to suppress booming noise and lower radiated noise, and to deliver optimised pedal response and engine sound for a reined acceleration feel.



Balancer shafts

Packaging and Weight Management
Keeping the new MZR-CD 2.2-litre engine as close as possible in size and weight to that of the MZR-CD 2.0-litre diesel was a key factor in ensuring exhilarating performance combined with fuel efficiency and low emissions. Some of the newly adopted technologies, such as the balancer shaft and DOHC, result in increased size and weight. Nonetheless, numerous innovations were added to manage size and weight increases, with the goal of maintaining packaging and keeping the weight increase within just 6.0 kg of the previous MZR- CD 2.0-litre turbo diesel.

Due to the increase in displacement, the stroke of the MZR-CD 2.2 was lengthened by 8 mm compared to the MZR-CD 2.0. At the same time, the overall length of the connecting rods was shortened by optimizing their design. As a result, their weight remains at the same level as in the MZR-CD 2.0. The adoption of a balancer shaft that decreases vibration caused by reciprocating motion made a thinner cylinder block with fewer ribs possible (if the MZR-CD 2.2 had no balancer shaft, the cylinder block would have been 1.9 kg heavier than that of MZR-CD 2.0, and its crankshaft 1.3 kg heavier.). Furthermore, decrease in size and weight was achieved by making the balancer housing, oil pump housing, and the oil suction pipe a single structure. To achieve even more weight reduction, while increasing the cooling capability of the new engine, the oil cooler is made of aluminium (-0.6 kg). The weight of the cam cover is also reduced by making it out of plastic (-1.0 kg).

Mazda6 MZR-CD 2.2-litre Turbo Diesel High Power - Engine & Chassis

MZR-CD 2.2
High Power
Engine Type In-line 4-Cylinder DOHC, 16-Valve
Turbo-charged diesel
Displacement cm3 2,184
Bore x stroke mm 86 x 94
Valves 4
Camshaft drive Chain
Fuel injection system Electrically controlled direct-injection
Common-rail
Compression ratio 16.3 : 1
Emission control system Electrically controlled with catalyst and diesel
particulate filter system
Max. power kW 136 at 3,500 rpm
PS 185 at 3,500 rpm
Max. torque Nm 400 at 1,800 to 3,000 rpm
Fuel type
Diesel Fuel tank capacity l 64
Engine oil capacity l 4.7 with oil filter
Battery 95D31L
Transmission 6-speed manual
Powertrain Front-wheel drive
Gear ratios
1st 3.538
2nd 1.913
3rd 1.290
4th 0.926
5th 0.853
6th 0.711
Reverse 3.831
Final Drive Ratio (1st – 4th)/
(5th, 6th, Rev.) 3.611/3.095

Mazda6 MZR-CD 2.2-litre Turbo Diesel High Power - Engine & Chassis

MZR-CD 2.2
High Power
Suspension and Wheels
Front suspension Double wishbone
Rear suspension Multilink
Damper front Twintube
Damper rear Twintube
Stabilizers (front / rear) mm 23/21
Wheel size inch 17 - 18
Tyre size 215/50R17 - 225/45R18
Steering
Type Rack and pinion
electric power assist
Steering wheel turns (lock to lock) 2.76
Turning circle (curb to curb) m 11.4
Turning circle (wall to wall) m 11.8
Brakes
Type front Ventilated discs
Type rear Discs
Diameter front mm 299
Diameter rear mm 280
Vacuum booster diameter inch 10
Scheduled maintenance Every 20,000 km /12 months
Mazda6 MZR-CD 2.2-litre Turbo Diesel Mid Power - Engine & Chassis

