80th month report; Hyundai i10 1.25 CVVT

Sorry for Long Hiatus, I decided to revive this blog today on 3 Dec 2019.  1 week after I got my new phone.  iPhone 7 Plus replacing my Antique 2013 IPhone 5S. 

Announcement, I am a Toyota Salesman from 1 March 2019 onwards.  My showroom is in Toyota Aman Suria, Unitedstar.  

In this blog entry, I am reporting the 80th month owning my Hyundai I10 1.25 CVVT.   This happened to be my 1st longtermer update in 1 year.  

https://drive.google.com/uc?export=view&id=19_COUz4zuzvx_oJScKZlEi8n7pvbQPaT

The add ons…

1)   70mai Dashcam with GPS Module.  RM230.  

I am sorry to neglect my car.  Last Service back in 19 Jan 2019.  Back then, I changed Denso Iridium Spark Plugs, cabin filter, front brake pads and rotate my Tyres besides engine oil change.  

It wasn’t until 5 Nov I did my next oil change as mileage wise, I only covered 9,500km only.  I decided to change engine oil as my car was jerky, FC increased by 20%, lethargic and delay in gear shifting.  I sent my i10 to infinite auto parts at Kuchai Enterpreneur Park owned by my friend Rico Liow.  

Ended up doing a MAJOR MAJOR Service.  

1) Comma Fully synthetic 5W30 oil + oil filter 

2) Wilita Engine flush 

3) Wilita Throttle body cleaner 

4) ATF Flush + ATF Filter 

5) New Stabilizer link 

6) K&N drop in filter cleaning 

7) 5 liters of Dot-3 ATF oil 

8) Change brake fluid 

9) change water pump 

____________________(2nd trip)

10) change fuel filter 

11) Wilita Fuel magic cleaner 

12) Tyres rotation, Alignment and Balancing (fix outside).  

Total Damage:  RM1565.00.

The outcome, car is now like new.   15% better FC. 

Well there’s a saying a picture’s worth 1000 words, I shall let the photos do the talking: 

https://drive.google.com/uc?export=view&id=1JJofvWS99WK_-F1FIX0aju_1r30TD_yH

Proton rated among most reliable cars

LONDON: Proton has cause to celebrate following new research released by Direct Line Breakdown which has revealed the most reliable cars on British roads.

According to the research, Proton’s range of cars has been listed as the fifth least likely to suffer mechanical breakdown, coming hot on the heels of Honda, Toyota, Mazda and Nissan.

The results are in contrast to general consumer consensus which saw Volkswagen, Mercedes and BMW topping the poll and were perceived to be the most mechanically reliable by motorists.

The research on which cars are most likely to breakdown was based on Direct Line’s call-out records, which shows that consumer beliefs are inconsistent with reality.

Simon Park, General Manager, Sales and Marketing, for Proton Cars (UK) Ltd said:  “We are proud to see Proton ranking at number five in this research, and it is testament to the genuine experiences of our extremely loyal customer base.  Many of our customers have owned a Proton for years and have been very satisfied by how reliable they are.”

Proton’s current line-up includes the 5-door Savvy city car, the 3-door Satria Neo and new Satria Neo Sport, 5-door GEN-2 family hatchback and the 4-door GEN-2 saloon and LPG dual fuel GEN-2 ecoLogic range.

Direct Line, one of Britain’s largest provider of motor vehicle insurance, is part of the Royal Bank of Scotland Group. Set up in 1985, it is based in Croydon just outside London and also provides roadside recovery services.

It commissioned the research to find out if common consumer opinion on many makes of car is borne out by experience. It offers tailored prices for individual cars so drivers of reliable cars pay less. 

The research was undertaken by YouGov from April 26–28, with a sample of 2,011 adult respondents.

plant.jpg

“This research shows how motorists tend to think the more expensive cars are more reliable which isn’t always the case,” said Direct Line’s Emma Holyer.

“Only 1% of consumers thought Protons were trusty whereas it’s actually one of the most reliable cars on the market.

“We believe that if you drive a reliable car you shouldn’t be paying out for the cost of your recovery agent constantly having to attend call outs for cars more likely to break down.  It’s only fair you pay a price that reflects the risk you represent.”

Direct Line was the first major operator to offer tailored pricing on the individual driver, rather than the conventional approach of one price for all.  Motorists switching to it from other operators save 20% on average.

Despite the reliability of Japanese and Malaysian cars, the same cannot be said for their drivers.

Direct Line statistics show that more than half of all breakdowns – across all makes of car – can be attributed to driver fault rather than mechanical so breakdown cover is essential no matter what car you drive.

 That’s all folks, thanks for having the time and patience to read this blog entry. 

REVIEW: Honda Jazz @ Fit 1.5 iDSI/VTEC

In this review, the spotlight is on Honda Jazz. Honda Jazz is a World car (Ie. On sale in all corners of the world). It’s called HONDA FIT in Japan and America. FINALLY, I have a car to “test” and I can come up with my OWN REVIEW for a mere 15 minutes only though…

In addition, I’d also like to invite another 2 Honda jazz/Fit owners in Malaysia to write about the experience of Owning Honda Jazz.



REFERENCES:

1) http://www.dooyoo.co.uk/cars/honda-jazz-1-4/reviews/ (England Owner’s review)

2) www.whatcar.co.uk (for some car Specifications)
3) http://autos.msn.com/research/vip/reviews.aspx?year=2007&make=Honda&model=Fit&trimid=-1 (USA Owner’s review)
8) http://www.carsurvey.org/review_74011.html
9) Thanks to Dr. Melchi S.J. Phuah for letting me assess his car.

