EnerDel Commences Production of TH!NK Electric Car Battery

EV World

OSLO, Norway -- THINK, the Scandinavian electric vehicle maker, makes a further stride towards mainstream volume production this week with the first introduction of award-winning lithium-ion batteries to THINK City EVs in Europe.

THINK and Ener1 have been in active partnership for a number of years, developing and perfecting the match between THINK’s industry-leading EV drive system and the award-winning Ener1 lithium-ion  automotive battery technology supplied by Ener1 subsidiary, EnerDel. The result is Ener1’s development of a dedicated 22kWh battery system for the THINK City – the first pure electric vehicle of its kind to use this new generation technology.

With this cutting edge battery in place, THINK, in partnership with EnerDel, is well placed to further develop global business-to-business opportunities with its proprietary integrated electric drive-train, which is already being tested in Asia by the Japan Postal Service, and by Mazda as part of a Itochu Corporation-led sustainability project in Tsukuba, Japan.

THINK CEO, Richard Canny, said: “THINK’s adoption of Ener1’s battery technology is going to allow us to scale up much more quickly in Europe and also be ready to enter the US market later this year. The volume production of these batteries now underway at Ener1 opens the door for THINK to finally enter higher scale production, now that battery supply constraints are behind us. Not only does Lithium-ion offer all sorts of advantages at the customer level, it also opens up the potentially massive business-to-business market for us as well, which will result in significant volume expansion and international growth for THINK.”

Chris Neal, Director of Engineering at THINK, added: “Ener1’s Lithium-ion technology is a true market leader and an innovation in the EV sector. Thanks to their prismatic design, Ener1 batteries offer solutions that are lightweight, better packaged and smaller, yet with much greater available power and energy density than other technologies. Crucially, fast-charging becomes a possibility with EnerDel batteries, as proven in early tests done by THINK and Ener1, where the battery can be charged up to 80% of its capacity in just 15 minutes. The volume introduction of Lithium-ion is a big step forward for THINK and the EV industry as a whole.”

Ener1 Chairman and CEO, Charles Gassenheimer, who also serves as Chairman of the THINK board of directors, concluded: “The EnerDel THINK partnership combines a cutting-edge lithium-ion battery solution with the most sophisticated EV drive-train in the world, leading the industry with a road-ready electric vehicle solution available for purchase today.”

He added: “Our ancillary drivetrain business, stripping out THINK’s drivetrain technology and combining with the EnerDel solution, is particularly powerful, allowing an impressive time-to-market advantage for third parties. Ener1 continues to leverage its relationships, such as ITOCHU with the Japan Post and the new Ener1-Wanxiang joint venture, to create compelling new revenue opportunities for both companies.”

The latest generation THINK City is a purpose-built, all-electric car designed for urban environments. It can travel at highway speeds and cover 160 kilometers on a single charge (via any conventional household outlet), with zero local emissions. It is the world’s first EV to be granted certification with the European CE conformity mark and EU homologation requirements (M1 certificate). To achieve these exacting standards, the THINK City has successfully completed very thorough testing and validation procedures.

European production of the THINK City is underway in Finland with manufacturing partner Valmet Automotive, which also assembles the Boxster and Cayman models for Porsche AG. First customer deliveries are taking place across Europe in selected key EV markets such as The Netherlands, Norway, Spain, Sweden, Austria and others.

THINK also recently announced plans to establish a U.S. production facility during 2011 in Elkhart County, Indiana, and is working with Japanese partner Itochu on developing operations in Asia.

About THINK:

THINK is a pioneer in electric vehicles and a leader in electric vehicle technology, developed and proven over 19 years. It is one of the few companies that has a ‘ready-to-market’ fully electric vehicle – the THINK City. With its market-leading range, driveability and recyclability, the THINK City is the first vehicle of its type to be granted pan-European regulatory safety approval and CE certification.

THINK is also a leader in electric drive-system technology, and was the first to offer a modular and flexible EV drive-train solution in the business-to-business sector. With its Scandinavian origins and sustainability mindset, THINK is one of the most carbon efficient car companies in the world.

About ENER1:

Ener1 develops and manufactures compact, high performance lithium-ion batteries to power the next generation of hybrid, plug-in hybrid and pure electric vehicles. The publicly traded company (NASDAQ: HEV) is led by an experienced team of engineers and energy system experts at its EnerDel subsidiary located in Indiana. In addition to the automobile market, applications for Ener1 lithium-ion battery technology include the military, grid storage and other growing markets.

Ener1 also develops commercial fuel cell products through its EnerFuel subsidiary and nanotechnology-based materials and manufacturing processes for batteries and other applications through its NanoEner subsidiary.

Apple, AT&T Hit with Glitches on new iPhone Orders

Associated Press

 

Apple and AT&T faced two major problems taking orders for the newest iPhone model just a week before it hits stores: Buyers reported problems registering their orders and an apparent glitch in AT&T's website was steering some customers into strangers' accounts.

Troubles in meeting demand for the iPhone aren't new.

But the latest apparent breach and other recent security foul-ups by AT&T could lead to identity theft - and have consequences for both companies. Customers have called for Apple to allow other carriers to serve the iPhone in the U.S., and the latest problems offer another argument.

The computer systems at Apple Inc., maker of the iPhone, or AT&T Inc., its exclusive U.S. carrier, have had various problems every year since the first iPhone launched in 2007.

Some customers who tried to buy an iPhone 4 on Tuesday said they were met with error messages on the company websites, and lines formed in stores as clerks tried to get orders into their systems.

Despite the problems, orders for launch-day shipments of the iPhone 4 sold out. On Wednesday morning, AT&T's site was no longer accepting orders. Apple's site was accepting orders only for black models, and would only guarantee shipment by July 2. That sets the scene for long lines at stores on June 24, when the phone is released.

The iPhone 4 costs $199 or $299, depending on the memory capacity. It will feature a higher-resolution screen, longer cell phone battery life and thinner design than last year's model.

Japanese phone company Softbank started taking orders earlier in the day, and was also flooded with requests. Softbank spokesman Furuya Katsuhide said that the better-than-expected demand had stressed the company's systems, which slowed both its website and the reservation process at stores.

On Gizmodo.com, a technology website, several readers posted stories of trying to log into their AT&T accounts to upgrade to the newest iPhone and being sent instead into strangers' accounts. That could set the stage for identity theft scams such as ordering other products under that person's name.

AT&T said it received reports of customers seeing the wrong account information but wasn't able to replicate the problem and was investigating. But the company said the personal information users were seeing in one another's accounts didn't include Social Security numbers, credit card information or detailed call logs.

Just last week, AT&T plugged an embarrassing security hole on its website that exposed the e-mail addresses of people who had bought another new Apple product, the iPad.

And in January, AT&T acknowledged to The Associated Press that a problem in its network was causing some wireless customers to land in strangers' Facebook accounts when they tried to check their own accounts using their smart phones. AT&T said it was fixing that glitch.

It doesn't happen often, but the Internet can forget who is who when multiple people log onto a site at the same time.

AT&T blamed a "misdirected cookie" for at least one of the problems in January. A cookie is a file websites place on users' computers to identify them. If the Internet provider fumbles a cookie and sends it to the wrong computer, the person using that computer will see a Web page he or she wasn't expecting.

Apple representatives didn't immediately respond to requests for comment late Tuesday.

Google Blames Developers for Lousy Android Battery Life

The Register

 

Creating a multitasking mobile isn't so easy after all, Google's top execs are discovering. Co-founder Larry Page was pressed with concerns about Android's iffy power management yesterday, and according to reports, all he could offer was a bigger battery. Eric Schmidt blamed third party software developers for using the phone's radio capabilities too much.

Well, duh. That's why the radio's there.

Google's realisation that there's more to mobile than 60fps graphics transitions does help Symbian and Apple, with their two radically different approaches to power management, come up smelling of roses.

Symbian had the advantage of starting from a sound basis, you might recall from our Psion retrospective. When Symbian OS was being devised, between 1994 and 1996, aggressive power management was a top priority.

"Every microamp was sacred," is how David Tupman described the hardware team's philosophy - Psion was still designing its own chips at the time. But the biggest help the hardware team had was an OS that drew very little power. The first Epoc machines used a quarter of the power draw of Microsoft's mobile OS.