MZR-CD 2.2
Mid Power
Engine Type In-line 4-Cylinder DOHC, 16-Valve
Turbo-charged diesel
Displacement cm3 2,184
Bore x stroke mm 86 x 94
Valves 4
Camshaft drive Chain
Fuel injection system Electrically controlled direct-injection
Common-rail
Compression ratio 16.3 : 1
Emission control system Electrically controlled with catalyst and diesel
particulate filter system
Max. power kW 120 at 3,500 rpm
PS 163 at 3,500 rpm
Max. torque Nm 360 at 1,800 to 3,000 rpm
Fuel type Diesel Fuel tank capacity l 64
Engine oil capacity l 4.7 with oil filter
Battery 95D31L
Transmission 6-speed manual
Powertrain Front-wheel drive
Gear ratios
1st 3.538
2nd 1.913
3rd 1.290
4th 0.926
5th 0.853
6th 0.711
Reverse 3.831
Final Drive Ratio (1st – 4th)/
(5th, 6th, Rev.) 3.611/3.095

Mazda6 MZR-CD 2.2-litre Turbo Diesel Mid Power - Engine & Chassis

MZR-CD 2.2
Mid Power
Suspension and Wheels
Front suspension Double wishbone
Rear suspension Multilink
Damper front Twintube
Damper rear Twintube
Stabilizers (front / rear) mm 23/21
Wheel size inch 17 - 18
Tyre size 215/50R17 - 225/45R18
Steering
Type Rack and pinion
electric power assist
Steering wheel turns (lock to lock) 2.76
Turning circle (curb to curb) m 11.4
Turning circle (wall to wall) m 11.8
Brakes
Type front Ventilated discs
Type rear Discs Diameter front mm 299
Diameter rear mm 280
Vacuum booster diameter inch 10
Scheduled maintenance Every 20,000 km /12 months

Mazda6 MZR-CD 2.2-litre Turbo Diesel Low Power - Engine & Chassis

MZR-CD 2.2
Low Power
Engine Type In-line 4-Cylinder DOHC, 16-Valve
Turbo-charged diesel
Displacement cm3 2,184
Bore x stroke mm 86 x 94
Valves 4
Camshaft drive Chain
Fuel injection system Electrically controlled direct-injection
Common-rail
Compression ratio 16.3 : 1
Emission control system Electrically controlled with catalyst and diesel
particulate filter system
Max. power kW 92 at 3,500 rpm
PS 125 at 3,500 rpm
Max. torque Nm 310 at 1,800 to 2,600 rpm
Fuel type Diesel
Fuel tank capacity l 64
Engine oil capacity l 4.7 with oil filter
Battery 95D31L
Transmission 6-speed manual
Powertrain Front-wheel drive
Gear ratios
1st 3.538
2nd 1.913
3rd 1.290
4th 0.926
5th 0.853
6th 0.711
Reverse 3.831
Final Drive Ratio (1st – 4th)/
(5th, 6th, Rev.) 3.611/3.095

Mazda6 MZR-CD 2.2-litre Turbo Diesel Low Power - Engine & Chassis

MZR-CD 2.2
Low Power
Suspension and Wheels
Front suspension Double wishbone
Rear suspension Multilink
Damper front Twintube
Damper rear Twintube
Stabilizers (front / rear) mm 23/21
Wheel size inch 16 - 17
Tyre size 205/60R16 - 215/50R17
Steering
Type Rack and pinion
electric power assist
Steering wheel turns (lock to lock) 2.76
Turning circle (curb to curb) m 11.4
Turning circle (wall to wall) m 11.8
Brakes
Type front Ventilated discs
Type rear Discs
Diameter front mm 299
Diameter rear mm 280
Vacuum booster diameter inch 10
Scheduled maintenance Every 20,000 km /12 months