MY REVIEW: (only 15 minutes with the car)

My Church friend, Dr Melchi S.J Phuah allowed me to check out his car. It’s 6 mts old Jazz 1.5VTEC 7 speed CVT instead of IDSI. It is a Facelift model. His car’s fitted with 15’ rims, bodykit, Leather seats (see picture) and V-Kool (RM2400 and RM2050 extra respectively).

INTERIOR:

The main advantage of the Jazz though, is its interior room. The 1st thing I did was to check out the split rear “ULTRA-seats”. This is made possible by having fuel tank under the front seats instead of under rear seats in “Typical cars”.
There’s plenty of room for four people and the boot is a very good size. It really is a “MINIVAN”.

Folding the seats down reveals a van-like flat floor and folding them up enables you to put a lot of stuff in the middle of the car. It takes seconds, and makes for a very versatile small family car. See picture below. It can carry 2 seater sofa when seats fold down. The rear legroom’s spacious, it’s as good as a Proton Wira. The Jazz had quite poor all round visibility with thick A pillar @ front and big “square shaped” rear headrests which causes blind spots (especially seeing bikes, cyclists).

The Aircond switches is 3 non-digital knob-turn type, fairly easily reach from both driver and passenger seats (see photo above). The In Car Entertainment’s cool for a Standard unit. It’s 2-DIN KENWOOD CD-player with USB Port (on the bottom right) and Media controls. See photo below. Oh! It has 4 speakers.

The driving position is quite good with adjustable steering and upright seating (as the fuel tank is located under the front seats) with quite high roofline (MPV Style). The front driver seat also has lumbar adjustable. Cushion is on the hard side, with optional leather. According to the owner (Dr Phuah), the interior build quality is good let down by squeaking sound at back seats at times – especially with passangers (like something loose). He also added that the soundproofing is quite poor but that can be fixed by installing DYNAMAT Soundproofing @ KKLAU (will tell him).

EXTERIOR: The Jazz’s a 2 BOX styling, mini MPV style. Design’s quite good looking (see Picture below) and as a Honda means Virtually Endless Modification options if you have the money. The rear hatch opens high and loading/unloading’s quite easy. The car dimensions can be found in “Specifications” at the end of this review.

RIDE and Handling: The car is quite powerful, there’s a word for this. Ah! Nippy. It goes from 0-100km/h in around 10 seconds (VTEC). Can be considered the most powerful Acceleration in its class. The feeling of effortless power is the result of clever seamless CVT gearing, however, and the Jazz quickly becomes harsher if you need swift uphill pull or uphill overtaking power — the engine then sounds a bit coarse and a bit hesitate to move.

The Jazz’s also very quiet at idle, you’ll hardly notice that the engine’s on. The car is also doodle to park and steering type is “ELECTRIC POWER STEERING” ie. speed sensitive version.

The suspension is quite hard at uneven surfaces. Is it due to its low profile rims/tyres (15’, 55 series)? Handling is quite good for a Mini MPV, but a bit of bodyroll still there at high speed cornering. Oh! There’s slight wind noise above 120km/h. The brakes were EXCELLENT thanks to ABS+EBD and 4 disc brakes as a VTEC model (rear drums for IDSI model). My friend did LAST Minute breaking, 60km/h to REST around 100 feet…

OWNING IT: The car is very reliable (as agreed by ALL 6 owner reviews in various part of the world). FUEL CONSUMPTION is super. Fuel tank – 42 litres can go 800km, highway, 380km urban and 500km averaged. This is VTEC model. IDSI model’s EVEN more economical around 50 to 80kms more. According to Dr. Phuah, the owner, from Petaling Jaya to JB (around 380km) = slightly above half tank only. As a Comparison, my Ford Telstar consumed 1 FULL TANK. In Malaysia, a new Jazz IDSI costs RM94,000 and JAZZ VTEC costs around 103,000, Imported from Thailand. It came with 3 yrs warranty and 2 years free maintenance (don’t know whether still on now). AS This is a USED car review blog, will cover how much can you buy when used at the end of this blog.

USA Average Owner’s RATINGS:
MSN Auto (USA) Owner’s Reviews
——————————————————————————–
9.2 Overall Rating
9.2 Styling
8.9 Performance
9.0 Interior
9.5 Quality
9.2 Recommendation

OWNER REVIEW 1: Honda Jazz 1.4IDSI 5 speed Manual
Jazz up your Motoring
by sandrabarber Rating: (5 of 5 possible stars)

Advantages spacious and flexible, superb fuel economy, comfortable and stylish
Disadvantages none for me

The time was right for a new car. And I wanted brand new, in the hope that I would be guaranteed a few years trouble-free motoring (and hopefully no sudden expenses) with a good warranty and some peace of mind.

In my new car, I wanted the following criteria:

Light and easy to drive
Comfortable seating and leg room in the back
Fuel economy
A good sounding stereo
Affordable insurance
Quiet and reasonably powerful engine
Safety
Good looks
Flexibility (i.e. can take large packages/suitcases etc when necessary)
A make with a strong reputation for reliability
Extra gizmos
Under (preferably considerably under) £10,000

A lot to ask? Yes, but then along came the Honda Jazz?