It's an advantage that Symbian and Nokia, despite their missteps in recent years, have never really thrown away. If you want a smartphone with maximum power management, there's the modest (and barely promoted) Nokia E52 - eking out 6 hours of 3G talk time (and a month's standby) in a sub-100g package.

Apple has taken a different approach, basically disallowing all third party multitasking. The first iPhone only permitted multitasking for its own music player and in a very limited way, its email package. After two years, it added server-side push notifications, giving background applications the minimal information needed to respond. Still some way short of full multitasking.

This summer sees iPhone OS 4.0 released, with enhanced multitasking in seven areas, but it's closer to the notifications system of OS 3.0 than the pre-emptive multitasking a computer science course would define. An application developer foolish enough to write an application that polls constantly will get little joy. Version 4 does allow most of the use cases - receiving VoIP calls, for example - most people have asked for. But not at the expense of cell phone battery life.

In the long run, Page and Schmidt are right - you can't really improve power management easily if it isn't great to begin with, except by adding hardware. If and when Nokia and the Symbian licensees sort out the user interface problems (and there's not much sign of that yet), they'll continue to have a pretty unique advantage.

Nanocomposite Materials Offer Battery Boost

Industry Week

New research from the Georgia Institute of Technology suggests material could vastly improve performance of lithium-ion batteries for cars and electronics.

 

A new high-performance anode structure based on silicon-carbon nanocomposite materials could significantly improve the performance of lithium-ion batteries used in a wide range of applications from hybrid vehicle and motorcycle batteries to portable electronics.

Produced with a "bottom-up" self-assembly technique, the new structure takes advantage of nanotechnology to fine-tune its materials' properties, addressing the shortcomings of earlier silicon-based battery anodes. The simple, low-cost fabrication technique was designed to be easily scaled up and compatible with existing battery manufacturing.

Details of the new self-assembly approach were published online in the journal Nature Materials in March.

"Development of a novel approach to producing hierarchical anode or cathode particles with controlled properties opens the door to many new directions for lithium-ion battery technology," says Gleb Yushin, an assistant professor in the School of Materials Science and Engineering at the Georgia Institute of Technology. "This is a significant step toward commercial production of silicon-based anode materials for lithium-ion batteries."The popular and lightweight batteries work by transferring lithium ions between two electrodes -- a cathode and an anode -- through a liquid electrolyte. The more efficiently the lithium ions can enter the two electrodes during charge and discharge cycles, the larger the battery's capacity will be.

Existing lithium-ion batteries rely on anodes made from graphite, a form of carbon. Silicon-based anodes theoretically offer as much as a tenfold capacity improvement over graphite, but silicon-based anodes have so far not been stable enough for practical use.

Graphite anodes use particles ranging in size from 15 to 20 microns. If silicon particles of that size are simply substituted for the graphite, expansion and contraction as the lithium ions enter and leave the silicon creates cracks that quickly cause the anode to fail.

The new nanocomposite material solves that degradation problem, potentially allowing battery designers to tap the capacity advantages of silicon. That could facilitate higher power output from a given battery size -- or allow a smaller battery to produce a required amount of power.

"At the nanoscale, we can tune materials' properties with much better precision than we can at traditional size scales," says Yushin. "This is an example of where having nanoscale fabrication techniques leads to better materials."

Electrical measurements of the new composite anodes in small coin cell batteries showed they had a capacity more than five times greater than the theoretical capacity of graphite.

So far, the researchers have tested the new anode through more than 100 charge-discharge cycles. Yushin believes the material would remain stable for thousands of cycles because no degradation mechanisms have become apparent.

"If this technology can offer a lower cost on a capacity basis, or lighter weight compared to current techniques, this will help advance the market for lithium batteries," he says. "If we are able to produce less expensive batteries that last for a long time, this could also facilitate the adoption of many ‘green' technologies, such as electric vehicles or solar cells."

Battery Life Will Decide The Tablet Wars

I4U News

 

Why is a tablet preferable to a laptop? Convenient form-factor? Ease of handling? No. If that were the case, the HP Slate would still run Windows 7. Tablets are wonderful for reading or browsing the Internet, but that alone isn't nearly enough to carry a distinct product line. To be successful, a tablet needs endurance. Staying power.

The iPad routinely exceeds ten hours of in-use laptop battery life. It lasts long enough that you can forget you are using a battery powered device, which makes it ideal for the kind of immersive mind-state that thorough enjoyment of the written word requires. What other gadget can you take out to the hammock and relax with on a summer day?

True; you can find laptops with 12 hour laptop computer batteries. But those are netbooks, underpowered gadgets with an awkward form-factor and some seriously frustrating limitations. Reading a magazine or web page or ebook on a netbook cannot compare to reading it on a tablet. The iPad is a device of liberation. It brings freedom from cords, from the need to stay near an outlet at all times. It is simple and intuitive and, most of all, convenient.

Apple put all of their eggs into the convenience basket. By contrast, her competitors have made the mistake of trying to outdo the iPad with additional features and beefier hardware. This is standard operating procedure for competing with Apple, but it will not work in this product category. Tablets don't need to do much, but they need to be fast and they need to have staying power.

HP realized this belatedly, which is why they are rushing to stick webOS on their Slate and beef up its battery life. The ExoPC and the WePad and the AigoPad spec leaks all studiously avoid any mention of estimated battery life. There is a reason for this; none of these tablets can compete with the iPad in terms of longevity. (Prove me wrong, guys!) That will be their undoing.

Only one tablet on the horizon really has good odds at taking on the iPad in its home court and coming out smelling like a rose. Thanks to a transreflective LCD screen, Notion Ink's Adam is the only competing product willing to brag about battery life. Whether or not the finished product will actually be able to deliver 16 hours of in-use battery life is anyone's guess. If they can, the Adam will emerge as the first true threat to the iPad's dominance.

In the end, company loyalty is only a factor for a minority of consumers. The rest of us just want to be freed from the tedium of constant charging and power gauge worrying. The market will go to whoever does this best.

World's Thinnest Laptop May be in the Works from Toshiba

cNET

Thin-and-light laptops were a major trend in 2009, but is that still the case in 2010? A recently circulating series of photos from Vietnamese tech Web site vozExpress show what looks like a soon-to-be-announced Toshiba laptop, one that promises to be both the thinnest and lightest 13-incher on the market. Based on the corner we can see, it certainly looks attractive. As to whether it's truly useful remains to be seen.

We've gone down this road before with the Dell Adamo, MacBook Air, MSI X340, and the Dell Adamo XPS. Being extremely thin and light can be attractive qualities in a notebook, but they're usually also expensive ones, and tend to happen at the expense of performance and/or battery life.

That might be where this Toshiba could have an edge: the report claims the computer will run off a standard-voltage Intel Core i3/i5 CPU and have a second, specialized Super Charged Ion laptop computer battery, a new technology that can charge to 90 percent capacity in 10 minutes. SCiB batteries haven't been used yet in laptops; Toshiba's Web site mentions applications ranging from lawnmowers and electric bicycles to forklifts and solar power generators. It's unclear whether a laptop version would offer a long battery life, or just be able to charge-and-rally quickly.

Based on the news of a specialized laptop battery and the bit of design we see peeking out of this photograph, it doesn't sound like it will be cheap. But it does sound intriguing, especially if the battery reports turn out to be true.

The Power of Positive Tinkling

TreeHugger

Battlefield battery can be powered with Pee

 

In the quest for alternative, small-scale energy producing technology, one company has invented a device that can power electronics with something you've been just flushing down the toilet all this time--your pee. The portable, pee-powered battery, called MetalCell, can create enough of a charge to function as a laptop battery for over four hours. The technology, while seeming to be modern, is actually reminiscent of an electricity producing method used close to 2 thousand years ago.

According to Popular Science, the battery was designed by a South Korean company for military situations where it may be hard to find power for electronic gadgets. It's small enough to be transported easily and can produce energy to run equipment when no other sources are available.