Mazda6 MZR-CD 2.2-litre Turbo Diesel Sedan - Performance and Weights

MZR-CD 2.2 MZR-CD 2.2 MZR-CD 2.2
High Power Mid-Power Low Power
6-speed manual 6-speed manual 6-speed manual
Performance
Top speed km/h 218 212 195
Acceleration 0-100 km/h* s 8.3 9.0 10.6
Fuel Consumption**
Urban l/100 km 7.1 7.0 7.0
Extra urban l/100 km 4.7 4.7 4.7
Combined l/100 km 5.6 5.5 5.5
CO 2 emissions (combined) g/km 149 147 147
Emissions ranking Euro Stage IV Euro Stage IV Euro Stage IV
Weight and Payload
Min, kerb weight
(without driver) kg 1,455 1,445 1,445
Min. kerb weight*** kg 1,530 1,520 1,520
Max. permissible weight kg 2,065 2,055 2,055
Permissible front axle weight kg 1,180 1,170 1,170
Permissible rear axle weight kg 985 985 985
Permissible tow weight,
trailer without brakes kg 550 550 550
Permissible tow weight,
trailer with brakes
(12% slope) kg 1,600 1,600 1,600
Max. roof load capacity kg 100 100 100

* Under Mazda test conditions
** According to 80/1268/EEC in its latest version
*** According to 92/21/EEC in its latest version (including 75 kg driver)

Mazda6 MZR-CD 2.2-litre Turbo Diesel Hatchback – Performance and Weights

MZR-CD 2.2 MZR-CD 2.2 MZR-CD 2.2
High Power Mid-Power Low Power
6-speed manual 6-speed manual 6-speed manual
Performance
Top speed km/h 218 212 195
Acceleration 0-100 km/h* s 8.3 9.0 10.6
Fuel Consumption**
Urban l/100 km 7.1 7.0 7.0
Extra urban l/100 km 4.7 4.7 4.7
Combined l/100 km 5.6 5.5 5.5
CO 2 emissions (combined) g/km 149 147 147
Emissions ranking Euro Stage IV Euro Stage IV Euro Stage IV
Weight and Payload
Min. kerb weight
(without driver) kg 1,495 1,485 1,485
Min. kerb weight*** kg 1,570 1,560 1,560
Max. permissible weight kg 2,110 2,100 2,100
Permissible front axle weight kg 1,180 1,170 1,170
Permissible rear axle weight kg 1,030 1,030 1,030
Permissible tow weight,
trailer without brakes kg 550 550 550
Permissible tow weight,
trailer with brakes
(12% slope) kg 1,600 1,600 1,600
Max. roof load capacity kg 100 100 100
* Under Mazda test conditions
** According to 80/1268/EEC in its latest version
*** According to 92/21/EEC in its latest version (including 75 kg driver)

Mazda6 MZR-CD 2.2-litre Turbo Diesel Wagon –
Performance and Weights

MZR-CD 2.2 DE MZR-CD 2.2 DE MZR-CD 2.2 DE
High Power Mid-Power Low Power
6-speed manual 6-speed manual 6-speed manual
Performance
Top speed km/h 216 210 192
Acceleration 0-100 km/h* s 8.5 9.2 10.8
Fuel Consumption**
Urban l/100 km 7.2 7.0 7.0
Extra urban l/100 km 4.8 4.8 4.8
Combined l/100 km 5.7 5.6 5.6
CO 2 emissions (combined) g/km 152 149 149
Emissions ranking Euro Stage IV Euro Stage IV Euro Stage IV
Weight and Payload
Min. kerb weight
(without driver) kg 1,510 1,500 1,500
Min. kerb weight*** kg 1,585 1,575 1,575
Max. permissible weight kg 2,145 2,135 2,135
Permissible front axle weight kg 1,165 1,155 1,155
Permissible rear axle weight kg 1,075 1,075 1,075
Permissible tow weight,
trailer without brakes kg 550 550 550
Permissible tow weight,
trailer with brakes
(12% slope) kg 1,600 1,600 1,600
Max. roof load capacity kg 100 100 100

Sigh. Hydrogen injection filtering to motorcycles

Yes, it is in fact possible to generate hydrogen using electrolysis from water. No, it's not currently possible to get enough of it to run a vehicle in real-time with a positive gain of energy. Despite the fact that the best electrolysis systems are only about 70 percent efficient, people are jumping on the hydrogen bandwagon in an effort to improve their fuel mileage, and the systems are starting to move from four-wheeled cars to two-wheeled motorcycles. The first such instance of this was on CMT's Chopper Challenge and now we see a 2008 Kawasaki ZX-10R that's been retrofitted with just such a system.