Criteria 1: Light and easy to drive

My Honda Jazz drives like a dream. It’s classed as a ‘supermini MPV’, meaning that I get to sit quite high up which gives me a great view of the road, adding to ease of driving. The power-steering is light as a feather and I swear could be done one-fingered. All controls are easy to reach and easy to use. Visibility is very good, especially through the enormous front windscreen. Brakes are very effective without being jolting, the clutch is sensitive without sudden shocks, suspension is superb, cornering is a doddle, and overall the ride is smooth with a soft and comfortable bounce over those pesky road-ramps.
Rating: 9/10

Criteria 2: Comfortable seating and leg room in the back

As mentioned, the front seats are high, giving driver and passenger and excellent view. The seats are also comfortable under the bum, and easy to adjust. The back seats are, I’m told, equally pleasant. I’m also told that back seat passengers have ample room for their pins as long as the front seats aren’t pushed right back. Oh yes, and it’s 5 door, so back seat sitters don’t have to contort themselves to get in and out.
Rating: 10/10

Criteria 3: Fuel economy

My Jazz has a 1.4 engine that delivers the economy of many 1 litre cars. I’ve had it a month now and I’m regularly getting a wonderful 50 to the gallon approx. My Escort (previous car) with the same size engine gave about 33 on a good day.
Rating: 10/10

Criteria 4: A good sounding stereo

My Jazz S, which is the basic model, comes with a built-in Radio/Cassette. The two higher spec models come with CD, although a 6 CD can be put in my boot and easily fixed. I planned to get the 6 CD changer but the sound of my radio/cassette is so crystal clear and rich that I’m not going to bother.
Rating: 8/10 (because the radio/cassette is excellent)

Criteria 5: Affordable insurance
My Jazz is in insurance group 3E which is superb.

Criteria 6: Quiet and reasonably powerful engine. The Jazz is very quiet indeed when sitting in traffic. In fact, it’s easy to think that you’ve stalled. Noise levels do obviously rise the faster you go, but on the motorway it’s still a hell of a lot more silent than my old Escort and you can easily have a conversation at normal voice level. Power-wise, again it gives much more than my same-engine-size Escort. I would often have to floor the accelerator in the Escort to get uphill or overtake on the motorway, but the Jazz requires none of that. Acceleration is fast and responsive.

For those who are interested, it does 0-60 in 11.9 seconds (for comparison, 1.4 Clio does it in 13 seconds, and 1.4 Peugeot 205 in 15.2 seconds)
Rating: 9/10

Criteria 7: Safety

The Jazz S has some impressive safety features, including a proper seat belt for the back seat passenger who sits in the middle, side-impact bars and driver and side airbags. It achieved a 4 star in EURO NCAP crash test.
Rating: 9/10

Criteria 8: Good looks
The best word to describe the Honda Jazz is CUTE. Despite being an MPV it’s not too tall (front seats are high because the petrol tank sits underneath them) and it has a gorgeous snub nose.
It comes in a variety of colours, mostly metallic. Mine is ‘clover green’, a very dark metallic green. I think it looks wonderful in bright red, pearlescent white and a gorgeous metallic ice blue.
Rating: 9/10

Criteria 9: Flexibility

Here is where the Jazz is absolutely unbeatable. It is remarkably roomy inside and incredibly interchangeable. The back seats fold down completely flat for that flat-pack furniture, or the seat part of them folds up flat, giving you a lovely tall space for plants etc. (see picture above). Add to this the fact that the boot is a good size and quite deep, and you’ve got even more space to play around with. You’ve got the car that is everything – a comfy long-distance ride and a flexible transporter for large and small items.
Rating: 10/10

Criteria 10: A make with a strong reputation for reliability
Since buying my Honda, many people have said to me, ‘Oh, you’ll run a Honda for years and years.’ Time will tell how true this is, but those remarks demonstrate Honda’s reputation for building quality, reliable motors.
9/10
Criteria 11: Extra gizmos
Buying the basic model means that you don’t expect a lot of these, but what you have got is nice. Heated mirrors come as standard, as does a height adjustable steering column, and the cup holders are actually the right shape and size. Electric front windows and central locking are also standard on the basic model, as are immobiliser and locking fuel cap.
Rating: 8/10

Criteria 12: Under (preferably way under) £10,000
The Honda Jazz S is £9000 if you want it in red, or £9249 in all other colours.
However, I managed to get hold of one that had been pre-registered 3 weeks earlier and had 3 delivery miles on the clock. The only drawback for me was the colour, but that paled into insignificance when I found I could have it for £7699.
8/10 normally, 10/10 in this instance

Services are at 12 month or 10000 mile intervals. 3 years warranty.
5 doors, petrol, 1399 cc, 5 speed gearbox, CO2 134 g/km, vent disc front brakes, drum rear brakes. Official fuel consumption figures: urban 40.9 mpg, extra urban 57.6 mpg, combined 49.6 mpg.

Overall:
I’m absolutely in love with my Jazz. I’ve taken it on short journeys, long journeys, smooth roads, rough roads, straight roads, winding roads, slow trips and fast-lane motorway dashes. It has delighted me on every occasion and I would highly recommend it to anyone who wants a comfy, flexible, fun, quality car that’s always economical, quiet around town and speedy on the motorway.

OWNER’s REVIEW 2 from USA:
“Fantastic Commuting Car!”
2007 Honda Fit Sport 1.5 7-Spd AT
By: An MSN Autos Consumer
Owned: Less than 1 year
Review ID: 504380

10.0 Overall Rating
10 Styling
10 Performance
10 Interior
10 Quality
10 Recommendation

Pros:
Great acceleration, braking, and handling, very intuitive interior layout, tons of space, and great mileage. Easy to handle in heavy-duty urban traffic and a cinch to park in tight spaces.
Cons:
Minor things that most people have already mentioned: lack of a center armrest and doors don’t lock automatically; nothing important.
Overall Review:
Love it! It’s easy and inexpensive to drive and maintain and wonderful for city driving and parking. It’s also got a great personality and the Honda dealer/service people I have dealt with thus far have been so friendly and polite! I went from driving a gas-guzzling Corvette (I love it with all my heart but not with my wallet) to an 07 Fit and I love the Fit’s practicality.