Aside from urine, the MetalCell can produce electricity with just saltwater. Inside the battery are magnesium plates which react with sodium to generate a small amount of electricity. A report on the MetalCell's capabilities says the chemical reaction may be a more convenient power generating method other methods are unavailable:

The device, known as MetalCell, is a backup power source that runs on sodium and can keep a laptop charged for more than four hours, its maker says. The design is relatively simple: a small, ruggedized box with magnesium plates inside. If an electrical gadget -- anything from a computer to a flashlight -- runs out of energy, a soldier on the battlefield could pour saltwater into the MetalCell and use the device as an emergency power source.

This method of producing a small amount of electricity resembles technology that dates back to nearly 2 thousand years. An artifact was discovered bearing similar qualities that may have been used to generate low-level voltage. Known as Baghdad Batteries, terracotta jars were found containing a copper cylinder and an iron rod that some believe could produce electricity when an acidic substance, like lemon juice, was added.

Just how much electricity the MetalCell can produce, and how readily available the materials needed to make are, could determine its viability in non-military applications. While it may not be superior to renewable sources like wind or solar generated power for long term energy needs, this pee-powered device could be an alternative in the future--or for when nature calls.

'Green' Battery Solutions Vary

The Seattle Times

 

In today's world where so many things are recyclable, or "green," household batteries have an identity crisis.

On the plus side, manufacturers have developed less-toxic, longer-lasting batteries. But battery recycling is still rife with confusion, and safety concerns persist for certain batteries.

Q: So do green batteries exist?

A: The greenest batteries are rechargeables, but for standard battery sizes such as AAA, C and D, they have never achieved mainstream acceptance. Although we routinely plug in our cellphones and music players to juice up the rechargeable batteries inside them, apparently most people would rather use disposable batteries if they have to occasionally remove the batteries from a device themselves.

Q: Couldn't I save money with rechargeables?

A: Absolutely, especially in a device that consumes lots of batteries such as a digital camera, since one rechargeable battery replaces more than 500 disposables. The latest nickel metal hydride (NiMH) batteries, sometimes called hybrid rechargeables, are your best bet.

Q: When a rechargeable battery finally dies, where can I recycle it?

A: The rechargeable battery industry stepped up years ago and set up the Rechargeable Battery Recycling Corp., which also takes old cellphones. Enter your ZIP code at www.call2recycle.org to find a location among the hundreds of listed retailers in Western Washington accepting rechargeable batteries.

Q: That's great, but what about all the other batteries?

A: This is where it gets confusing. Most common disposable batteries, including AA, AAA, C, D and 9-volt, are considered a low environmental risk, so they are currently allowed in household trash.

Ideally, disposable batteries would get recycled to recapture their steel and zinc, but recycling opportunities are rare. A few area cities accept them at no charge at recycling events, and a handful of local businesses take them for a fee of $1 a pound or more.

Battery recycling got thrown for a loop last year when the U.S. Department of Transportation tightened regulations because of concerns about batteries catching fire during shipping. For batteries other than alkalines, including rechargeables, you should now either separately bag each battery or tape the terminals before recycling. Some businesses that previously accepted all batteries at no charge, such as Ikea in Renton, have discontinued that service because of the new rules.

Q: What do I do with those little button batteries?

A: Button batteries used in hearing aids, watches and various other devices may contain toxic substances and should not go in the garbage. King County and Seattle household hazardous-waste facilities, including the Wastemobile, accept button batteries as well as lithium batteries and all rechargeables. Some hearing-aid retailers also take old button batteries.

Q: Are button batteries dangerous?

A: They should be safe when properly used, but concerns have increased recently about risks from swallowing button batteries. More than 3,500 people, mostly children, swallow button batteries every year, according to the National Capital Poison Center in Washington, D.C.

Swallowed, a button cell battery can get stuck in the esophagus and cause a severe burn.

Infants sometimes swallow the shiny button batteries they find in household devices such as remote controls and bathroom scales. Make sure battery compartments are tightly sealed on electronic devices.

If you think your child has swallowed a button battery, call the center's 24-hour National Battery Ingestion Hotline at 202-625-3333 or visit www.poison.org/battery.

Q: Shouldn't there be some cool, 21st-century innovations that would make all batteries safe and green?

A: The electronics industry is working on it. Advances have already been made, especially in alternative energy, with dozens of systems available that power a device or a charger with solar energy or a hand crank.

These reduce the need for batteries and save money, and who doesn't get a charge out of that?

Another Reason HP's "Slate" Tablet will Bomb: Battery Life

Business Insider

DigiTimes Research analyst Mingchi Kuo makes a smart observation about the forthcoming would-be iPad-killer from HP: The battery life will likely blow.

One of the most miraculous things about the iPad is the 10-hour battery life, which is especially mind-boggling to those who have ever used a MacBook or iPhone.

Why is the iPad's battery life so amazing?

Because the iPad is built around Apple's proprietary chip, the A4.  The HP Slate, meanwhile, is built around a plain old Intel chip.

If HP's forthcoming tablet costs more than the iPad AND has a standard crappy laptop battery life, it will be laughed out of town.

Reviews Praise Apple iPad Battery Life, Ease of Use

TMC News

Apple Inc s iPad scored well on battery life and ease of use in its first reviews, but it will not obliterate the laptop computer market yet, according to The New York Times and Wall Street Journal.

Reviewers at both papers said the tablet computer, which goes on sale Saturday, works nicely for Web surfing or using media such as video and books, but it may appeal less to people who need cheap laptops for more heavy-duty chores.

The iPad won largely upbeat reviews from other blogs, newspapers and magazines, including USA Today, the Houston Chronicle, PC Magazine and Newsweek, while so-called tear-down firms are preparing to take apart the gadget on Saturday for an even more detailed look inside.

Apple shares, which have been on a run ahead of the iPad launch in hopes it will be a hit, closed up 97 cents at $235.97 on Nasdaq Thursday afternoon.

Even if the device launch goes well on Saturday, there is a good chance its shares will trade down the week after because they had gained ground ahead of the launch, analysts said.

"These stocks like Apple tend to trade up into events and trade down after," said Hudson Square Research analyst Daniel Ernst.

This would likely be temporary as the shares have more room to rise because Apple s valuation does not reflect that its earnings growth is about 10 times economic growth, he added.

The Journal s Walt Mossberg -- one of the most closely followed tech columnists -- said he prefers the iPad as an e-reader to the popular Kindle e-reader from Amazon.com Inc. Amazon shares closed down $3.96, or almost 3 percent, at $131.81 on the Nasdaq on Thursday.

David Pogue from The New York Times said the device's 1.5 pound weight is too heavy for reading compared with Kindle s 10 ounces. "You can t read well in direct sunlight" and "you can t read books from the Apple bookstore on any other machine, not even a Mac or iPhone," he wrote.

Both reviewers were impressed with the laptop battery life because it lasted longer than Apple's claim of 10 hours.

Pogue said he was able to use the device for 12 hours before it needed a charge, while Mossberg said iPad withstood 11 hours and 28 minutes of continuous use.

The device could only replace discount laptops for a certain kind of computer buyer, the reviewers said.

"If you re mainly a Web surfer, note-taker, social-networker and emailer, and a consumer of photos, videos, books, periodicals and music... this could be for you," Mossberg said.

"If you need to create or edit giant spreadsheets or long documents, or you have elaborate systems for organizing email, or need to perform video chats, the iPad isn t going to cut it as your go-to device," he wrote.

Battery Breakthrough Promises Less Weight, More Power

WIRED

 

 

Better battery life is on the top of most people’s gadget wish lists. Now, a technology breakthrough from MIT offers hope for the mobile masses — but it will have to contend with other experimental approaches in a race to the market that could take years, experts say.

MIT researchers say they have found a way to create batteries that can offer up to three times the energy density of current batteries, while being much lighter. That paves the way for portable devices that could both be lighter and have a much longer battery life than current gadgets.

“You can get life in a laptop computer battery similar that’s three times more than what you have now, even as the battery gets three times lighter, ” Yang Shao-Horn, associate professor of mechanical engineering and materials science at MIT, told Wired.com.

While advances in material sciences and chip design have led to more powerful computers with better displays, battery life has remained a big roadblock. That’s why new battery technologies have become a major area of research. Companies such as GE and IBM are exploring the promise of a new kind of battery called lithium-air. These batteries could replace existing lithium-ion batteries.

Lithium-air batteries have a lithium anode that is electrochemically coupled to atmospheric oxygen through an air cathode. By contrast, current lithium-ion batteries have a carbon anode and a metal oxide-based cathode.