We can't be sure if the hydrogen for the Kawi is generated on-demand or if it's compressed off the bike, but there's no way that the bike still makes 170-horsepower without a major internal rework of the engine. Hydrogen injection can theoretically improve the combustion of the fuel in the engine but the combustion chamber shape, compression ratio and spark timing need to be optimized to take advantage. Simply adding hydrogen injection without the other changes will not generally have a significant impact on efficiency and will likely reduce the power. The bike will only emit pure water if running solely on hydrogen. If it's mixed with the gasoline, it will still emit CO2 based on the amount of gasoline used. Then there is the issue of on-board hydrogen generation, which consumes energy from the engine and only returns at best 70-percent of the energy put in. In other words, it doesn't work like the builders claim it does.

Sigh. Hydrogen injection filtering to motorcycles

Yes, it is in fact possible to generate hydrogen using electrolysis from water. No, it's not currently possible to get enough of it to run a vehicle in real-time with a positive gain of energy. Despite the fact that the best electrolysis systems are only about 70 percent efficient, people are jumping on the hydrogen bandwagon in an effort to improve their fuel mileage, and the systems are starting to move from four-wheeled cars to two-wheeled motorcycles. The first such instance of this was on CMT's Chopper Challenge and now we see a 2008 Kawasaki ZX-10R that's been retrofitted with just such a system.

We can't be sure if the hydrogen for the Kawi is generated on-demand or if it's compressed off the bike, but there's no way that the bike still makes 170-horsepower without a major internal rework of the engine. Hydrogen injection can theoretically improve the combustion of the fuel in the engine but the combustion chamber shape, compression ratio and spark timing need to be optimized to take advantage. Simply adding hydrogen injection without the other changes will not generally have a significant impact on efficiency and will likely reduce the power. The bike will only emit pure water if running solely on hydrogen. If it's mixed with the gasoline, it will still emit CO2 based on the amount of gasoline used. Then there is the issue of on-board hydrogen generation, which consumes energy from the engine and only returns at best 70-percent of the energy put in. In other words, it doesn't work like the builders claim it does.

SEMA 2008: Gale Banks Sidewinder diesel dragster

Horsepower guru Gale Banks just unveiled his finished diesel-powered Sidewinder dragster here at SEMA. As a follow-up to their diesel D-Max Type-D Pro Stocker pickup, Banks Power designed and built this NHRA Top Diesel Dragster with motivation coming from a 1,200 hp GM Duramax 6.6L diesel V8. The car should be able to reach its stated goal of running consistent 1/4 mile times in the sixes at over 200 mph. As impressive as that might be, the car looks incredible too in unpainted carbon fiber. Click here to see Sam's interview with Gale Banks and follow the jump for the full press release from the company. And don't forget to check out the gallery as well.