SPECIFICATIONS: Honda Jazz @ Honda Fit 1.5 IDSI CVT (1.5 VTEC in Bracket)

Engine: Petrol, Code: L15A 4 Cyl in line, SOHC 1-dsi, Twin spark plugs 1497cc 8 valve (L15A 4 cyl in line, SOHC VTEC 1497cc 16 valve Normal Spark plugs), PGM-Fuel injection with Compression ratio: 10.5:1 (10.1:1), Bore x stroke: 73×89.4mm.

Max power: 65kw [88hp] @5500rpm (81kw[110hp]@6000rpm)
Max torque: 131Nm@2700rpm (143Nm@4800rpm)

BRAKES: Front ventilated discs, rear drums ABS+EBD [Electronic brake force distribution]. (Front ventilated discs, rear solid discs, ABS+EBD)

DIMENSIONS: Length: 3830mm, Width: 1675mm, Height: 1525mm, Wheelbase: 2450mm, Tracks: ff/rr: 1460/1445mm. Ground clearance 150mm. Kerb weight: 1050kg (1080kg).

FUEL TANK CAPACITY & Fuel consumption: 42 litres. Extra urban: 12km/litre, 20km/litre (Highway). Average: 15km/litre. (VTEC: 10.8km/L, 19km/L, 12km/L)

STEERING: Electronically Assisted power steering (VTEC Same)
. Lock to lock turns: 3.53

SUSPENSION:
Front: Independent McPherson struts, springs & dampers, stabiliser bar. (VTEC same)
Rear: Torsion beam axle, springs and dampers (VTEC Same)

TRANSMISSION: Front wheel drive. Electronically controlled CVT (Continuously variable transmission). RATIOS: -NA-

TYRES/RIMS: 175/65R14 (185/55R15)/5.5JJx14” alloy

PERFORMANCE:
Top speed: 180km/h (190km/h VTEC)
Acceleration 0-100km/h: Below 12 secs IDSI. (9.8 secs VTEC, tested)

PRICE:
NEW: RM94,000 1.5 IDSI, 103,000 1.5 VTEC.
USED:
2003 1.4IDSI CVT: 66,000,
2004: 1.5 IDSI 72,000, (FIT 1.5 VTEC: 70,000)
2005: 1.5 IDSI 78,000, VTEC: 83,000
2006 1.5 IDSI: 86,000, VTEC: 90,000

(Honda Fit resale value is about RM2,000 +/- than above, depending on Equipments and type of AP).

AS YOU CAN SEE, the Resale value depreciated about 13% in the 1st year, then subsequent years depreciate about 9%. THREE years retained value is about 72%, which is THE BEST RESALE VALUE VOLUME SELLING CAR IN MALAYSIA (tied with Toyota VIOS). Actually is 2nd BEST OVERALL but MINI is Not a volume seller (ie. Sell few units only) so not really counted (Another similar Example of NON volume seller is Porsche).

Buy one, NEW or USED Honda Jazz/Fit TODAY and the car will depreciate THE LEAST amount of money every year compared with any car in Malaysia. On the 5th year of ownership, the Jazz will still retained about 60% of its Value which is VERY IMPRESSIVE indeed. As a comparison, Kia Spectra 1.6 retained 60% in 1st YEAR OF OWNERSHIP ITSELF.

What to look out for in a Used Honda Jazz? This car is still new (introduced to the Malaysians @ 2003. It’s extremely reliable worldwide (from owner’s review). The precaution is buying a unit abused by Fresh “P” Drivers AND Accident repair unit – make sure body surface & paintwork is smooth & even (can only be checked at daylight, under the sun, so AVOID viewing the car @ evening (Ie. 5pm onwards). AND beware of JOINED units. For PEACE of Mind, send the car to PUSPAKOM before you commit. GOOD LUCK in finding a right Jazz!!!

How do electric cars produce maximum torque instantly?

Most electric cars aren’t normally associated with performance, but they are able to achieve something gasoline-powered cars can’t: peak torque at zero rpm.

It’s thrown around often, and many will comment on how quick an electric car feels around town thanks to maximum torque delivered instantly. If in doubt, just take a ride in a Tesla Model S and ask the driver to drop the hammer.

But how does an electric car achieve this? Jason Fenske from Engineering Explained is back to make sense of the gadgetry going on. Foremost, it’s important to realize there isn’t an engine under the hood of an electric car. Instead, there is a motor, generator, and a battery pack to supply power. As the electric current travels through the motor within a magnetic field, it generates a force. The more current applied, the more the motor will spin.

A generator is doing a similar thing, but its spinning motion is occurring in the opposite direction simultaneously with the motor. This creates what’s called “back electromotive force” or “back EMF.” The faster the motor spins, the more back EMF is created. Thus, there is an equilibrium at zero rpm and all of the power created becomes instant torque. The higher the revs, the more back EMF and the instantaneous torque effect diminishes.

It’s this effect that gives a rather mundane, let’s say, for example, Chevrolet Bolt EV the power to scoot away pretty quickly from a stoplight. It’s not jaw-dropping amounts of torque, but the maximum output on tap from zero rpm does create a more entertaining drive. Grab all of the knowledge surrounding electric motors in the video above.

Source: How do electric cars produce maximum torque instantly?

Toyota set to sell long-range, fast-charging electric cars in 2022

Toyota is reportedly planning to begin mass-producing EVs in China, the world's biggest auto market, as early as in 2019, although that model would be based on the existing C-HR sport utility vehicle and use lithium-ion batteries, which power most EVs today.

Toyota is reportedly planning to begin mass-producing EVs in China, the world’s biggest auto market, as early as in 2019, although that model would be based on the existing C-HR sport utility vehicle and use lithium-ion batteries, which power most EVs today.

TOKYO: Toyota Motor Corp aims to begin selling in 2022 an electric car powered by a new type of battery that significantly increases driving range and reduces recharging time, the Chunichi Shimbun daily reported on Tuesday.