“There’s huge potential for lithium-air batteries,” says Vishal Sapru, industry manager for power and energy system at research firm Frost & Sullivan. “The combination of lithium anode and air cathode not only makes them lighter than lithium-ion but also offers higher energy density.”

Sapru estimates that a typical lithium-air battery can offer an output of 1800 watts per kilogram compared to about 120 to 350 watts per kilogram seen in lithium-ion batteries.

But so far, there has been a lack of understanding about the kinds of electrode materials that could promote the electrochemical reactions that take place in lithium-air batteries, which has held back their development, says MIT’s Shao-Horn.

The answer, she says, according to her team, lies in using gold or platinum as a catalyst.

And despite the bling factor, batteries using these precious metals could still be cost competitive, says Shao-Horn. “We need to have only the surfaces covered by these elements,” she says. “We are not using platinum and gold in the bulk of the battery.”

It’s an interesting breakthrough, agrees Sapru, but one that’s by no means guaranteed a commercial future. Other battery researchers are working on other materials, such as aluminum-polymer laminates, for instance. What will eventually reach the hands of consumers remains to be seen, he says.

“Till these technologies reach commercial manufacturing stage we can’t reliably tell how they will do in terms of costs and accessibility,” says Sapru. “While gold and platinum offer some advantages, aluminum-polymer laminates can be more flexible, so we will have to wait and see.”

Shao-Horn says her team’s ideas are still a long way from commercialization. The group is yet to perfect the chemistry of the charging and discharging processes and increase efficiency of the system, she says.

“Ultimately, just like we have different types of lithium-ion batteries today,” says Sapru, “we will have different lithium-air batteries. But all of this is a couple of years away from reaching consumers.”

Hitachi Extends the Life of Li-Ion Batteries

The Inquirer

JAPANESE ELECTRONICS MAKER Hitachi claims to have developed technology that will extend the life of lithium ion batteries.

At the moment the maximum life you will get out of a Li-Ion battery is about five years. However Hitachi claims it can make Li-Ion batteries that will last a decade if they have the wind behind them and a running start.

The batteries will even be cheaper as the design involves reducing the amount of cobalt in them. Cobalt is rare and expensive and blue.

The added longevity makes the technology more viable for a battery where removing it would be a pain. This would include storing energy from wind or solar power or powering construction gear.

Hitachi has not said when it will have products hitting the shops using this technology.

For Long, Healthy Prius Life, DIY and Skip Toyota Service

Boston Globe

 

One of the big questions when the Prius came to the North American market in 2000 was, “What’s going to happen when the batteries wear out?”

Well, today we give you Bill Passman, an electrical engineer from Lexington who bought a first-generation Prius in September of 2000 and now has driven it 170,000 miles.

“My experience has been that the car has held up very well,” he says. “Toyota designed it well, and it was warrantied for 10 years or 100,000 miles. I hit the 100,000 miles first, but up until then Toyota took care of everything.”

Everything wasn’t a lot. Oil changes are less frequent than with gas-only cars. “That’s because the electric motor takes care of the initial acceleration, which is toughest on an engine,” says Passman, who changed his “about every 10,000 miles.”

He had the same experience with brakes. “The regeneration system, which uses the car’s momentum to turn the generator that both slows the Prius and recharges the battery pack, means that light braking causes virtually no wear on the normal brake parts,” he explains. He’s done one brake job so far. Instead of a $600 job at the dealership, he had it done at an independent shop, using Toyota parts and just replacing what was worn. Cost: $150.

We like Passman because he’s like many of us, trying to figure out what’s happening with his vehicle before taking it in for service. We also like his license plate, Revolt, one the registry originally refused to issue. When he did get it, he found both front and rear plates mangled after the 9/11 attacks. “Someone didn’t get the pun and recognize a hybrid,” he says.

When his Prius’s small on-board battery failed, he investigated. “It was like a motorcycle battery that ran a lot of the car’s 12-volt accessories,” he says. “The original battery was discontinued, and Toyota wanted $600 to install the replacement and a $150 adaptor cable.”

Instead, Passman tapped into the extensive online Prius community.

“There are groups specializing in each of the four Prius generations,” he says. “For mine, I found folks who had redesigned the armrests, built backup cameras that worked with rearview mirrors, trailer hitches, and warning-light systems to help one drive more economically.”

Passman took a pass on those but jumped in when he found a fellow who’d adapted a Mazda Miata battery and marketed it with a kit containing cables and adaptor block to correct his problem. “I think it cost me $110, including shipping,” he says.

He also invested in an OBD (on board diagnostics) reader. “I got mine at an auto parts store but recently saw one at Costco for about $50,” he explains. “That gave me the error codes. I then checked them online to make sure it wasn’t something serious that required attention at the dealership.”

Recently, Passman’s engine light came on again. The error code pointed to the accelerator, something alarming given the recent Toyota recalls. However, his vehicle wasn’t included in the recall. “Toyota offered to pay 25 percent of the cost, but I could see a $2,000 repair bill for replacing the entire accelerator pedal assembly,” he says. Instead, he checked the code online and got the advice to clean the assembly. “It cost me $5 for a can of throttle-body cleaner, and that fixed my problem.’’

That fixed one problem, but another engine code was left, this one more ominous. It indicated his main battery pack was failing.

“What happens with my generation Prius is that the gasoline engine runs for three to five minutes on startup,” he says. “After that, when the computer said to switch to electric car battery, there would be a surge and then the gas engine would rev up but shift to neutral.”

Passman found that Toyota wanted $3,000 to replace the battery pack. He also could get genuine Toyota parts online (a Generation I battery pack) for about $1,900. The third option was a company called Re-Involt Technologies in North Carolina, which would replace his battery pack with Gen. II batteries for $1,475, plus shipping and an exchange.

He took this option, with the actual replacement being done by an independent shop in Seekonk. Total cost $2,015. “The new batteries are stronger than the original equipment. I averaged 54 miles [per gallon] on the way home,” he says.

What’s next? “I’m looking forward to another 10 years. The car’s still in great shape.”

Tuning Your Fuel Injectors - and Your Fuel Performance

ATV Trail Rider

 

Most ATV manufacturers are increasingly using electronic fuel injection systems. Among the many advantages are better performance, decreased fuel consumption and elimination of the need to modify carburetor injectors according to season or altitude. For those quad riders who want more from their rides and already have dealt with the usual mods (exhaust, air box...), better performance can also be achieved with certain other changes. The subject covered here will concern fuel injection controllers.

There are many products on the market, but specifications and applications can vary greatly. Product choice and price will be affected by your needs and the type of ATV. Certain products are geared for high performance and will necessitate excellent knowledge of fuel injection operation. You will need a computer to reach optimal settings or your local dealer should be equipped to do so. Even with more simple systems, where no computer is necessary, I still recommend installing an Air / Fuel ratio sensor to adjust the controller, in order to avoid damage to your ATV.

In my opinion, a very important factor is the Air / Fuel ratio, since a bad mix can cause considerable motor damage, with overheating, backfiring, difficulties in starting... In other words, whenever considering the purchase of an injection controller, one should plan the acquisition of a wideband Air / Fuel sensor. The Air / Fuel ratio is a measure that analyses the mix of air and fuel, the perfect ratio being 14.7 :1, meaning 14.7 units of air are mixed to one unit of fuel. This balance is not easy to acquire, the important point being to come as close as possible. According to your driving style and your type of vehicle, you can proceed to different adjustments. Certain racers adjust the ratio by either decreasing or increasing the quantity of fuel according to their type of racing. When decreasing the quantity of fuel compared to air, the motor will seem more nervous, more powerful, but will more easily overheat. For those riders into racing or those who like to ride at full throttle for long stretches, the tendency will be to choose a higher amount of fuel compared to air, in order to avoid engine overheating.

Injection systems installed by ATV manufacturers do not allow modifications of fuel demand when you have added performance parts to your vehicle. These aftermarket parts might necessitate a larger demand in fuel.

In other words, an injection controller will allow you to reach a good Air / Fuel ratio and thus obtain higher performance from your ATV after modification. Certain controllers will permit electronic decrease or increase in fuel demand without having to remove any parts on your ATV. It’s like changing the injectors on the carburetor without getting your hands dirty!

All controllers are programmed for a certain type of vehicle, data bases being different. Make sure to purchase the controller that suits your ATV.

How to choose your controller?

For the purists who own ATVs equipped with more aftermarket parts than stock parts and, of course, with a computer, here is a new product offered by Yoshimura, whose reputation for performance is already known. (Photo 1)

The PIM-2 and the Data Box are now available and your injection controller and Air / Fuel ratio sensor can be bought from the same manufacturer. The PIM-2 comes with 400 adjustment points, two basic settings: the first for those equipped with a Yoshimura muffler and the second for those equipped with a complete exhaust system. Different injection curves can be found on the Yoshimura Website, according to the modified parts added to your ATV. The Data Box allows you to set your own Air / Fuel ratio, it will calculate the necessary fuel adjustments for all engine speeds and all positions of the throttle, allowing the desired Air / Fuel ratio. There is no limit to progress! (Photo 2) (Photo 3)

The Dynojet Power Commander V is also a controller designed for those hard-core ATVers bent on modification. This company offers a wide range of products and also proposes an Air / Fuel ratio sensor with a new system called Autotune, which affects adjustments on the controller while you drive. Several curves are available on their internet site according to your type of ATV and your modified parts. In this company’s case, a solid reputation for quality is also well established.(Photo 4)

These two products are designed for those with considerable experience in the preparation of competition engines. The process can be very complicated for the beginner and the projected goal of such an intervention can be difficult to attain.

For those who really want to improve their ATV’s performance, but are less injection system savvy, Dynatek now offers an alternative, which does not necessitate the use of a computer for adjustments. Their injection controller uses three curves of settings based on the level of modifications done to your vehicle. Following installation, all you have to do is adjust the quantity of fuel with a potentiometer for low, medium and high engine speeds. The Dynatek controller allows you to decrease or increase the quantity of fuel to the engine on these three levels independently. (Photo 5)

For some of our readers, modifying their ATV should not be a puzzle and should not entail exorbitant expenses. The Dobeck TFI should suit their needs, being one of the most simple injection controllers. Dobeck proposes a system that allows only the increase in fuel. In my opinion, this type of product is destined to customers with less experience in engine and injection system modification who, nonetheless, wish to improve their rides. Setting suggestions are included with installation instructions. (Photo 6)

We could continue reviewing more controllers as there are many makes and models on the market, but our main objective is to help you in your choice, according to your capacities. So we have decided to play the game and have chosen to go through some testing for your benefit.

In order to do so, we equipped a Suzuki 700 KingQuad with an injection controller and an Air / Fuel ratio sensor. Our test machine has already undergone certain modifications: the exhaust and the air filter are not stuck, the air box has been modified and the clutch system has been redone by our mechanic. Starting with the Air / Fuel sensor, we choose the AFX model from NGK, reputed for the quality of its sparkplugs. The AFX is capable of reading Air / fuel ratios from 9.00 to 16.00 AFR (Air / Fuel Ratio), with a precision degree of 0.1 AFR. Installation requires drilling a hole through the exhaust and welding on the sensor support. This modification must be done by an expert welder, forget the handyman’s torch; this here is more serious business!

Figure a clearance of 4 to 5 inches for the good sized sensor. Once installed, wiring must be run from the sensor reading to the display. Also figure some space for the display wiring, which is quite long since this model is used for racing and for automobile customization. (Photo 7)

NGK provides a threaded nut that will allow you to fill the hole left when the sensor is not in use, as it is recommended not to leave the sensor in place permanently, in order to avoid premature wear. Connection of the display dial goes to the ATV battery and an added switch is necessary (not included). It is not recommended to turn on the sensor without the motor running. We follow all these installation instructions very closely and now we have to find a place to locate the display dial. The support proposed by NGK comes down to a small piece of Velcro of about 2 inches included inside the box. Bear in mind that your dial will come loose on the first bump you hit if you use the model proposed. We choose the Velcro system anyway for simplicity’s sake, but we use a more resistant commercial version. (Photo 8)

Now that our sensor, our dial, and our switch are installed, we are onto the controller. For our test, we chose the Dynatek model, simply because I consider it as a mid- range product, not necessarily lacking in quality, but because  it’s not the most simple, nor the most complicated, just in the middle of both extremes. It will allow us to increase or decrease fuel injection with its three different injection curves, without the need for a computer. Installation of this small housing is done through a few connections, without welding or important disassembly, but of course, it will necessitate certain knowledge of the electrical components of quads. As for all modifications, we recommend dealing with professionals. The controller should be installed within easy reach, which will allow for easy settings without constraints. (Photo 9 and 10)

Ready for a few tests, we first try to set the controller without using the Air / Fuel sensor to verify if its purchase is justifiable. I can confirm to you immédiate, that trying to set the adjustment of the Air / Fuel ratio by trial and error is almost impossible; how do you know if your settings are exact? Furthermore, you are risking damage to your ATV engine. In order to insure that no damage is done to our KingQuad’s motor because of overheating, we added a heat sensor with a dial placed just below the 12 Volt outlet on the front right fender, a small low cost addition (approximately $60) to verify that the KingQuad’s engine remains at the right temperature. (Photo 11 et 12)

After hours devoted to testing dozens of settings, we come to the conclusion that the Air / Fuel sensor is indispensable, if your controller is to be adjusted for good performance. I now understand why Yoshirama or Dynojet include this indispensable part in their catalogue. The sensor dial allows us to visualize whether the ratio is right. The ideal setting is between 12.5 and 13 AFR and even with this tool, the manipulation of the controller potentiometers was very touchy, since only a slight change in the position of any potentiometer will affect the ratio of the motor speed it controls.

Now here comes my favorite part of ATV modifications, on track testing! I met with Alain, our editor-in-chief on a Sunday morning for a good coffee and a fine joyride. This long awaited day is not the best weather wise, it’s raining, it’s dark out and it’s cold! But the whims of Mother Nature will not stop 2 thrill seekers such as we are. The 12 kilometer circuit where our testing occurs is beckoning us. After warming our engines, we decide to push the King a little harder. Honestly, the difference felt from the controller appears more evident at low and medium engine speeds, the engine pickups on the KingQuad are superior and we experienced no difficulty in sliding the rear just by pushing the throttle in turns. A small thrust on the throttle just before a bump will send you flying over on the back wheels without difficulty. There is so much water that we have trouble keeping our protection goggles on, water is even seeping all the way to my ears despite my helmet, but we keep on going relentlessly. I keep on checking my Air / Fuel ratio as often as possible and, to my great surprise, in spite of all this water, it still keeps on functioning properly. NGK claims the instrument resists splashing, but is not waterproof.

In short, an injection controller and an Air/ Fuel sensor are 2 necessary parts for modifying an electronic fuel injected ATV, but bear in mind that the cost of the set will be quite high, say anywhere between $500 and $800, something to consider!

Laptop Battery Power Tips

PC World

In some respects, life as a laptop-carrying frequent flyer has gotten a little easier. Exhibit A: Though far from commonplace, it's not freakishly bizarre anymore to find a power port at your airplane seat--even in coach. Virgin America and American Airlines are among the most generous airlines in terms of supplying power ports to passengers.

But it's still way too easy to run out of juice in flight, or during the course of a long day away from a wall socket. Here are some tips for keeping your laptop running as long as possible when you're on the go.
 

Ditch the Peripherals, Tweak Settings

When you're on the road, you can significantly conserve battery power by dimming your laptop screen's brightness. Make sure there are no CDs or DVDs sitting in your optical drive, and don't connect any USB peripherals--all power hogs. Turn off Bluetooth, Wi-Fi, and 3G networking (you have to do that in flight anyhow).

Also, tweak your laptop's power settings to conserve your battery. For example, in Windows Vista, go to Control Panel, Power Options and select the "Power saver" setting You can adjust the "Power saver" settings, if you want, or create your own power plan.
 

Buy a Second Battery

Many laptops today can run off two batteries. When the juice from the primary battery runs dry, the auxiliary kicks in. In most cases, the primary battery comes with the laptop; the second is an optional purchase. For example, HP's EliteBook 6930p promises up to 24 hours of use from one charge--but only if you attach an optional, external 12-cell ultra-capacity battery pack ($189) as a secondary battery to augment the laptop's internal, primary six-cell battery (There are other requirements, too, such as the need to downgrade to Windows XP.) Keep in mind that second battery packs, sometimes also called battery slices often add bulk and weight to your laptop.

Another option: Buy a portable battery pack. I like the Duracell Powersource Mobile 100 (about $110 and up online) because it lets you power a variety of devices, such as laptops, cell phones, portable DVD players, and video cameras, using their own power cords. By comparison, some portable power rechargers require special tips or cables to recharge your gear. The Duracell Powersource can also recharge two USB devices simultaneously with your laptop.
 

Get to Know Battery Specs

When buying a new laptop or a second laptop battery, pay attention to the power specs. Generally speaking, you need to know how many cells the battery has. The more cells, the longer the battery can last on a charge. For example, a 12-cell battery is designed to last much longer than a six-cell battery. Alternatively, the specs might list Watt-Hour rating, or WHr. The higher the number, the longer your battery should last. Some computer makers, such as Apple, describe laptop batteries in terms of WHr, while others use cells.
 

Check for Power Ports Before You Fly

Before I book a flight, I find out the type of aircraft I'll be on. Then I jump over to Seatguru.com, which offers helpful seating configuration maps for most domestic and international airlines. The black dots on seat maps indicate the presence of in-seat power ports. Keep in mind, though, that sometimes (especially in coach) you may have to share one power port with your neighbor.
Play Your Music on a Portable Player

Playing music or videos on your laptop is a great way to pass the time--and drain your laptop comupter batteries. Music and audio files make frequent hits on your hard drive, which consumes battery power. If you need to work during a long flight, and yet you want to silence that crying baby in 12B, listen to music on your portable media player. That way you won't tax your laptop battery. Most airplanes today have an in-flight music system, which you can listen to even during take-off and landings (which you can't do with a portable electronic device).
 

Watch Videos on Your Hard Drive

Playing a video on a laptop's DVD drive eats laptop battery power. Video playback from a hard drive, however, is less taxing. So for your next long flight, consider downloading a few movies or TV shows to your hard drive. Or convert your own DVDs into files you can play off your hard drive. As PCWorld.com blogger Rick Broida points out, you can use the popular open-source program Handbrake to rip DVDs into files for watching on a laptop or iPod/iPhone.
 

Share an Airport Power Plug

Have you ever tried to find an available wall socket at an airport departure gate? Most of the time, other people have already taken the few existing wall sockets. That's why I travel with a multi-plug power adapter. Example: Kensington's Portable Power Outlet ($21 on Amazon.com) lets you simultaneously plug up to three devices into one wall outlet. It also lets you charge up to two USB devices at the same time, and it offers surge protection. Belkin makes a similar product, the Mini Surge Protector With USB Charger (about $14 or more online).

Mobile Computing News, Reviews, & Tips

Netbook/Tablet With Long Battery Life: A company called Always Innovating claims its forthcoming Touch Book netbook transforms into a tablet PC when you pull the screen away from the keyboard. The company also says the netbook's batteries will go for up to 15 hours on one charge. It's expected to be available in May or June for $299 (without a keyboard) and $399.

Sprint Announces Palm Pre Pricing: No word yet on when the Palm Pre smartphone will ship, or what its price tag will be. But details of Sprint's pricing plans for the phone are emerging. Individuals can choose between 450 minutes ($70), 900 minutes ($90) or unlimited plans ($100).

Apple's iPod Shuffle Gets Vocal: The third-generation iPod Shuffle ($80) is tiny. It's so tiny it has no buttons, knobs, or screen (though previous Shuffles lacked screens, too). Instead, the new MP3 player offers VoiceOver, a text-to-voice feature that reads off song titles, artists, playlist names, and so forth. In addition, the earbuds included with the Shuffle feature in-line controls such as volume up/down.

Zero Motorcycles Launches 2010 Product Line

Red Orbit

2010 Line includes four industry-leading electric motorcycles

After a breakthrough year in which it became the global leader in the electric motorcycle industry, Zero Motorcycles announced today the highly anticipated launch of its 2010 product line, including the Zero S, DS, X, and MX. With added power, increased acceleration, and enhanced power pack technology, Zero Motorcycles is continuing the innovation it's known for and taking electric motorcycle technology to the next level. The street legal models are equipped with performance enhancements that allow for higher top speeds and greater acceleration. The entire lineup also features improvements in power pack technology and color graphics for the first time. The 2010 product launch makes Zero Motorcycles the first and only electric motorcycle company to launch four distinct models worldwide.

"Zero Motorcycles continues to blaze the path for electric motorcycle battery technology. Our engineering team has revamped, redesigned and tested four models that have considerable improvements for 2010. The result is more power on the street, a new look and an unparalleled riding experience," said Gene Banman, CEO, Zero Motorcycles. "Demand in 2009 pushed us to aggressively expand our presence across the United States and around the world. The enhancements to this year's models will resonate with both serious riders and casual motorcycle enthusiasts on a global level."

Among the most significant advances on the 2010 Zero S and DS is the revolutionary Z-Force(TM) Air Induction System. A platform for performance, this system allows Zero to produce more horsepower from lighter and more compact motors by increasing the airflow through the heart of the motor. Zero is also introducing a new throttle technology that modulates the increased power to provide riders with exacting control over the acceleration. All 2010 motorcycles are powered using Z-Force(TM) power battery pack technology with new and more precise cell monitoring. The cumulative result of all this technology is a longer power pack life, more power, greater acceleration off the line and superior handling.

In addition to the increased performance capabilities, consumers now can choose between color graphic packages or Zero's classic white on all four models, allowing riders to express themselves through personalized styling. New seat configurations are also an option for the 2010 Zero S and DS. Specially designed by Corbin, the new seats provide a more comfortable and performance-oriented ride. Those interested in reducing the stand over height of the motorcycle can now select a Corbin low seat option. The entire product line continues to be built from the ground up using Zero's signature exposed aircraft grade alloy frame.

Zero S

Instant torque and power from a standstill, plus smooth acceleration as you race out of turns -- all without ever needing to stop at a gas station. Developed to aggressively take on urban environments and encourage the occasional detour, the Zero S electric motorcycle integrates revolutionary technology with innovative motorcycle design. Built from the ground up using Zero Motorcycles' proprietary Z-Force power pack and aircraft grade alloy frame, the Zero S features an industry leading power-to-weight ratio that increases its range and maneuverability. At 270 lbs, the Zero S has a range of up to 50 miles and a GPS verified top speed of 67 MPH. The Zero S is designed for optimal performance off the line, in sharp turns and while navigating obstacles. Instant acceleration and lightweight design enable the Zero S to take on any city street, hill or obstacle, combining exhilaration with efficiency.

The Zero S is priced at $8,995 (after a 10% U.S. federal tax credit). Some states and provinces offer additional incentives. Consumer financing is available in the United States for those who qualify. The motorcycle can be purchased online now and will begin shipping in the United States at the end of March. The Zero S comes with a 2-year limited warranty.

Zero DS

The Zero DS combines innovation with passion to deliver the world's most versatile electric motorcycle. Created to be agile in the dirt and quick on the street, the Zero DS represents a new kind of freedom. Tough when you demand it and distinguished when required, the Zero DS has an edgy, yet sophisticated appearance highlighted by an eye catching twin spar frame that is both rigid and lightweight. Powered by the most advanced drive train in the industry, the Zero DS is a fully electric motorcycle that can handle any surface you can throw at it. Navigating obstacles and maintaining control is assured using a specially developed suspension system and a rugged wheel set. During technical maneuvers an optimized direct drive gear system delivers astonishing responsiveness with the twist of your wrist.

The Zero DS is priced at $8,995 (after a 10% U.S. federal tax credit). Some states and provinces offer additional incentives. Consumer financing is available in the United States for those who qualify. The motorcycle can be purchased online now and will begin shipping in the United States at the end of April. The Zero DS comes with a 2-year limited warranty.

Zero MX

The Zero MX takes Zero's revolutionary electric motorcycle technology to the track. Designed for bigger jumps and smooth landings, the Zero MX uses a newly-developed suspension system to absorb aggressive terrain. Incredibly tough and lightweight, the Zero MX combines the state-of-the-art Z-Force(TM) battery technology with an ultra-light frame design, making it agile and fast where it counts most. The custom suspension system makes the Zero MX highly responsive while maintaining an industry leading power-to-weight ratio, allowing for controlled landings and total control. An individual power pack provides up to two hours of track riding time. Easily swappable, riders can purchase an additional power pack to extend their riding. Incredibly powerful, while almost completely silent, the Zero MX opens up a whole new world of riding possibilities.

The Zero MX starts at $8,295. Some countries or states may offer incentives. Consumer financing is available in the United States for those who qualify. The motorcycle can be purchased online now and will begin shipping in the United States at the end of March. The Zero MX comes with a 2-year limited warranty.

Zero X

With instant acceleration and a total weight of 151 pounds, the Zero X is a high performance electric motorcycle that takes technical trail riding to the next level. Using Zero's patented Z-Force(TM) technology and boasting 50 ft-lbs of torque, this stealthy motorcycle will send you racing up hills, flying over jumps, and cutting through streams. The Zero X is built from the ground up for quick handling and maneuverability. Custom valved suspension, direct drive gearing and weight optimized components allow riders to master demanding terrain. Lightweight, silent and quick, the Zero X opens up trail riding possibilities that would otherwise be out of the question. To extend ride times customers have the option to purchase an extra  battery power pack that can be swapped with a quick pit stop.

The Zero X starts at $7,495. Some countries or states may offer incentives. Consumer financing is available in the United States for those who qualify. The motorcycle can be purchased online now and will begin shipping in the United States at the end of March. The Zero X comes with a 2-year limited warranty.

The Zero S and DS models are eligible for a 10% federal tax credit and tax rebate. Some states offer additional incentives. Consumer financing is available for those who qualify.

The Ultimate Battery Guide

Earth 911

Americans purchase nearly 3 billion dry-cell batteries every year to power radios, toys, cellular phones, watches, laptop computers and portable power tools, according to the U.S. EPA.

Despite a down economy, battery recycling is at an all-time high. According to Call2Recycle, battery recycling collection saw a 6.9 percent increase, and Call2Recycle collected 6.1 million pounds of rechargeable batteries in 2009.

But most of us just don’t know the technical lingo for the batteries we have and where to start recycling. So, we did the homework for you – a cheat sheet for the most common batteries and how to properly dispose of them.
 

Single-use batteries 

Techie term: Alkaline manganese

Your standard single-use AA and AAA batteries are in the electrics you use daily – your remote control, toys, even smoke detectors. On average, each person in the U.S discards eight dry-cell batteries per year, according to the EPA.

The good: Single-use batteries are produced on a greater scale than rechargeables, making them initially cheaper to purchase. They are also prevalent and widely available, making recycling easily accessible.

The bad: Single-use are often considered more “wasteful,” because we consume such a large quantity of them. And this may sound redundant, but you can only use them once, increasing the need to have extra batteries around at all times in case your (insert electronic gadget here) dies.

The bin: Your local solid waste department may tell you to put alkaline batteries in with your regular trash. This is partly due to the Mercury-Containing and Rechargeable Battery Management Act passed in 1996, which phased out the use of mercury in alkaline batteries, making them less of an issue when disposed in landfills. But this doesn’t mean alkalines are not recyclable.

If you’re unable to find a local recycling option, you can consider mail-in recycling programs. They are also accepted for recycling at all Batteries Plus locations.
 

Rechargeable batteries

Techie terms: Nickel-cadminum (NiCd) or the cadmium-free alternative nickel metal hydride (NiMH), which you’ll now find more often with name brands of rechargeable batteries.

The EPA estimates that more than 350 million rechargeable batteries are purchased annually in the U.S. Rechargeable batteries work best in high-tech devices that you will use on a regular basis, such as a digital camera. According to Carl Smith, president and CEO of Call2Recycle, “Rechargeable batteries aren’t necessary for low-cost products that don’t use much power. For example, television remote controls can sometimes last for years on a single-use battery, so it doesn’t make sense to purchase more expensive rechargeable batteries for such a low maintenance device.”

The good: This one may be a given. Because rechargeable batteries can be used over and over again, they are said to save consumers money over the life of each battery. Also, due to the Battery Act of 1996, providing easy ways for the public to recycle these batteries is mandated by law.

The bad: Rechargeables are more expensive upfront and sometimes get a bad rap for not offering enough “bang” for your buck. They also contain a great deal of heavy metals, meaning that if you don’t recycle them, contamination is much more likely.

The bin: While nine states have passed laws banning rechargeable batteries from landfills, New York City and the state of California have passed the only laws requiring manufacturer take-back programs. This means that in four of the 10 largest cities in the U.S., you can purchase rechargeable batteries and know exactly where you can take them for recycling.

But if you live in an area that’s not covered by this mandate, Call2Recycle is a great place to start. Through Call2Recycle’s program, retailers such as Alltel, AT&T, Best Buy, Black & Decker, DeWalt, The Home Depot, Interstate All Battery Centers, Lowe’s, Milwaukee Electrical Tool, Office Depot, Orchard Supply, Porter Cable Service Centers, RadioShack, Remington Product Company, Sears, Staples, Target, US Cellular and Verizon Wireless all offer some sort of battery recycling program.

Extra tidbit: In the debate between single-use versus rechargeable batteries, which one came out on top? You may be surprised…read more
 

Cell phones, laptops and other portable electronics

Techie term: Lithium-ion or lithium-ion polymer (Li-ion)

One of the newest forms of rechargeable technology is the lithium-ion battery, which is commonly found in cell phones and other popular consumer electronics.

These batteries are also being tested for usage in electric vehicles. In fact, Panasonic recently announced that it will be providing lithium-ion batteries for the new Tesla S Model.

The good: Your laptop battery is recyclable, and the metal content of these batteries can be recovered in the recycling process. There is no issue of a memory effect, meaning they can be recharged before they are completely discharged without affecting the energy capacity. Li-ion are smaller, lighter and provide more energy than nickel cadmium or nickel-metal hydride batteries.

The bad: It’s imperative that Li-ion batteries are not put into a landfill because they have the potential to overheat and explode when exposed to hot temperatures. Also, lithium-ion batteries are more expensive than similar capacity NiMH or NiCd batteries. This is because they are much more complex to manufacture and are produced in smaller numbers.

The bin: You will more than likely dispose of a Li-ion battery along with an electronic device, such as upgrading a cell phone or selling a laptop. In most cases, the company that handles your electronic device will accept the cell phone battery as well. Call2Recycle’s program also covers these batteries, so finding recycling locations shouldn’t be a challenge.
 

Car batteries

Techie term: Lead-acid

Lead-acid batteries power most of our transportation vehicles, including automobiles, boats, golf carts and motorcycle batteries. According to the EPA, nearly 90 percent of lead-acid batteries are recycled.

The good: According to the EPA, nearly 90 percent of lead-acid batteries are recycled, making it one of the highest recycled item in the world. Almost any retailer that sells lead-acid batteries collects used batteries for recycling, as required by most state laws.

The bad: Car batteries are one of the most harmful products in a landfill because they are a mixture of lead and sulfuric acid.

The bin: Whether you’re a DIYer or use a mechanic when changing your battery, most retailers that sell car batteries will also take them back for recycling. AAA also sponsors the annual Great Battery Roundup, which is coming up in April.

Lead-acid batteries are recycled by separating the battery into its three main components: Plastic, lead and sulfuric acid. Reclaimers crush batteries into nickel-sized pieces and separate the plastic components. They send the plastic to a reprocessor for manufacture into new plastic products. A typical lead-acid battery contains 60 to 80 percent recycled lead and plastic.
 

Hybrid vehicle batteries

Techie term: Nickel metal hydride (NiMH)

The hybrid car has changed the way we think about emissions, fuel and commuting as a whole. In the recent years, it has been a must-have for greenies wanting to reduce their footprints and penny-pinchers looking to reduce fuel costs.

The good: The hybrid battery packs are designed to last for the lifetime of the vehicle, somewhere between 150,000 and 200,000 miles. In fact, Toyota says since the Prius first went on sale in 2000, they have not replaced a single battery for wear and tear. Most warranties cover the batteries for between eight and ten years, depending on the manufacturer.

The bad: While these batteries can be recharged hundreds of times, they may not be the best option for commuting long distances. “Nickle metal hydride is really only going to take a vehicle 35-40 miles, and that’s just not efficient in the long run,” says Peter Fannon, vice president of Government and Corporate Affairs for Panasonic

The bin: According to HybridCars.com, Toyota and Honda say they recycle dead batteries and disposal will pose no toxic hazards. Toyota actually puts a phone number on each battery, and they pay a $200 “bounty” for each battery to ensure that it will be properly recycled.

Extra tidbit: Currently, manufacturers are using NiMH batteries for hybrids and electronics. But the industry is expected to shift toward lithium soon, creating a need for battery recycling technology for both types of batteries.

“The shift to lithium-ion – along with many companies investing in this technology – is clearly the next near-term goal to make that the norm for electric vehicles,” says Fannon.
 

Watches, hearing aid batteries and other tiny electrics

Techie term: Silver oxide or “button-cell” 

Most watch batteries are of the small, round “button-cell” type, also used as hearing aid batteries. These batteries are known for their size, long storage life and the ability to work well in low temperatures.

The good: Button cells are increasingly targeted for recycling because of the value of recoverable materials, their small size, and their easy handling relative to other battery types. Silver oxide batteries are typically shredded during the recycling process to recover the valuable heavy metals.

The bad: Don’t let the size fool you. These batteries are potent, containing mercury, silver, cadmium, lithium or other heavy metals as their main component.

The bin: Due to the fact that they aren’t rechargeable, Call2Recycle’s program does not cover these types of batteries. In many cases, a professional will replace these batteries, so ask the business if it will handle the battery recycling for you. If not, often times these batteries are accepted as part of household hazardous waste programs sponsored by your state or county.

Luton Mall to test Battery Recycling Initiative

The Retail Bulletin

The Mall Luton is set to become one of the first shopping centres in the UK to trial an end-of-life battery recycling scheme for shoppers.

Teaming up with battery manufacturer Varta and recycling provider BatteryBack, it will provide a collection point in the centre for visitors to dispose of their old batteries from the 1st February. The trial has been designed to coincide with the UK’s 1st February launch of the Batteries Directive, a new EU-wide ruling that imposes strict targets on the manufacturing, collection and recycling of batteries.

The Batteries Directive aims to cut down on the 600 million waste batteries that end up in landfill each year, and to help consumers play their part in Luton, an end-of-life battery collection point will be placed in The Mall shopping centre. To encourage take up of the scheme, which will be rolled out in Malls across the UK if successful, Varta will be providing free batteries to the first 1,000 people who visit the centre to recycle their old ones.

Every year, the average UK household disposes of more than 21 batteries as part of their general waste. This translates to over 22 tonnes of battery waste sent to landfill annually. With experts predicting that the UK will run out of landfill space in the next few years, increasing battery recycling rates is a crucial way of trying to reverse this trend.

Lavinia Holland, Marketing Manager at The Mall Luton says “The UK is lagging behind its European neighbours with regards to battery recycling. The key to improving recycling rates here is making sure households have easily accessible drop-off points, so that’s why we will be placing highly visible collection points throughout the centre. Our shoppers in Luton have always been very supportive of our recycling campaigns in the past, and I’m sure we will have the same success this time around.”

The batteries recycling trial forms part of The Mall’s EnviroMall initiative, a commitment to reducing the impact of its shopping centres on the environment. It comes on the back of the Come Home for Christmas campaign, which helped raise over £10,000 for the charity Missing People by recycling old mobile phones. The scheme is also being supported by BatteryBack, one of the largest suppliers of battery collection and recycling materials for the coming directive.

iPad could be Kindle's first real Competition

SAN FRANCISCO (AP) - Amazon.com, which has dominated the young but fast-growing electronic book market for the past few years with the Kindle, could get its biggest threat Saturday, when Apple releases its iPad multimedia tablet.

The Kindle starts at $259 and is designed mainly for reading text on a gray-and-black screen. The iPad starts at $499, but with the higher price comes more functions: a color touch screen for downloading books from Apple's new iBookstore, surfing the Web, playing videos and games and more.Kindle's batteries last for up to one week, as opposed to the iPad's 10 hours.

It will take time to determine whether the iPad causes a tremor in the e-reader market, a high-magnitude quake or something in between. But in the meantime people who read electronic books or are considering buying a reading device will find their choices getting more complicated.

If the Kindle e-reader falls out of favor with people drawn to Apple's offering, there could be a very thick silver lining for Amazon: It sells e-books that can be read on many kinds of devices, including the iPad and other Apple gadgets. That means the Kindle could fade and Amazon could still occupy a profitable perch in e-books.

However, Apple could find ways to tilt the field in its favor. At least for now, both the Apple iBookstore and the Kindle service will be accessible in much the same way on the iPad - as "application" icons that users can click. Eventually Apple could give its own bookstore and reading program more attention on the iPad.

Apple also could try to curry favor with publishers in a way that matters to consumers, perhaps by securing exclusive titles.

Publishers' relationships with Amazon have been strained by Amazon's insistence on charging $9.99 for some popular e-books. Publishers have complained that it is an attempt to get consumers used to unsustainably low prices. Amazon takes a loss on some books at that price, and the publishers fear that if the $9.99 tag sticks, Amazon will force publishers to lower their wholesale prices, cutting into their profits.

The iPad gives publishers an opportunity for a new pricing model. Some e-books will cost up to $14.99 initially, and Apple is insisting that publishers can't sell books at a lower price through a competitor. The iBookstore is launching with titles from major publishers such as Penguin, Simon & Schuster, HarperCollins, Hachette Book Group and Macmillan. One big publisher, Random House, has not yet struck a deal with Apple.

Amazon declined to comment on the iPad's release.

Although Amazon has tried to snag as much of the e-book market as possible since launching the Kindle in 2007, the company has never revealed how many Kindles it has sold. Analysts estimate it has sold 3 million. (Analysts believe Apple could sell that many iPads in the product's first year). Amazon has offered only sketches of the Kindle's effect on its business, such as by saying that when books are sold in both hard copy and the Kindle format, it sells 48 Kindle books for every 100 hard copies.

Compared to the Kindle, the iPad would seem to have some disadvantages. The entry-level model is nearly twice the price of the Kindle, yet it can't download books everywhere. It can do that only where it is connected to the Internet over Wi-Fi. At 1½ pounds, it is more than twice as heavy as a Kindle. And its battery lasts for just 10 hours, compared with up to a week on a Kindle when it has its wireless access on.

However, among the elements in the iPad's favor is a touch screen that is 9.7 inches diagonally, compared with 6 inches on the Kindle. Ron Skinner, 70, who lives in Las Vegas and bought a Kindle last February, says he has ordered Apple's product because he thinks it will offer a better reading experience.

Skinner, an Apple investor who reads about three books a week, says the contrast between the text and the background is too low on the Kindle's "e-ink" screen, and reading on it bothers his eyes. The difference between the Kindle screen and the iPad screen "is like daylight and dark," Skinner says.

Tim Bajarin, an analyst with Creative Strategies Inc., says the iPad signals the start of a larger shift away from static digital versions of books and magazines. Eventually e-books will be expected to have multimedia dimensions, with video and interactive elements, he says, which calls for something more like Apple's tablet device than something that is largely dedicated to reading.

The main question then would be whether Amazon wants to try to soup up the Kindle to be more like a tablet, or whether it will remain content to offer something more specialized. Consider that the Kindle also can surf the Web, but it's not a feature that's highlighted or encouraged much.

Amazon stock has risen about 11 percent since Apple unveiled the iPad in January, while Apple shares have climbed 13 percent. But it's possible that investors haven't seen many risks yet for Amazon because it's not yet clear how people will see the iPad.

People might not want it as an alternative to the Kindle and a laptop, says James McQuivey, a Forrester analyst. Instead, he says, they might see the iPad mainly as a big iPod, leaving room for other kinds of devices. And the hype surrounding the iPad may help Kindle sales with consumers who want a less expensive digital reading experience.

"The iPad will bring all kinds of consumer benefits that the Kindle can't even pretend to attempt," McQuivey says, "but at the same time the Kindle solves a very focused consumer need in a way the iPad can't do well."