Azusa, Calif. 10.24.08 - - Banks Power, the nation's pre-eminent producer of complete aftermarket packages that not only power up, but bolster fuel mileage as well in both diesel- and gasoline-powered light trucks, motorhomes, and SUVs; will have some new attention-catching "items" on its stand at the 2008 SEMA Show. First, foremost (and pretty darn obvious) will be the latest weapon in Gale Banks' "arsenal" of diesel-powered record assault vehicles; his brand new Sidewinder Top Dragster. At almost 300 inches long and powered by a Banks-equipped GM Duramax 6.6 liter V-8; the dart-shaped, projectile is aimed squarely at being the first diesel dragster to make consistent, backed-up 200+ mile per hour runs in the quarter mile. Sharing space in the Banks display will be the new Banks Marine Engine that's also based on the muscular GM Duramax. Designed to be a state-of-the-art, high performance diesel engine for use in a wide range of boat types; the 6.6 liter diesel engine will be available from Banks in multiple ratings and configurations depending on application and customer requirements. This is the engine that elicited such a positive buzz at the Miami Boat Show earlier in the year. It too will be seen by SEMA show goers for the first time at this show. Additionally Banks will have all of its latest consumer products on hand including the new EconoMind Tuner®. Designed and produced with the words fuel efficiency foremost on everyone's mind, this latest electronic marvel from Banks helps vehicles to get every last mile out of every drop of fuel, as well as allowing those same vehicles to "flex their muscles" on demand or when encountering steep grades. Also on view at SEMA will be Banks' brand-new revolutionary SpeedBrake™ for the GM Duramax LBZ & LMM engine. The patented, all-electronic unit is completely adjustable for individual preference as well as for all road and load conditions. During extensive testing this system exceeded expectations and far outperformed any other so-called "competitive products" in all braking functions. In fact, no other company offers anything like the functionality of this exclusive Banks SPEED CONTROL. The gargantuan SEMA trade show, held annually in Las Vegas, attracts over a million members of the multi-billion dollar automotive aftermarket industry, takes place this year on November 4-7, and is anchored at the sprawling Las Vegas Convention Center. Gale Banks Engineering has just begun its NEXT fifty years of design, engineering, prototyping, testing, and manufacturing excellence. From its founding in 1958, Banks Power has been continuously involved in applying the tough lessons learned in all-out competition to improve street products for everyday users. Generally speaking, Banks customers do not actually need to go 200 or more miles an hour. But most feel that getting the best of power and mileage out of Banks' unflinching quest for speed is a pretty good spin-off.

E320 Bluetec is best car Californians can't buy



Writing for the Los Angeles Times, Dan Neil has a good piece about the California Air Resources Board adopting the EPA's Tier II, Bin 5 emission standard two years before most of the U.S. leaving the 2007 Mercedes-Benz E320 Bluetec as out of reach for Californians. Neil points out that the new E320 Bluetec does meet the Bin 8 emissions standard and gets 45 percent(!) better fuel economy than the equivalent petrol-powered E350.

Bluetec of course is Mercedes-Benz's branding for their clean diesel technology which sees the E320 Bluetec equipped with a NOx adsorber-catalyst, exhaust gas recirculation and a particular filter. Like your average modern oil burner, the off-the-mark times and power ratings aren't all that noteworthy, but the torque is massive. Neil describes the E320's pull well, "[it] has torque like a nuclear attack sub."

As I described in my recent Volkswagen Passat TDI review, all that torque results in amazing overtaking ability, "Even while driving up a reasonable gradient doing 100 km/h with the engine ticking over at 1,500 revs in sixth, there is torque on tap to blow past other cars without the Direct Shift Gearbox (DSG) even needing to switch down if you bury your foot."

Neil describes a similar sensation in the E320, "In the passing lane, this inoffensive burgher of the interstate pulls like a BMW M3."

Analysis: The only problem with buying a huge saloon with a clean diesel engine and great fuel economy is that you probably should have bought a smaller car anyway. Switching to diesel vehicles to maintain an unsustainable love affair with big vehicles is false economy.

Wednesday, November 5, 2008

It’s the Coolest Scooter I’ve Ever Seen.

He Cruiser Group meets the Piaggio BV250 Tourer

Tough bunch, this group that I meet with on Friday nights. The core of the group all ride Yamaha Star motorcycles; big Roadliners and the like. When I pulled up on the Piaggio BV250 Tourer that I’ll be running through its paces over the next two
weeks, the title of this post was the first comment from the guy that I pulled up next to:

Piaggio BV250, Rincon Beach

“That is the coolest scooter I’ve ever seen!”

Well, that’s a good start, eh?

I didn’t know what to think as I dropped off my big Moto Guzzi California Vintage and picked up this diminutive ride. I hadn’t ridden a scooter since 1984, and although I had a bit of exposure to scootering when I investigated my return to riding, I really hadn’t thought seriously about riding one around after I purchased my Eldorado.