Current electric vehicles (EVs) typically have a range of just 300-400 kilometres (185-250 miles) and need 20-30 minutes to recharge even using fast chargers. By using all-solid-state batteries, which can store more energy and can recharge more quickly than lithium ion batteries, Japan’s top automaker would be removing the two key shortcomings associated with EVs today.

The EV, to be built on an all-new platform, would be able to recharge in just a few minutes, Chunichi Shimbun said, without citing sources. Toyota has decided to sell the new model in Japan as early as in 2022, the paper said.

A Toyota spokeswoman said the company could not immediately comment on the report.

Toyota, which had long touted hydrogen fuel-cell vehicles and plug-in h ybrids as the most viable low-emission alternative to conventional cars, said last year it wanted to add long-range EVs to its lineup as battery-powered cars gain traction around the globe.

Toyota is reportedly planning to begin mass-producing EVs in China, the world’s biggest auto market, as early as in 2019, although that model would be based on the existing C-HR sport utility vehicle and use lithium-ion batteries, which power most EVs today.

Other automakers such as BMW <BMWG.DE> are also working on developing all-solid-state batteries, eyeing mass production in the next 10 years.

Solid-state batteries use solid electrolytes rather than liquid ones, making them safer than lithium-ion batteries currently on the market. – Reuters

Source: Toyota set to sell long-range, fast-charging electric cars in 2022

Toyota is reportedly working on an electric car that can be charged in moments

A model stands beside a veiled, new Toyota Sienta car at the Indonesian International Motor Show in Jakarta, Indonesia, April 7, 2016. REUTERS/BeawihartaThomson Reuters

TOKYO (Reuters) – Toyota Motor Corp is working on an electric car powered by a new type of battery that significantly increases driving range and reduces charging time, aiming to begin sales in 2022, the Chunichi Shimbun daily reported on Tuesday.

Toyota’s new electric car, to be built on an all-new platform, will use all-solid-state batteries, allowing it to be recharged in just a few minutes, the newspaper said, without citing sources.

By contrast, current electric vehicles (EVs), which use lithium-ion batteries, need 20-30 minutes to recharge even with fast chargers and typically have a range of just 300-400 kilometres (185-250 miles).

Toyota has decided to sell the new model in Japan as early as 2022, the paper said.

Toyota spokeswoman Kayo Doi said the company would not comment on specific product plans but added that it aimed to commercialise all-solid-state batteries by the early 2020s.

Japan’s biggest automaker is looking to close the gap with EV leaders such as Nissan Motor Co and Tesla Inc as battery-powered cars gain traction around the globe as a viable emission-free alternative to conventional cars.

Whether Toyota will be able to leapfrog its rivals remains to be seen, however, as mass production requires a far more stringent level of quality control and reliability.

“There’s a pretty long distance between the lab bench and manufacturing,” said CLSA auto analyst Christopher Richter. “2022 is ages away, and a lot can change in the meantime.” How quickly the new EVs will catch on would also depend largely on battery costs.

Having long touted hydrogen fuel-cell vehicles and plug-in hybrids as the most sensible technology to make cars greener, Toyota last year said it wanted to add long-range EVs to its line-up, and set up a new in-house unit, headed by President Akio Toyoda, to develop and market EVs.

Toyota is reportedly planning to begin mass-producing EVs in China, the world’s biggest auto market, as early as in 2019, although that model would be based on the existing C-HR sport utility vehicle and use lithium-ion batteries.

Other automakers such as BMW are also working on developing all-solid-state batteries, eyeing mass production in the next 10 years.

Solid-state batteries use solid electrolytes rather than liquid ones, making them safer than lithium-ion batteries currently on the market.

Read the original article on Reuters. Copyright 2017. Follow Reuters on Twitter.

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Source: Toyota is reportedly working on an electric car that can be charged in moments

2 Honda Electric Vehicles To Debut In 2018

11 hours ago by Anthony Karr

New Accord coming by the end of the year.

In June, Honda held a press meeting in Tokyo, Japan, where President and CEO Takahiro Hachigo outlined the company’s future plans during his speech. Among many new announcements, Takahiro confirmed the brand will strengthen the development of electric vehicles and will work on autonomous technologies ready for highway use in 2020.

Starting with the EVs, Hachigo revealed we will see a production all-electric vehicle from the manufacturer during an auto show this fall. It is currently under development alongside a China-exclusive model scheduled to go on sale in 2018. The development process for the EVs is carried out by the newly-formed Electric Vehicle Development Division, part of Honda’s R&D department. Also in 2018, Honda will introduce an all-electric scooter.

Autonomous technologies will also have a major role in the automaker’s future and the first system to arrive for production vehicles will be a highway autonomous autopilot. Scheduled to be introduced in 2020, it will be able to perform lane-changing function, which enables the vehicle to “drive in multiple lanes without any command from the driver.” Also, the advanced system will free the driver from the need to monitor their surroundings while the vehicle is experiencing traffic congestion.

Once the technology is ready, Honda will continue to improve it and adapt it for use on regular public roads. The Japanese company expects to reach Level 4 automated driving by around 2025.

Meanwhile, Honda is also developing the next generation design language, which will be previewed at an auto show this fall. Before the end of the year we will also get to see the next-generation Accord, which will undergo a full model change with a “further advanced design and driving experience.” Last but not least, Honda says it is developing technologies which will provide “driving experience that performs at the will of the driver.”

Tags: honda, honda electric car, honda ev

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Source: 2 Honda Electric Vehicles To Debut In 2018

Opinion: The myth of a clean electric car

Full speed ahead for electric cars – it seems there has never been a better time to finally do away with combustion-engine technology. But DW’s Henrik Böhme feels the solution lies elsewhere.

They really are the bad guys, those carmakers! Ever since Germany’s flagship industry was confronted with accusations of colluding in a cartel, a lot of malice has been directed toward manufacturers in Wolfsburg, Stuttgart and Munich. Understandable, given that there is not much faith left in Germany’s car industry since VW’s emissions-cheating dieselgate scandal erupted.

Read more: Diesel emissions kill. What is the car industry going to do about it?

The companies themselves are keeping a low profile. That is also understandable as investigations by competition authorities have only just started and the suspects remain innocent until proven guilty. In addition, every misplaced word uttered in public may eventually cost the firms millions. The only ones left speaking will most likely be the lawyers.

  • A Dieselgate chronology The disaster unfolds

    About two weeks after Volkswagen admitted behind closed doors to US environmental regulators that it had installed cheating software in some 11 million of its diesel vehicles worldwide, the Environmental Protection Agency shared that information with the public. It was Sept. 18, 2015. Over the next year, the crisis would gain momentum – and take a few unexpected turns.

  • A Dieselgate chronology The boss must go

    Volkswagen’s CEO, Martin Winterkorn, had little choice but to step down several days after news of the scandal broke. On Sept. 23, he tendered his resignation. But he kept his other posts within the Volkswagen Group. To this day, he still maintains he never knew anything about the cheating.

  • A Dieselgate chronology A not-so-new face

    Winterkorn’s successor was Matthias Müller. Until taking the reins at VW, Müller had been the chairman at Porsche, a VW subsidiary. Like his predecessor, Müller insisted he knew nothing of the deception. It is now his responsibility to clean up shop at Europe’s largest car maker. That wasn’t always easy.

  • A Dieselgate chronology A raid at headquarters

    Regulators in the US weren’t the only ones investigating VW. Authorities in Lower Saxony, the German state in which VW is based, were also scrutinizing the company. On Oct. 8, state prosecutors raided VW HQ and several other locations.

  • A Dieselgate chronology A powerful enemy

    On Jan. 4 of this year, the US government filed a lawsuit against VW, accusing it of fraud and violations of American climate protection regulations.

  • A Dieselgate chronology Suddenly, things have to go quickly

    Even before Germany’s Federal Motor Transport Authority gave the green light, VW began recalling “Amarok” models for repairs. As early as Jan. 27, the company was aiming to provide a software update for the truck’s digital motor and exhaust control. Owners of other affected models, such as the Passat or Golf, had to wait.

  • A Dieselgate chronology Quit or forced out?

    On March 9, the head of VW in the US, Michael Horn, resigned. In the initial days and weeks after the scandal broke, he was the one many people in the US turned to for information. He issued an official apology on behalf of the automaker, asking for the public’s forgiveness.

  • A Dieselgate chronology A judge with a lot of patience

    It’s not every day that a district judge from the US is as well known in Germany as Charles Breyer, from San Francisco. The highest-ranking judge in northern California, Breyer was responsible for negotiating with VW. On April 21, the car company came to an agreement with US authorities, though many of the details remained unclear.

  • A Dieselgate chronology Devastating interim results

    On June 28, it became clear that VW would have to pay as much as $14.7 billion (13.3 billion euros), alluding to a settlement. Affected cars would be retrofitted with better, non-deceptive hardware and software, or else VW would buy them back completely from customers. Whether VW will be forced to offer consumers in other countries a similar deal is unclear.

    Author: Dirk Kaufmann / cjc

  • Naturally, the self-proclaimed opponents of cars – and combustion engines in particular – are having a field day. Their mutual enemy, the fossil-fuel polluters, are finally about to bite the dust. So be it.

    But somehow there are parallels to be drawn with the troubled Energiewende, or transition to clean energy in Germany. That has so far been a bottomless pit of money, state-commissioned and highly subsidized.

    Nonetheless, many German solar energy companies are going bust right now. And nobody wants to have a windmill in their back garden either. Public resistance to new power lines is mounting.

    Talking about combustion engines, you’re faced with the same sort of questions that people ask about the energy transition.  Where will we get enough electricity from when all conventional power plants have been taken off the grid?

    Read more: Court to decide on the future of diesel cars in Germany

    E-car? No solution either!

    As far as cars are concerned – what sort of vehicles are we supposed to use when combustion engines are banned? E-cars to the rescue as many are quick to suggest? There is a real snag. No one really knows whether this is a feasible solution at all. The ecological footprint of e-cars is disastrous.

    DW business editor Henrik Böhme

    DW business editor Henrik Böhme

    You can drive a typical Mercedes E-class for eight years before you do as much damage to the environment as a Tesla. One of the reasons for this is the super-heavy batteries used in electric vehicles.

    Millions upon millions of e-cars also means millions upon millions of such batteries. Raw materials such as lithium and cobalt are in high demand. But where does cobalt come from? Well, at least to an overwhelming extent it come from the Democratic Republic of Congo (DRC), a nation rocked by civil war and large-scale corruption. It’s mainly child laborers who have to dig out the ore. But without cobalt from the DRC you can forget about any fantasies about e-cars.

    Read more: BMW third-largest electric car manufacturer

    Poisons and dangerous particles are a side effect of the production of batteries, let alone the tons of carbon dioxide produced. And in the end, millions of batteries have to be disposed of and then hopefully recycled. Otherwise it is toxic waste.

    Electrify the highways!

    So, maybe the electric car represents nothing more than a stopgap measure . And maybe the fuel cell will eventually emerge as the big winner. Many “maybes” here, but no one can really know right now. Not a car guru, not a head of research at a carmaker.

    We will probably have to tackle the transportation issue from a different angle. What about more streetcars and e-buses in city centers? Why not electrify our highways to hook up trucks and coaches to overhead lines. It wouldn’t exactly be a new invention.

    But a look at how amateurishly Germany has gone about its energy transition tells me there’s little hope we will succeed in a thorough overhaul of the transport sector. And definitely not as long as those bad guys from the auto mafia are in the hot seat.

    Would you like to add your comments? You can do so below. The thread stays open for 24 hours after publication.

    Source: Opinion: The myth of a clean electric car

    Op-Ed: GM Electric Vehicles: It’s the Mis-Targeting, Silly

    Chevrolet Bolt EV coming off the line at GM’s Orion Assembly Facility in Michigan

    The extended summer shutdown at GM’s Orion plant, where the Bolt BEV and the Sonic ICE-subcompact are made, has been spun in all directions. But it doesn’t look good. Sonic is a modest-volume car, so had Bolt demand gone through the roof we might have seen a shortening of that shutdown, not an extension.

    To be fair, in EV terms the Bolt’s sales start hasn’t been too bad. A year or two earlier the numbers   might have been considered stellar (see full US sales of all models here).

    The Bolt’s 6 first full months – 7.6k domestic sales and at least 1.4k overseas sales during the weaker front half of the year (plus 600 sales in its first few days at the end of December), delivered while only part of the US is open for sales – is better than the Tesla Model X start in late 2015 and early 2016. Sales aside, particularly impressive is the lack of any major product problems.

    Bolt EVs outside Capital Chevrolet in San Jose/George B

    But it’s 2017 now, and this is how the Bolt is judged:

    – The Bolt’s 100+ inventory days are definitely worse than planned for this point in time.

    – Head to head, the Bolt is currently outsold in the US by the Prius Prime PHEV, launched a month earlier with fairly minimal range, only 4 seats, and a parent brand (Prius) in freefall. This, despite most of the Prime’s production swallowed by domestic Japanese demand.

    – The Bolt is being even more badly outsold by its veteran sibling the Volt, and nearly matched by the aging Gen 1 Leaf (that’s in the US; abroad the Leaf outsells the Bolt by orders of magnitude).

    The Bolt was seen by the hopeful (yours truly included) as a potential game-changer. Its range-to-price combination blows everything else out of the water, and reviews have been overwhelmingly positive. Instead, we have mediocre sales, and GM squandering nearly a year’s head start on Tesla’s Model 3. Not many people thought that in mid-2017 the Bolt would only be #5 on the US year-to-date scorecard, despite directing almost all production volume domestically. What’s going on?

    Through the first half of 2017 plug-in sales in the US, the Chevy Volt has outsold the Bolt EV 10,932 to 7,592

    The Main Fail: Target the Wrong Segment, or no Segment at all

    By far the biggest reason for the Bolt’s woes, is the exact same reason the Volt has never fulfilled its huge potential. Twice in a row, GM has developed a flagship mass-market EV without targeting any major segment or constituency of the US auto market.

    What segment did the Chevy Volt target? Its sporty design with 4 seats, looking bigger on the outside than its cramped interior, suggests either aging macho Boomers, or edgy twenty-somethings. But the former are not the best candidates for jumping first into the EV deep end, and the latter didn’t have the $$ to buy a Volt. This is not the Tech side’s fault. The Tech side doesn’t decide, “Let’s make a midsize SUV!”, or “Let’s make a 4-seater!”. It’s upper management, via product management and Marketing, who instruct them.

    The 2nd Generation Chevrolet Volt added a 5th “seat” in 2016

    The 4 seats and minimal space decisions, essentially gave up on more family-friendly segments. The environmentalist segment, small but hardcore, was also not courted too much for fear of losing conservatives, who are perceived as dominant among Big Three clientele. The Volt did get some greenies, some tech fans, lots of large fleet deals, and a bit of this and that – but the original design instructions doomed it to second-tier volumes.

    With the Volt, one could argue that the CEO at the time was EV-skeptic and didn’t try too hard. That’s not the case with Mary Barra, who got personally behind the Bolt (and the Gen 2 Volt), and should probably be credited in part for its speedy development. But system-wide ineptitude and cluelessness about EVs cannot be cured overnight by one woman at the top with a magic wand.

    What segment does the Bolt target? Its 5-seat passenger compartment is roomy. But the car pretty much ends at the back seat. Yesterday I passed by a Cmax Energi, thinking, “Ok, here’s another compact-crossover EV, maybe I’ve been too hard on Bolt?!” The Cmax definitely looked smaller than the cars around it, but reasonable. I looked up the dimensions: the Cmax is a full 10″ longer than the Bolt, and also a bit taller and wider.

    Inside the Chevy Bolt EV (InsideEVs/George B)

    Yes, the Bolt is very efficient with its space. This what matters is how the car is perceived by potential consumers. For Europe where they value space-efficient cars, the Bolt nicely targets a major segment. Per the US size definitions, the Bolt is a subcompact.

    Back of the Chevy Bolt EV

    What proportion of US auto sales are subcompact, YTD in 2017?

  • Bolt, Sonic and Spark combine for ~4% of GM sales (and arguably, that’s generous b/c most Bolt buyers got it despite the size)
  • Yaris and Prius C combine for ~3% of Toyota/Lexus sales
  • Fiesta accounts for ~2% of Ford/Lincoln sales
  • Fiat 500 (with/without e) account for <1.5% of FCA sales
  • I may have forgotten an esoteric model here or there, but you get the idea
  • And the current trend as everyone knows, surely the folks at GM, is towards bigger and bigger. How can you mount a revolutionary assault on the auto market, when you target the lowest and most rapidly shrinking 2-3%? Moreover, most of these cars cost <$20k, so while the Bolt’s tech is demonstrably worth its price, people who regularly buy subcompacts don’t pay that kind of money.

    Going up just one size class would make a world of difference for the Bolt. There are 2 compact passenger cars in the top 10 best-selling models, and 6 compact SUVs in the top 20. The SUVs in particular can fetch prices in the Bolt’s ballpark (after the Fed incentive). Make the Bolt one foot longer keeping everything else the same, and it becomes a legit compact-crossover, very close in size to the Ford Escape. 157k Escapes were sold in the US in the first half, nearly as many as all subcompacts put together.

    If the Bolt’s EPA range was 201 miles, one could at least understand making it so small in order to stay above that psychological bar. But GM engineering surely knew a while ago that they were clearing 200 miles with lots to spare. Adding a foot to the Bolt at the back couldn’t have cost much more than ~5% of range, and couldn’t have increased its price substantially.

    Chevrolet Volt – needs more room?

    Of course, all this means that the Gen 2 Volt, as well, is still too small, because despite looking like a Japanese compact-sedan wannabe, the Volt’s overall interior/trunk space is much smaller, about half the Bolt’s. That’s 3 of 3 in EV targeting fails.

    Why do GM keep repeating the same rookie error? My best guess is that the people in charge of targeting still don’t really believe they can sell EVs to “ordinary people”. The mis-targeting is then compounded by GM’s notoriously EV-apathetic (and often even clueless or hostile) dealer network, and by weak and inflexible advertising and pricing policies.

    Nissan has had a far more challenging product to sell in the Leaf, and went through actual product-quality crises that GM has yet to encounter with its EVs (again, thanks to GM’s crack Engineering teams). But while continually improving the Leaf’s technical specs, realizing that every little bit matters, Nissan has also continually re-invented and revised the Leaf’s marketing and pricing approach, never leaving it “to sell itself”. Even now, when people were ready to write off the Gen 1 as dead, Nissan has gone all-out on the deals, even “poaching” many potential Bolt sales (including our own family, I must admit).

    The next generation LEAF debuts this September (InsideEVs/Darren T)

    Beyond all that, Nissan has embraced the Leaf as a flagship brand. They see no contradiction between still making nearly all their money off of ICE cars, many of them gas-guzzling monsters – and developing a flagship EV as the arrow towards the company’s future, including unabashedly courting the tree-hugger constituency. By contrast, GM seems afraid of its own shadow when marketing EVs, and unsure about EVs’ role in its future.

    The good news are, the Bolt is only a few months old, it’s a great car, and if GM shows the needed flexibility, its EV sales can rapidly grow. Here’s what they should do, IMHO:

  • Export the Bolt (and the Volt) more aggressively. The Bolt is a ridiculously better match to Old World markets than to the US. Even Canadians seem to appreciate it more than Americans. So don’t be afraid to divert more and more Bolt production towards export. In particular, Korea where it was actually developed, will feel a special affinity towards the Bolt, and drivers there should be embraced.
  • As soon as the Bolt is available in all US states, they should start offering deeper discounts and in particular more attractive lease deals to push domestic volume.
  • Even more crucially, Mary Barra referred to the Bolt as a “platform car” for future extensions. They totally dropped the ball on doing that with the Volt. With the Bolt, this should start right now. A 200-mile Bolt-like SUV/crossover that falls firmly in the compact class is top priority. That’s what the Bolt should have been from the start, but it is certainly not too late.
  • Source: Op-Ed: GM Electric Vehicles: It’s the Mis-Targeting, Silly

    My next car is electrified, says Shell CEO

    It’s not every day that you hear a a titan of industry say, “Next time, I’m buying Brand X.” But as the automotive industry hurdles toward an electric future, the man who runs Royal Dutch Shell – aka Shell Oil – says the next car he buys will have electric power.

    Chief Executive Officer Ben Van Beurden is switching from a diesel car to a plug-in hybrid Mercedes-Benz S500e in September, a Shell spokesman said.

    Now, it’s not like he’s buying a Nissan Leaf. The S500e gets 24 mpg city, 30 highway – a 2.5-ton, 436-combined-horsepower Benz that can do 0-to-60 in 5.2 seconds. However, a Shell spokesman says Chief Financial Officer Jessica Uhl already drives a BMW i3.

    Nor is it like Van Beurden is promising to quit drilling for oil, and he didn’t mention what else is in his garage, but it’s a sign of the dramatic shift ahead of us. Oil companies have made no secret that they think manmade global warming is real and that a move away from fossil fuel and toward clean energy is a given. Industry executives even advised President Trump not to leave the Paris climate accord, to no avail. As the inevitability of this shift – along with slumping oil prices – became evident, Shell two years ago bought BG Group, betting $53 billion that demand for natural gas will rise as the world shifts to cleaner-burning fuels. That deal made it the planet’s second-largest energy company.

    “The whole move to electrify the economy, electrify mobility in places like northwest Europe, in the U.S., even in China, is a good thing,” Van Beurden said on Bloomberg TV Tuesday. “We need to be at a much higher degree of electric vehicle penetration — or hydrogen vehicles or gas vehicles — if we want to stay within the 2-degrees Celsius outcome.”

    Economists used to think we’d reach peak supply – the world would deplete its oil resources. Now they think we’ll hit peak demand – the point at which oil consumption starts a steep downhill slide and companies like Shell don’t both er to drill for the remaining reserves. Van Beurden offered a guess when that would happen.

    “If policies and innovation really work well, I can see liquids peaking in demand in the early 2030s and maybe oil will peak a little bit earlier if there’s a lot of biofuels coming into the mix as well,” Van Beurden said.

    Bloomberg New Energy Finance predicts that a third of the world’s cars will be plug-in by 2040 (coincidentally, the date when it looks like new internal-combustion cars will be banned in parts of Europe). That many EVs will cut global oil consumption by about eight million barrels a day, Bloomberg says – or around the total daily oil output of the United States.

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    Source: My next car is electrified, says Shell CEO