It really is a pretty ride. Very light, with lots of plastic panels over a steel frame, yet rattle free and solid. Nice color-contrasting seat, and a big headlight gives it kind of a “Lambretta-like”, tall stance, but with everything new and updated. This is NOT your Roman-holiday Vespa. This is a 250cc maxi scooter with 50 years’ development behind it.So here I am at Piaggio’s press bike pick up area in Torrance. I didn’t know what to do; I’m about 45 miles from home at this point. There’s a long stretch of Friday afternoon 405 rush hour in front of me. I don’t have to be anywhere, so I decide to make a run up Sepulveda Blvd up to Northridge, just to get used to the scoot and see what it will do without the distractions of 2 ton beasts trying to squash a 250cc bike.

nice, beefy front disc on 14 inch tire.

Note to self forever. Piaggios have a continuously variable transmission. That lever on the left is the rear brake, not the clutch. When you’re coming up to a stop, its good to use the rear brake, but this bike will throw you over the handlebars if you yank it like you’re disengaging a motorcycle’s clutch.

I only made this mistake once without serious consequence. After that I learned a nice “front-brake-pull” — one, two –”rear brake pull” — three, four – to stop. The bike sets well with the front lever, then the scooter will stop very quickly, evenly and predictably with the addition of the rear brake.

The close set handlebars and the seat that puts you very close and forward seem odd at first, but once underway, you understand the advantage. At speed, your arms are completely relaxed and at a perfect angle, almost like a computer keyboard. Very easy to handle the bike with this posture — the 16 inch tires give the ride a nice height, eye-level to SUVs.

You can really lean this scoot over with no fear of rubbing anything, and the little 250cc engine just picks up the revs beautifully as your wrist adds throttle after apexes. I’m getting used to this.

Carving through the traffic

The $4900 list BV 250 Tourer is made for traffic. Front of the line, baby, that’s me on the BV. Thin as a deck of cards, it allows you to carve between traffic at stop lights and pull to the front. Once there, it will completely smoke anything across the intersection (be damned sure the opposing traffic is stopped!). No gear shifts, no hesitation, no flat spots. The four-stroke, water-cooled 250 engine rocks the street like:

  • A chihuahua on steroids.
  • An angry miniature wolverine.
  • Some kind of heretofore unknown pygmy jungle bear when you’re messin’ with her cubs.

Green light. Twist wrist. Accelerate. Don’t forget to grin.

Stopping, once you’re used to the big brakes on the BV250, is just mind-blowing. I had the opportunity to stop hard (Los Angeles streets are well, cranky at times), and the application of front-then-back, harder-harder-harder, was very impressive. I could modulate the stop easily and after a little bit, almost without voluntary thought. I found myself braking deep into corners and letting the transmission just ease me through the apex. I think it improves my technique for the bigger bore stuff on top of the simple bliss of rocking surface streets with this machine.

Nice storage under the seat and a small space up front is nice for knickknacks. A locking hook provides in the dash provides a place to put a purse or shopping bag for quick trips, and the gas compartment separate from the front or back compartments met with a nice approval from more veteran scooterists that I spoke with.

Rincon Sunset. Long quiet road.

The biggest problem with the BV250 Tourer you may have is getting off this seat long enough to put stuff under it. Piaggio made it comfortable in a non-motorcycle way, but, after putting some serious miles on it, my 6′1, 240lb body comfortably sits on it for hours at a time. It’s top speed in excess of 75 is proven to me; I saw an indicated 90 while running down the freeway. Still I’m thinking that it has the same “Italian” optimistic speedometer that has populated autos and bikes from there for the last 50 years. Bottom line, I stayed up with freeway traffic, so I’m thinking 80+ with my big, non-scooter-body-type butt attached to it.

It’s maybe, maybe not “mod”. Maybe, maybe not pure enough for serious scooterists. I’m going to find this out. I do think there’s a place in it for 47 year old middle-aged men that love to ride. It starts with no fuss, it goes like stink for a 250cc, stops on a piece of newspaper and is comfortable and “green”.

As an ode to Quadrophenia revealing my age and some Rude Boy roots during College in California: