Make Nano more robust Upgrades

Tata Motors has taken a few technical measures in the Nano, post the ‘fire’ incidents involving the car. The new additions are 1) a cover for the catalytic convertor, 2) addition of a fuse in the electrical system to prevent short-circuit post any after-market fitment in the car, 3) replacement of the starter motor (in cars produced till Jan ’10). The process of taking the corrective measures in the Nanos will begin from the 3rd week of November.



While these steps are being taken to pre-empt any further technical snag in the Nano, Tata Motors group CEO Carl Peter Forster insisted that there is no ‘principle problem’ with the car. He said that there was a ‘second very intense’ investigation by an independent team into the cause of the ‘fire’ incidents. These cases happened in ‘some unusual circumstances’, says Forster like in one where there was a piece of paper found in the catalytic converter. The technical measures have been taken to make the Nano more robust, he said.

Talking about the falling sales of the Nano over the last four months, Forster said that availability of finance has posed a ‘hurdle’ in sales. He says that the Nanos sold in the initial months were mostly bought by people who are not the actual target customers of the car. The intended customers, who are mainly two-wheeler owners, are facing some problems in getting finance as many of them do not enjoy the same credit worthiness as regular car buyers. Forster says Nano sales are set to pick up again once the finance related issues are sorted out.

Tata Motors has sold over 70,000 Nanos till October end. The car is currently available for purchase in Karnataka, Maharashtra, Uttar Pradesh and West Bengal. Open sales will gradually be extended state by state.

Ref : http://www.autocarindia.com/news/upgrades-make-nano-more-robust

Cheap Car AUDI TT RS

Audi TT RS car cash มันคือปีศาจตัวเล็กบนท้องถนนที่มีฤทธิ์เดชร้ายกาจเป็นพลังของเครื่องยนต์ติด เทอร์โบ 5 สูบ 20 วาว์ลขับเคลื่อนสี่ล้อ 335 แรงม้า ที่พรั่งพร้อมไปด้วยสมถรรนะของการขับขี่ควบคุมในระบบขับเคลื่อนสี่ล้อ หลังจากที่ออดี้เดินทางผ่านกาลเวลามาจนถึงสุดปลายทางแยกจากจุดกำเนิดเริ่ม ต้นของ Model แรกสุดในปี 1999-2000 ในรูปแบบของ Sport Car หลังคาโค้งคันเล็กกระทัดรัด จนมาถึง Model ที่สองในปี 2006 ที่ผ่านการขัดเกลาตัวถัง เครื่องยนต์และระบบขับเคลื่อนให้มีความเฉียบคมมากยิ่งขึ้น จากรุ่นธรรมดาสุดไปจนถึงรุ่นแรงสุด รถ Audi TT ทุกคันได้กลายเป็นตัวแทนแห่งการนำเสนอเทคโนโลยีของการขับขี่และพละกำลังที่ ประสานกันอย่างกลมกลืนในรูปแบบของเครื่องจักรชั้นดีจากเยอรมัน

รุ่นนี้ใช้โลหะประเภทอลูมิเนียมในการขึ้นรูปเป็นตัวถังถึงกว่า 70 เปอร์เซนต์และอีก 30 เปอร์เซนต์เป็นเหล็กเพื่อการลดและกระจายน้ำหนักที่สมดุลย์ การออกแบบยังคงยึดติดกับแนวทางของรถทีทีรุ่นแรก แต่ถูกต่อเติมและเปลี่ยนแปลงในจุดที่ยังไม่ลงตัวของรถรุ่นแรกให้ออกมาสวยงาม และดูดีกว่า ด้วยการใช้กระจังหน้าขนาดใหญ่ทรงสี่เหลี่ยม ซึ่งจะพบเห็นได้ในรถAudi ยุคใหม่ทุกคัน กระจังหน้าในลักษณะนี้ได้กลายเป็นตัวแทนในการนำเสนอภาพลักษณ์ของรถAudiโดย เริ่มตั้งแต่ปี 2004 จะใช้ตระแกรงดักลมที่ทำจากพลาสติกเป็นช่องรังผึ้งสีดำ และมีขนาดใหญ่กว่ารุ่นปกติ ชายล่างของแนวกระจังหน้ามีรูปทรงคล้ายกับใบมีดและยื่นออกมาเล็กน้อยเพื่อจัด เรียงอากาศ ไฟหน้าโปรเจคเตอร์ซีนอน พร้อมด้วยหลอดแอลอีดีแนวนอน ช่วยเพิ่มมุมมองให้มีความทันสมัยถูกใจวัยรุ่นมากขึ้น ฝากระโปรงหน้าและแนวโค้งของหลังคาที่ลาดเอียงตั้งแต่เสาด้านหน้าไปจรดท้ายรถ ช่วยลดค่าสัมประสิทธิแรงต้านทานของอากาศตามลักษณะการออกแบบของรถสปอร์ตใน ตระกูลทีแอนด์ที

รูปทรงของบั้นท้ายในรถรุ่นนี่ใช้ไฟท้ายสี่เหลี่ยมทรงยาวซึ่งขนานไปกับแนว โค้งของกระจกหลังและเสาหลัง มุมมองด้านท้ายแบบเรียบๆของมันกลับมีจุดที่ดึงดูดสายตาด้วยการใช้เส้นโค้ง เป็นแนวนำสายตาได้อย่างไร้ที่ติ ฝาปิดช่องเติมเชื้อเพลิงทรงกลม ใช้วัสดุประเภทอัลลอยมาทำเป็นตัวฝา สปอยเลอร์หลังมีกลไกของมอเตอร์ไฟฟ้าที่สลับซับซ้อนและเลื่อนพับเก็บได้ รถรุ่นนี้ใช้ท่อไอเสียที่วางอยู่ตรงมุมทั้งสองข้างของแนวใต้กันชน นอกเหนือไปจากรุ่นหลังคาแข็งหรือ Coupe แล้ว รถออดี้นี้ยังมีรุ่นเปิดประทุนหลังคาผ้าใบหรือ TT RS Roadster ผลิตออกมาพร้อมๆกันให้เป็นอีกหนึ่งทางเลือกสำหรับผู้ที่ชอบขับรถในสไตล์เปิด หลังคาท้าสายลมและแสงแดดอีกด้วย ฝากระโปรงท้ายกลมมนมีตราสี่ห่วง สัญลักษณ์ของทีมรถแข่ง Auto Union ในเยอรมันอันเกรียงไกรก่อนที่จะกลายมาเป็นบริษัท Audi


มาตรฐานในการออกแบบภายในของบริษัท Audi นับวันยิ่งก้าวหน้าและมีความเหมาะสมกับยุคสมัยที่เปลี่ยนแปลงอยู่ตลอดเวลา การเข้าไปควบรวมกิจการของ Lamborghini มานานกว่าสิบปีทำให้เลือดเนื้อเชื้อไขของรถAudiทุกๆคันในยุคนี้เต็มเปี่ยมไป ด้วยดีไซน์ที่ผสมกันอย่างกลมกลืนระหว่างอิตาลีและเยอรมัน ความงามที่ลงตัวของรถโมเดลรุ่นนี้ ทั้งแนวของคอนโซล ซุ้มอุโมงเกียร์และเบาะเกิดขึ้นจากความคิดสร้างสรรและมันสมองชั้นเลิศของ วิศวกรจากเยอรมันที่เรียนรู้และเข้าถึงความต้องการของลูกค้าได้เป็นอย่างดี วัสดุที่ใช้ประกอบขึ้นเป็นห้องโดยสารแห่งอนาคตมีทั้งหนังแท้ทีตัดเย็บอย่าง ปราณีต งานกลึงอลูมิเนียมที่ใช้ในบางตำแหน่งยิ่งทำให้มันมีความน่าขับเพิ่มมากขึ้น หน้าปัดและอุปกรณ์ถูกจัดเรียงตามมาตรฐานของรถสปอร์ต หน้าปัดวัดรอบและความเร็วใช้โทนสีดำ ตัวเลขสีขาวและเข็มวัดสีแดงแนวทางเดียวกันกับรถยนต์จากเยอรมันทั่วไป บริเวณกึ่งกลางติดตั้งจอขนาดเล็กที่สามารถแจ้งเตือนข้อมูลที่สำคัญในการ ขับขี่และยังติดตั้งนาฬิกาจับเวลามาให้แต่ใช้งานจริงในระหว่างการขับด้วย ความเร็วสูงค่อนข้างยาก คอนโซลกลางมีทั้งจอมัลติฟังชั่นพร้อมระบบนำร่องด้วยดาวเทียม คันเกียร์ ช่องแอร์ หน้าปัด สวิชท์ปุ่มปรับโหมดต่างๆและลูกแอร์แบคใจกลางวงพวงมาลัยล้วนแล้วแต่มีรูปแบบ ทรงกลมทั้งสิ้น ยกเว้นก็แต่พวงมาลัยฐานตัดแบบรถแข่งที่หุ้มด้วยหนังแท้ เบาะแบบสปอร์ตออกแบบให้ดูคล้ายกับกล้ามเนื้อของมนุษย์ ตัวเบาะยังสามารถใช้งานเข็มขัดนิรภัยได้ทั้งแบบจุดยึดเดี่ยวหรือสี่จุดยึด แบบตัวแข่งจอมโหด เบาะด้านหลังมีพื้นที่ไม่มากนักซึ่งเพียงพอสำหรับเด็กตัวเล็กๆพื้นที่ในการ วางท้าวของเบาะหลังแทบจะไม่มีเนื่องจากการเป็นรถคันเล็กที่ต้องการความคล่อง ตัว พื้นที่เบาะหลังไม่เหมาะกับคนตัวสูงเป็นอย่างยิ่ง

Cheap Car AUDI TT RS ต้นกำลังของพลังงานเกิดจากเครื่องยนต์ขนาด 2.5 ลิตร 2480 c.c. 5 สูบ 20 วาว์ลดับเบิ้ลโอเวอร์เฮตแคม 335 แรงม้าที่ใช้ร่วมกับรถ VW Jetta สเป็กอเมริกา มีขนาดของตัวเครื่องกระทัดรัดโดยมีความยาวเพียง 490 มิลลิเมตร น้ำหนักทั้งตัวแค่ 183 กิโลกรัม ใช้สายพานราวลิ้นแบบโซ่เพื่อความทนทานต่อแรงหมุนตลอดอายุการใช้งาน ระบบจ่ายเชื้อเพลิงเป็นแบบหัวฉีดซึ่งแบ่งออกเป็นช่อง ลูกสูบ ก้านสูบและหัวลูกสูบทำจากอัลลอย ระบบส่งกำลังมีเพียงเกียร์ธรรมดาอัตราทดชิด 6 สปีดให้เลือกเพื่อความมันส์สะใจในการสับเปลี่ยนตำแหน่งเกียร์ขึ้น-ลงซึ่ง ทำงานควบคู่ไปกับระบบขับเคลื่อนสี่ล้อแบบ Quattro การเป็นรถท็อปสุดในตระกูล TT โดยใช้รหัส RS ไม่ไช่แค่ต้องการให้มีความแตกต่างกับรถ TT ในรุ่นอื่นๆ แต่วิศวกรของAudiต้องการสื่อให้เห็นถึงความยอดเยี่ยมของเครื่องยนต์และ เทคโนโลยีขับเคลื่อนสี่ล้อที่กระจายแรงบิด 50/50 ในระบบ Quattro อันลือลั่นของค่าย ฝาครอบเพลาลูกเบี้ยวและวาว์ลถูกทำเป็นสีแดงสัญลักษณ์แห่งความร้อนแรงและ ดุดัน ชุดเกียร์ธรรมดา 6 จังหวะถูกปรับอัตราทดของทุกตำแหน่งให้ร่นชิดกันมากขึ้นเพื่อจังหวะการ เปลี่ยนเกียร์ที่รวดเร็ว (ถึงจะเร็วแต่ก็ยังเร็วไม่เท่าเกียร์อัตโนมัตรุ่นใหม่ของทั้ง BMW M3 และ Porsche Cayman S) ในรถทดสอบ วิศวกรของ Audi ลองใช้เกียร์แบบ S-Tronic ทวินคลัตช์ 6 สปีดของรุ่น TT S แต่ความแข็งแกร่งของมันยังไม่พอเพียงที่จะรองรับแรงบิดของเครื่องยนต์อัด เทอร์โบตัวนี้ได้ เกียร์ธรรมดา 6 สปีดจึงต้องเข้ามารับหน้าที่นี้แทน


ระบบกันสะเทือนของรถรุ่นนี้ใช้โช็คอัพชนิดพิเศษ Magneto-Rheological ในการติดตั้ง ค่าความแข็งของโช็คอัพตัวนี้สามารถแปรผันได้อย่างรวดเร็วเพื่อความมั่นคงใน ทุกสภาพของถนน ช่วงล่างด้านหน้าของAudi TT RS เป็นแบบแม็คเฟอร์สัน สตรัท สปริง เหล็กกันโคลง ส่วนด้านหลังเป็นแบบโฟร์ลิ้งค์ สปริงพร้อมเหล็กกันโคลง ดิสเบรคทั้งสี่ล้อคาร์ลิปเปอร์สไลส์สี่ลูกสูบ จานเบรคเจาะรูระบายความร้อนด้านหน้า 370 มิลลิเมตร ด้านหลังคาร์ลิปเปอร์สไลส์สองลูกสูบพร้อมจานเบรคขนาด 310 มิลลิเมตร และระบบช่วยเบรคครบครัน


แรงยึดเกาะเกิดจากการกระจายน้ำหนักที่ดีบวก กับอัตราทดของพลังที่ส่งผ่านล้อทั้งสี่ในอัตราส่วน 50/50 ทำให้เป็นรถยนต์ที่มีสมถรรนะสูงโดเด่นในกลุ่มรถสปอร์ตที่มีขนาดของเครื่อง ยนต์ไม่ เกิน 2500c.c. น้ำหนักที่กดลงด้านหน้ากว่า 900 กิโลกรัมและด้านหลังอีกเกือบ 600 กิโลกรัมทำให้มันมีความเสถียรในเรื่องของการทรงตัว ระบบกันสะเทือนรุ่นล่าสุดของ Audi พร้อมรับมือกับสภาพของเส้นทางที่ไม่ราบเรียบได้ดี แต่ยังห่างไกลจากรถรุ่น R8 ซึ่งเป็นรถเครื่องวางกลางลำท็อปสุดในไลน์การผลิตของ Audi ส่วนรถคู่แข่งที่ TT RS ต้องต่อสู้ในตลาดมีตั้งแต่ BMW Z4 3.5i / Nissan 370Z / Lotus Evora / Porsche Cayman S ซึ่งดูๆไปแล้วสงครามรถแรงครั้งนี้คงไม่จบลงง่ายๆอย่างแน่นอน

ที่มา : Cheap Car AUDI TT RS

Lexus CT200h Hybrid Entry Fighting

Lexus CT200h Hybrid Entry Luxury Fighting. An anonymous source has e-mailed what appears to be a digital press kit produced by Lexus for next week’s Geneva Motor Show. The pages of the kit reveal photos and details of the Lexus CT 200h five-door hybrid, set for a debut at the Geneva event.

Based on the LF-Ch concept from Frankfurt, the five-door hybrid is driven by a 1.8-liter four-cylinder engine and magnet synchronous electric motor, which channel momentum to the front axle via a electrically-controlled contiously variable transmission. The motor is powered by a nickel-metal hydride battery. The car features four driving modes: EV, Eco, Normal and Sport. Coming in smaller than the Prius, the CT 200h measures 4,320mm x 1,765mm x 1,430mm (l x w x h).



Because we are talking about Lexus, the powertrain is hybrid, first violin being the 1.8 VVT-i engine and accompanied by an electric motor. The exact power is not specified, but in the brochure tis said that this model will have three running modes: Eco, Normal and Sport and that it will prove that hybrids can be athletes. The transmission will be continuously variable and will be called the E-CVT.

Hyundai Releases Sonata

Hyundai Releases Second Photo i-flow Concept (HED-7) to be 2016-2017 Sonata

Hyundai has today revealed the first photo of the all-new concept car i-flow (HED-7), ahead of its international debut at the Geneva Motor Show next week. The i-flow, which advances the ‘fluidic sculpture’ form language of Hyundai, will be joined on stage by other newcomers, including the facelifted i30 – to be launched as i30U – and a number of new, production-ready derivatives with CO2 emissions below 100g/km.

Previewing a future D-segment contender from Hyundai, i-flow boasts sleek, elegant lines which not only create a bionic, futuristic shape, but also contribute to exceptional aerodynamics. The drag coefficient of 0.25Cd helps to reduce the car’s CO2 output to just 85g/km and fuel consumption to only 3l/100km.



Hyundai’s first diesel-electric hybrid powertrain is a key factor in delivering such an environmentally-conscious return. The exciting new U2 1,7-liter engine is augmented by two-stage turbocharging and Hyundai’s Lithium Ion-Polymer battery, to give a very efficient and advanced combination, partnered with a six-speed, dual-clutch transmission.

The interior of i-flow redefines the perception of space in a sedan bodystyle, and sees the application of next-generation materials and technologies developed in cooperation with leading chemical company BASF. Fundamental elements, such as the seats and center console, have been crafted in collaboration with BASF for minimal weight and volume. The cockpit’s main interface centers around an expansive, contoured screen, which recognizes not only touch but also gestural inputs along its fascia-wide display.

The glossy ‘Liquid Metal’ finish ? developed by BASF Coatings ? adds to the visual impact of i-flow’s exterior. Special-effect pigments in this eco-friendly waterborne coating give the surface a polished metal appearance, and highlight the sculptural character of the car.

Entering mass production in March this year, the i30U takes over from the well-established i30, and incorporates a wide range of improvements in design, specification and competitiveness, as well as even cleaner powertrains. To complete the upgrade, i30U comes with the Hyundai ‘Triple5′ package, consisting of an enhanced five-year, bumper-to-bumper unlimited warranty, five years’ roadside assistance, and an annual vehicle seasonal health check for five years. The package reflects the quality and reliability of the Europe-built i30 family and gives added peace of mind to consumers.

At the Show Hyundai will also reveal the latest additions to its growing collection of eco-focused Blue DriveTM innovations. Five new production vehicles have resulted from the company’s leading-edge program: the i10 blue, i20 blue, i30 blue, i30cw blue, and ix35 blue. The new arrivals will drive the company towards its goal of global leadership in environmentally-sensitive automotive technologies.

Through innovations such as a stop-start system, low-rolling-resistance tyres and modified aerodynamics, the first four of these cars have CO2 emissions below 100g/km. The ix35 blue, meanwhile, boasts an impressive 135g/km ?a benchmark figure for a C-segment SUV. These improvements are achieved without compromising performance, reliability or driver satisfaction, making all Blue DriveTM models a realistic solution for motorists.

Looking one step beyond the blue-badged models, the ix35 FCEV moves Hyundai closer to the commercialization of hydrogen fuel cell electric vehicles. Debuting at Geneva, it features several important innovations over the previous-generation Tucson FCEV, and will lead to production volume of Hyundai FCEVs in the thousands by 2012. Among the developments implemented on ix35 FCEV are steps to reduce the cost and complexity of fuel-cell manufacturing and new approaches which simplify final assembly.

More information about Hyundai’s star cars and the latest corporate news will be made available on the stand, where media can request press kits. The company’s press conference will take place in Hall 1 at 14:15 (CET) on Tuesday 2nd March.

Ford Focus At NAIAS 2010

DETROIT, Jan. 11, 2010 – The next-generation Ford Focus makes its worldwide debut providing customers with more affordable technologies and features than ever in this segment, as well as detailed craftsmanship, outstanding fuel economy and a new standard for driving quality.

Sleek, stylish and sporty, both the four-door sedan and five-door hatchback body styles of the next-generation Focus are previewed prior to their production start for Europe and North America late in 2010 and market launch early in 2011.

The new Focus will be nearly identical in all markets, with 80 percent parts commonality around the world.
“The new Ford Focus is a clear demonstration that our ONE Ford strategy is providing global consumers with great products that harness the best of Ford Motor Company,” said Alan Mulally, Ford’s president and CEO.



“The efficiencies generated by our new global C-car platform will enable us to provide Ford Focus customers with an affordable product offering quality, fuel efficiency, safety and technology beyond their expectations,” he added.

Simultaneous launch in Europe and North America
Production of the next-generation Ford Focus will begin simultaneously in Europe and North America in late 2010, with individual market launches starting early in 2011. Launches in Asia, Africa and South America will follow. Initial production will be concentrated at the Saarlouis (Germany), Michigan (United States) and Chongqing (China) Assembly Plants.

The new Focus will be one of up to 10 unique models to be built from Ford’s new C-car platform, which is expected to generate total sales in all regions of 2 million units annually by 2012. The first of these will be the new Ford C-MAX and Ford Grand C-MAX – unveiled at the 2009 Frankfurt Motor Show – for launch in Europe in the second half of 2010.

Ford Focus At NAIAS 2010
* Next-generation Ford Focus makes its worldwide debut at 2010 North American International Auto Show (NAIAS) in Detroit
* Focus spearheads Ford’s new generation of global C-cars, all based on a common platform that will underpin up to 10 vehicles around the world and account for 2 million units of annual production by 2012
* Stylish new range provides customers with class-leading new technologies, features and craftsmanship
* New Focus targets exceptional fuel economy, and advances acclaimed levels of driving quality
* New range will start production simultaneously in Europe and North America in late 2010 and go on sale early in 2011. Asia, Africa and South America production will follow

“Global customers increasingly want smaller cars with outstanding fuel economy, but without sacrificing any of the style, technology, connectivity and driving quality they demand from larger vehicles,” explained Derrick Kuzak, Ford’s group vice president of Global Product Development.

“Our next generation of C-cars – led by the exciting new Focus – will clearly show that Ford is ready to meet that challenge,” said Kuzak.

Engineered without compromise
The new Ford Focus has been developed by a global team, led from Ford’s European small and medium vehicle center of excellence in Merkenich, near Cologne, Germany, with powertrain development led by a similar team at Ford’s technical center in Dunton, England. The vehicle has been engineered without compromise to meet all customer and legislative requirements of the major worldwide markets.

In developing the vehicle for global markets, the product team in Europe was able to call on the experience acquired from recent programs like the much-acclaimed new Ford Fiesta, and was supported by the expertise of vehicle and powertrain technology specialists located in Ford’s engineering center in Dearborn, Mich.

Ford’s global development and sourcing strategy made it possible to provide a level of performance and feature content that is unrivaled for this vehicle segment and surprising even to drivers of larger, more premium vehicles.

Taking kinetic design to the next level
The no-compromise approach to the new Ford Focus is immediately evident from the striking exterior design of the four-door sedan and five-door hatchback models that take center stage at the 2010 NAIAS

“The all-new Focus is at the center of convergence for automotive trends,” said J Mays, Ford group vice president of Design and chief creative officer. “We’ve designed it with an acute understanding of global customers, yet it’s tailored for each individual region. Focus combines the best from Europe, North America and Asia to deliver a level of emotional driving enjoyment never before experienced in a car this size.”

The two models share a sporty and dynamic character, marking the next evolution of Ford’s acclaimed kinetic design form language, which has contributed to the growing popularity of the company’s latest small and medium cars.

The kinetic design approach uses bold vehicle designs to capture the feeling of energy in motion, so that cars look like they are moving – even when they are standing still.

With its striking front end, sleek profile, dramatic rising beltline and athletic stance, the new Focus clearly telegraphs the rewarding driving experience that awaits customers when they take to the road.

This dynamic quality is reinforced by the distinctive design of the interior. The new Focus has an extremely modern, cockpit-style interior, with the stylish center console wrapped around the driver and providing outstanding access to the vehicle’s major controls and display panels.

A key element of the interior is the quality of craftsmanship. The cabin’s bold and contemporary graphics, the sculptured shape of the soft-touch instrument panel and the choice of superior trim materials all help to give occupants the feeling that they are traveling in a premium-class car.

Unmatched driving quality
When it was introduced in 1998, the original Ford Focus brought new levels of agility and responsiveness to the C-segment. The all-new Focus plans to raise the benchmark once more, targeting class-leading driving quality that blends outstanding steering precision and road feedback with significantly improved refinement and ride control.

To deliver this performance, engineers have updated the innovative suspension concepts from prior models, developing optimized new designs for the “control blade” multilink rear suspension and the semi-isolated front and rear subframes.

The chassis design is complemented by a completely new Electric Power Assist Steering system, which has been carefully tuned to deliver pure and precise responses at high speed while remaining light and maneuverable for parking.

Ford’s European driving dynamics specialists have also enhanced cornering stability and agility with the introduction of an advanced Dynamic Cornering Control system, which uses “torque vectoring” techniques to transfer power between the drive wheels to deliver reduced understeer, improved traction and better turn-in.

All global customers will benefit from the same quality of dynamic performance in the new Focus. Identical chassis and suspension architecture is being used for all markets, except for minor regional tuning differences, such as local tire specifications.

Efficient powertrains deliver performance with outstanding economy
The engaging driver appeal of the new Ford Focus is magnified by a powertrain range that delivers spirited performance and targets outstanding levels of fuel economy and CO2 emissions.

The global powertrain lineup for the new Focus will include a range of state-of-the-art Ford EcoBoostTM four-cylinder turbocharged direct injection (DI) engines – including the 1.6-liter unit in Europe and a choice of advanced and improved Duratorq TDCi common-rail diesel engines, all of which offer reductions in fuel consumption of between 10 and 20 percent compared to the outgoing models.

For the NAIAS preview, Ford is showing a completely new 2.0-liter gasoline engine for the North American market that features DI and Twin Independent Variable Camshaft Timing (Ti-VCT) for enhanced performance and fuel efficiency. The new 2.0-liter DI Ti-VCT engine is up to 20 horsepower more powerful than the current 2.0 Duratec I-4 unit while contributing to projected fuel economy gains of more than 10 percent.

To maximize the performance and economy advantage enjoyed by the new Focus, the 2.0-liter DI Ti-VCT engine is mated with the latest dry-clutch six-speed Ford PowerShift automatic transmission. This transmission uses an advanced dual-clutch design, which alone can help to reduce fuel consumption by up to 9 percent compared to a traditional four-speed automatic.

The dry-clutch PowerShift transmission is based on more efficient manual gearbox technology, and does not require the additional weight and complexity of torque converters, planetary gears and oil pumps used in conventional automatics. Electronically controlled twin clutches shift gears quickly and smoothly, providing the seamless flow of torque plus the refinement and ease of operation customers expect from a premium automatic transmission.

Ford also has confirmed plans to begin building a full, battery electric vehicle in 2011 at its Michigan Assembly Complex, for sales in North America. It will be the company’s first battery electric passenger vehicle.

Intuitive technology enhances convenience and safety
The next-generation Focus will bring C-segment customers around the world an exciting array of advanced technologies generally found in larger, more premium vehicles. The global scale of Ford’s C-car program makes more technologies and features economically viable than ever before for cars in this segment.

The technology package of the new Focus promises not only clear leadership in the C-segment, but also includes features customers in larger, more premium segments would find surprising.

The new technologies have been designed to be simple and highly intuitive to use, while enhancing both convenience and safety for the vehicle occupants.

Within the cockpit, the most significant innovation is the company’s next-generation driver connect technology, MyFord, which provides the driver with a state-of-the-art combination of controls and display screens to operate the key vehicle features. On high series vehicles, the MyFord system includes an 8-inch touch screen, allowing the driver to control a wide range of functions via a clear and intuitive color display.

MyFord is complemented by a new generation of Ford’s powerful SYNC® connectivity package, which includes a sophisticated voice control system, Bluetooth and satellite navigation, along with connection points for a wide variety of external devices and media players.

Other available safety and convenience technologies include keyless entry and “Ford Power” start button, a rearview camera and a semi-automatic parallel parking system that automatically steers the vehicle into a parking spot.

Strength and safety
The Focus platform provides an incredibly strong and stiff structure, which not only benefits vehicle dynamics and refinement but also provides the basis for enhanced crash performance.



High-strength steels are used extensively in the next-generation Focus body shell. High-strength steels comprise 55 percent of the body shell, and more than 26 percent of the vehicle’s structure is formed from ultra-high-strength and Boron steels – significantly more than any other Ford product. These advanced materials help the structure meet the most stringent crash legislation across world markets, while minimizing the vehicle’s weight.

The structural integrity of the body shell is also reflected in its torsional rigidity, which is 25 percent greater than the current North American Focus.



Quality and craftsmanship in every detail
With global customers now demanding a more premium experience from small- and medium-sized vehicles, achieving outstanding levels of quality and craftsmanship was a primary objective for the new Focus.

The new Focus will make significant strides in reducing cabin noise, promising a quiet cabin environment. This refinement complements the fresh new interior design and higher craftsmanship levels to create a premium feel akin to larger vehicles.

Each component in the vehicle that the customer will touch, see, hear or even smell has been subjected to rigorous analysis to ensure that it will exceed an owner’s expectations. Particular attention has been given to the quality of interior trim materials, and the color matching, gaps, flushness and tolerances where one part meets another.



Across the majority of vehicle attributes, Ford has developed a global DNA standard that defines the exact attributes a part should have to meet the quality requirements of the brand. Examples include the sound the door makes when it is closed, requiring special attention to the door structure and latch mechanism, and the design of a steering wheel, right down to the thickness of padding and size of stitching on the rim.

This meticulous attention to detail is also reflected in Ford’s global manufacturing strategy for the Focus, with consistent standards and processes being applied in every one of the assembly plants, wherever they are located in the world.

“We believe the new Ford Focus will provide consumers with an unmatched driving experience, together with an unrivaled ownership experience,” said Jim Farley, Ford group vice president, Global Marketing. “The Focus brand always has been very special to Ford, and this new global model shows our commitment to developing another generation of exciting and appealing cars.”

2010 Mazda 2

2010 Mazda 2 Minorchange for first production in Thailand. The Thai-produced Mazda2 will be one of Mazda’s core products in the ASEAN region, with ASEAN sales targeted at approximately 20,000 units per year.

“The Thai-produced Mazda 2 will be a key element in Mazda’s future growth in the ASEAN region, which is continuing to see growing demand for small cars. We consider that the Mazda2 model will also play a pivotal role in Mazda’s global strategy,” said Mazda’s Director and Senior Managing Executive Officer, Masazumi Wakayama, before the ceremony.

Mazda Commences Production of Mazda2 at New Passenger Car Plant in Thailand
HIROSHIMA, Japan—Mazda Motor Corporation today announced that it has commenced production of the Mazda2 (known as Mazda Demio in Japan) at the new passenger car plant at AutoAlliance Thailand Co., Ltd. (AAT), a joint venture manufacturing facility with Ford Motor Company. Mazda2 units produced at AAT will be sold mainly in the ASEAN markets.


To celebrate the start of production, AAT today held a ceremony at the new passenger car plant in Rayong’s Eastern Seaboard Industrial Estate. The ceremony was attended by executive officers from Mazda’s head office in Japan, including Director and Senior Managing Executive Officer Masazumi Wakayama and Managing Executive Officer Yuji Nakamine.

“Since its launch, the Mazda2 has received more than 50 awards globally, including Car of the Year in over 20 countries. In 2008, Mazda2 was named World Car of the Year, acclaimed for its beautiful design, sporty driving performance, and outstanding eco-friendly features,” added Wakayama. “I firmly believe that the Mazda2 being built at our state-of-the-art facility in Thailand will make an immense contribution toward establishing the Mazda brand in ASEAN markets and will be our main driving force in the region as we go forward.”

GM's 2010 Chevrolet Camaro breaks through

In Detroit’s hey day, American cars were been fawned over in rock and roll tunes both for their brawny performance and cultural significance. Songs like Bruce Springsteen’s “Cadillac Ranch” glorified big, ostentatious Caddies. “Hot Rod Lincoln” by Commander Cody and the Lost Planet Airmen did far more as an homage to horsepower and a polish job for Ford’s luxury brand than it did for the band’s career. But the same can’t be said for the Chevy Camaro.

The most recognizable tune I can think of is the ‘80s punk ditty “Bitchin’ Camaro” by the Dead Milkmen. In the tune, the Milkmen lampoon the Camaro as a car for rich spoiled kids who guzzle gas and tear up their neighbor’s yard. It’s the hood ornament for crass American suburbia. Here’s a clip of the lyrics:

So you'd better get out of my way
When I come through your yard
Cause I've got a bitchin' Camaro
And an Exxon credit card

For much of its history, the Camaro was a gaudy guzzler for the buzz cut and gold chains crowd. The cars were usually fast, but also inexpensive and unsophisticated. So, frankly, when GM announced two years ago that Chevy would bring the car back, I was very skeptical. It arrives later than Ford’s Mustang and Chrysler’s Challenger. And let’s face it, reborn muscle cars preach to the 50-something guys who already buy American brands, not the import owners that Detroit needs to win back to survive. It sends a signal to people shopping for Bimmers, Hyundais, Priuses and the like that Detroit is stuck in 1970.

But after driving the new Camaro, I have to erase all of that. The car is simply terrific. And it’s far more sophisticated in many ways that competing cars and certainly than the old Camaros. Start with the engine. My test model had a direct-injection V6 which kicks 304 horsepower but gets 29 mpg on the highway. All that grunt still guzzles 19 mpg in the city, but a combined 22 or 23 mpg for a car with that much oomph is impressive. You can get a V8 in the SS version, but it starts at $31,000. The V6 models start at $23,000

Then take a look at the car. Love the design or hate it, you have to say that it’s not just reproduced retro. Chrysler simply knocked off a 1970 Challenger. The Camaro looks like a new-era interpretation of the old pony car. If GM never killed it, the Camaro may have just evolved into this design today. It’s fresh. The Camaro really handles quite well, too. At 3,700 pounds it doesn’t feel as heavy as other big sporty cars.

The cabin is decidedly retro and not the car’s best feature. GM took many cues from the early ‘70s cars. And while the plastics inside don’t feel top grade, they’re good enough for a car that starts at $23,000 and offers as much as it does in terms of performance and style. My test car, by the way, was about $30,000 loaded up with satellite radio, blue tooth, stability control and a nine-speaker Boston Acoustics sound system.

Still, the new Camaro is a very impressive car. I was surprised by how much I liked it. I’ve never been a Camaro guy. But I was also suspect of how GM would execute it. When Pontiac brought back the GTO in 2004, GM was content to take a ‘90s jelly bean body style from its Australian unit, shove a big engine under the hood and call it reborn muscle. It didn’t last. This is a purpose-built muscle car for a new age, and quite a good way to usher in the New GM assuming the company emerges from bankruptcy in a couple of months as planned.

New Mazda 2 เปิดจอง ปลายปี 09 คู่แข่ง Jazz Yaris

เปิดจอง ปลายปี 09
คู่แข่ง Jazz Yaris


Mazda announced last fall it would be phasing out the current 1.4-liter diesels in the Mazda2 hoods with new 1.6-liter units. Starting in June, the new 1.6-liter will be available in the 2. This is the same powertrain found at the 2's larger sibling, the Mazda3, but this is the 90hp version, which is 22 hp more powerful than the previous unit. Torque is also increased,
it goes from 160 Nm at 2,000 rpm to 212 at 1,750, quite an increase. Fuel consumption stays the same at 4.2 l/100 km (56mpg) and CO2 emissions are reduced to 112 g/km, with a DPF (Diesel Particulate Filter) fitted as standard. Prices are bumped up, too, by 1,000 euros. The new Mazda2 starts at €16,250.








New Mazda 2

2010 Chevrolet Camaro

Don't count on the Chevrolet Volt to rescue General Motors. The extended-range electric car is a fascinating science project and great for wowing policy makers, but few car enthusiasts are that committed to saving the planet. What most of us want is a sexy-hot ride that doesn't cost a fortune. Enter the reborn Chevy Camaro - the ultimate red-blooded, blue-collar fashion statement and GM's best hope of driving itself out of the ditch.

The Camaro's six-year absence really did make hearts yearn for a Ford Mustang foil. Dodge's Challenger revival eased some of that ache, but true Chevy fans would sooner pine for the old days than defect. After GM announced that the Camaro concept wasn't a tease, 14,000 believers affirmed their faith by placing orders.

Now that GM's Oshawa, Ontario, assembly plant is cranking out cars, we've test-driven V-6 and V-8 versions of the fifth-generation Camaro. Our first revelation: Chevy has mounted a classic Trojan horse offense. Under its 1969-esque cover, the Camaro is armed with such 2009 weapons as direct injection (V-6 only), an independent rear suspension, and six speeds in every transmission. Chevy's strategy is to reward the faithful and to lure fresh recruits away from imports.

The irony is that true import flavor is part of the Camaro's recipe. Four years ago, Bob Lutz and GM design chief Ed Welburn cooked up this car as a buzz builder and Chevy brand resuscitator. After their 2006 Detroit auto show concept rocked the car world, the business case supporting a production model gained momentum. GM's Holden division in Australia offered two vital resources: a can-do attitude and a global rear-wheel-drive chassis code-named Zeta that arrived here last year beneath the Pontiac G8.

To deliver a Camaro that held true to the Lutz-Welburn inspiration, GM engineers in Michigan and Melbourne hewed a tight coupe out of the large G8 sedan by moving the Zeta rear axle forward six inches. To clear the room needed for twenty-inch wheels and tires, the front suspension was moved forward, track widths were increased, and the windshield was shifted rearward and given a more upright stance. After revised suspension geometries, larger brakes, and other changes were added, the Camaro's Zeta Two underpinnings shared little with the G8's Zeta One blueprints other than common engineering.

Concurrently, the V-8-powered concept was expanded into a full range of meek-to-mean Camaros. The menu includes LS, LT, and SS series with two trim levels, three engines, four transmissions, and two suspensions, plus an RS package consisting of twenty-inch wheels and tires, HID headlamps, and a rear spoiler. Prices run from $22,995 for the stripped LS V-6 to more than $37,000 for a well-equipped SS V-8..

Last year, after driving a Camaro LT powered by the direct-injection 3.6-liter V-6, we concluded that 304 hp serves as an excellent starting point. Now we can report that the six-speed-stick LT squirts to 60 mph in 5.9 seconds - matching Hyundai's hottest Genesis coupe - on its way to a 14.8-second, 98-mph quarter-mile dash. The refined howl under the hood is the entry-level Camaro speaking softly while wielding a decent performance stick, including 17/26 EPA city/highway gas mileage. Equipped with a six-speed automatic, the LS and LT Camaros score an even better 18/29 mpg rating in EPA tests.

The Camaro's cockpit has a bunker vibe inflicted by the high-rise beltline, tall hood, and a roof that curves over your ears. The bucket seats are squishy soft and lacking in both lateral and lumbar support. Releasing one lever allows tilting and telescoping of the dished steering wheel, but a clunky adjuster mechanism takes a bite out of knee room. The uplevel trim is cloth-accented and carefully fitted but not especially luxurious. The few metallic hints are paint or chrome over molded plastic.

Entering the Camaro's rear seats is a chore because of high doorsills and the absence of quick-slide front-bucket releases. There's adequate legroom if front riders are willing to compromise, but curls are sure to be squashed. Rear passengers view the world through tiny triangular portholes.

Access to the 11.3-cubic-foot trunk is through one of the highest, smallest apertures we've ever encountered. A rear-seat pass-through is provided to accommodate poles, pipes, and spears.

The Camaro's instrument panel is a peculiar mix of retro and modern. Square-cornered tach and speedometer dials juxtapose with electronic fuel-level and trip-info displays. Four secondary gauges mounted at the forward end of the console also hark back to 1969; in forty years, nothing has changed to make that location viable. Providing engine and transmission lubricant temperatures is a nice touch, but no driver in the heat of battle is inclined to search for this information.

OnStar is the only form of navigation offered. In compensation, the list of standard or optional infotainment goodies includes CD and MP3 play capability, Bluetooth, a 245-watt sound system with nine speakers, XM reception, an audio input jack, a USB port, and a wireless interface for portable media players.

The best music source is the Camaro SS's 6.2-liter V-8. Rumble and reverb are entertaining at start-up but appropriately subdued underway. The Tremec six-speed manual's shifter is reasonably light to the touch unless you're in street-race mode, when a heavy hand is required to extract peak performance. So hammered, the 426-hp Camaro SS hustles to 60 mph in 4.8 seconds and logs a 13.3-second, 111-mph quarter mile, neatly eclipsing both the Mustang GT and the Challenger SRT8. The thrill peters out at 157 mph when the speed limiter kicks...

Next more ....2010 Chevrolet Camaro

Proton Persona CNG E20 ethanol-petrol mix as well as CNG

The Proton Persona CNG was launched earlier this week in Thailand and it will be available in 3 variants - the medium-line auto, medium-line manual and the high-line auto.

Proton are continuing their assault on the Thai market with the Persona CNG. The Persona enters a very very tough segment, with existing models have very commanding positions. We can't go far here without comparisons to the almost bulletproof Vios and the equally solid City, and this is what the Persona faces.

So does it stand a chance? Who is going to buy a Malaysian Proton, ahead of locally assembled and safe options like the Toyota and Honda. Read on to find out....

The Persona is based on the Gen 2 platform, and shares much from the 5-door car's parts bin. The addition of a boot, and some softening of the suspension are the main differences here.

Actually, the Proton Persona CNG is probably not going to shake up the motoring industry in Thailand. Toyota and Honda sales and marketing teams are unlikely to miss any sleep over the addition to the market either. But Proton will sell Persona's in Thailand, and here's why:
CNG

The first major advantage the Persona CNG has over competitors is the CNG tank bolted into the boot. There aren't too many new cars out there with CNG as an option, and the Proton is the first in this segment.

The Campro IAFM engine in the Persona CNG can take either regular petrol, an E20 ethanol-petrol mix as well as CNG (compressed natural gas). CNG is basically the fuel that NGV cars such as taxis use in Malaysia.

Proton targets to sell 500 units a month of the Persona CNG in Thailand. With many Malaysians considering NGV conversions right now, it would be timely to introduce the Persona CNG into the Malaysian market soon.

A car that comes with CNG fueling from the factory would be easier on the owner’s pocket as the cost of conversion is factored into the hire purchase loan, plus it is included in the manufacturer warranty.

Thai prices for the Proton Persona CNG:
Proton Persona CNG 1.6 M-LIne Manual - 549,000 Thai Baht
Proton Persona CNG 1.6 M-LIne Auto - 584,000 Thai Baht
Proton Persona CNG 1.6 H-LIne Auto - 629,000 Thai Baht

Although the price of fuel like Gasohol 91, 95 and E20 have dropped substantially over the past few months, there is still good reason to opt for CNG. The price of CNG has been fixed at just THB 8.50 per Kg, this will equate to lower fuel costs.

The Persona CNG still has a 50 litre fuel tank for the E20 (or Gasohol 91/95) if you get tired queueing with the taxis for CNG, or if you wish to extend your range. At least the option is still there.

Of course it is possible to retro-fit a CNG installation in a City or Vios, but this will add expense and void your warranty. With the Persona you are getting the CNG kit from the start, and it is backed by Proton.
Price

The second major advantage that the Persona has over everything else in the segment is the price. THB 549,000 is a competitive price point. I mean, even if you ignored the fact that this thing included CNG, this would represent decent value. Factor in the CNG kit, and it is starting to look like a bargain.

The Persona CNG comes in 3 specifications the Medium Line with manual transmission at THB 549,000, the Medium Line with 4-speed automatic for THB 584,000 and the top-spec High Line costing THB 629,000.

From here on I'm going to completely ignore the Medium Line cars. They do come equipped with a driver's airbag as standard (come on Honda and Toyota!), but they lack ABS, EBD and seat belt pre-tensioners from the High Line. So assuming that we all care enough about safety to shell out an extra THB 80,000 for these features, let's see how the Proton Persona CNG High Line AT stacks up against the competition.
Engine

The Persona CNG is powered by a 1,597 cc DOHC Campro engine. The engine provides 110 hp which is nothing special. This is on-par with the Vios and Tiida, but is eclipsed by the 1.5 litre Honda unit in the City that produces 120 hp. Still I would say that Proton aren't too far behind here. The engine is a modern unit with multi-point fuel injection, and will no doubt offer enough for the purpose it was designed for. (This is not a racing car guys.)
Safety

Here the Persona CNG is a bit of a surprise. The High Line has two airbags, ABS, EBD and seat belt pre-tensioners. A City with dual airbags will set you back THB 644,000.

I haven't seen any crash test results for this car yet, but the same goes for both Toyota Vios and City.
Quality

Vios and City win. The end. Well... yes and no. While the Proton will have a hard job living with the quality of the competition, there are some nice touches on the Persona that belie its price. Besides, are a few rough edges going to put you off on a car in this price range.
Price

Here is where things get a little more complex. Remember, the Proton has CNG and the others don't. But the Proton is still cheaper to begin with. The Persona CNG is easily the cheapest of the three, and Nissan's Tiida is also a tad higher with dual airbag models starting at around THB 669,000.

However, you might assume that the cheaper price of the Proton Persona suggests that they have cut back on features, but it doesn't seem to be the case. The Persona has 60/40 split folding rear seats as standard, disc brakes all around, rear-parking sensors, steering-wheel audio controls, electric windows (front), electric mirrors, MP3, fog lamps, etc.

So they didn't skimp on equipment.

And the Persona is larger than the City in all dimensions except height. The wheelbase is 50 mm longer, and the car is also wider and longer than the City.



Some FAQs on the Proton Persona CNG:
Is the car’s capacity to store regular petrol affected? No as the CNG tank is an “add on” system to the standard Persona.

Where is the fuel filler for me to refill the CNG? It is located at the engine bay.

How do I switch from CNG to petrol? It is quite easy and straight forward to switch between petrol and CNG by pressing on a button on the instrument panel.

Is there a gauge to see how much CNG I have left? Yes, there are 4 LEDs to indicate CNG level.

How big is the CNG tank? The tank is 90 liters.

Continue reading to see photos of the CNG refueller, the CNG tank in the boot and how much usable boot space is remaining as the CNG tank takes up boot space

Hydrogen Fueled

The BMWs Liquid Hydrogen Fueled V12
Here's a first: a liquid hydrogen-fueled V12 engine that can output 230+ hp. This bi-fuel engine - set to go on display at NHA (National Hydrogen Association) 2006 - will be placed in a limited run 7-series model and is capable of burning gasoline or liquid hydrogen.

Honda
In 2005, Honda leased the first commercial hydrogen car to a family in Redondo Beach, California, pictured above.

For the past 28 years, the Los Alamos National Laboratory (LANL) has been conducting research on hydrogen fuel cells for use in transportation, industry and residential use. According to the LANL, "Hydrogen & Fuel Cell Research at Los Alamos has made significant technological advances in Polymer Electrolyte Membrane (PEM) fuel cells, Direct Methanol Fuel Cells (DMFC), and related technologies such as the electrolyzer (a fuel cell in reverse, liberating hydrogen from electricity and pure water)."

Unlike many of the hybrid and "green" cars currently on the market, hydrogen cars offer the promise of zero emission technology, where the only byproduct from the cars is water vapor. Current fossil-fuel burning vehicles emit all sorts of pollutants such as carbon dioxide, carbon monoxide, nitrous oxide, ozone and microscopic particulate matter. Hybrids and other green cars address these issues to a large extent but only hydrogen cars hold the promise of zero emission of pollutants. The Environmental Protection Agency estimates that fossil-fuel automobiles emit 1 ½ billion tons of greenhouse gases into the atmosphere each year and going to hydrogen-based transportation would all but eliminate this.

Not only that, hydrogen cars will lessen the United States' dependence upon foreign oil. The so-called "hydrogen highway" will mean less dependence upon OPEC, the big U. S. oil companies, oil refinery malfunctions and breakdowns and less resistance from oil-selling nations like Venezuela and Saudi Arabia or from hostile nations who would rather sell elsewhere. Consumers will finally get a break from the never-ending rising prices at the gasoline pumps.

President Bush has already allocated approximately $2 billion in hydrogen highway research. California Governor Arnold Schwarzenegger is pushing to get 200 hydrogen filling stations built by 2010 stretching from Vancouver, British Columbia, all the way down to Baja, California. Since Californians buy one-fifth of the nation's cars, the new hydrogen car technology could simply replace the current gasoline engine automobiles in what is called "disruptive technology" where something so innovative comes along it simply replaces the old technology very quickly.

Then again, a more likely scenario is that dual-fuel automotive systems will be developed that can run on either gasoline or hydrogen as the hydrogen infrastructure is being developed. The conversion from gasoline-powered internal combustion engines to hydrogen powered combustion engines is agreed upon by most scientists and engineers to be a particularly easy transition and would buy time for hydrogen fuel cell cars to be fully adapted.

But, hydrogen cars are not isolated to those that burn the fuel in internal combustion engines. There are more hydrogen fuel cell cars being built currently than any other kind. Let's also not forget about hydrogen-on-demand vehicles that are either using a hydrogen compound or electrolyzing water to create hydrogen, avoiding the compressed or liquid hydrogen refueling scenario altogether. And, what about adapting hydrogen peroxide for fuel in car since it is currently being used in racecars and jet packs as a propellant?

Boosting Energy Efficiency with Cogeneration

also known as combined heat and power, distributed generation, or recycled energy -- is the simultaneous production of two or more forms of energy from a single fuel source. Cogeneration power plants often operate at 50 to 70 percent higher efficiency rates than single-generation facilities.

In practical terms, what cogeneration usually entails is the use of what would otherwise be wasted heat (such as a manufacturing plant's exhaust) to produce additional energy benefit, such as to provide heat or electricity for the building in which it is operating. Cogeneration is great for the bottom line and also for the environment, as recycling the waste heat saves other pollutant-spewing fossil fuels from being burned.

Most of the thousands of cogeneration plants operating across the United States and Canada are small facilities operated by non-utility companies and by institutions like universities and the military. For small cogeneration plants-those that generate anywhere from one to 20 megawatts of power-biomass or even methane from garbage dumps can be used as a front-end fuel source, but natural gas is far more common as the primary input.

For instance, Sunnyvale, California-based Network Appliance Inc., a computer networking company, relies on a one megawatt natural gas-powered cogeneration system to power the building's extensive air conditioning needs, and for back-up power for use during peak demand times. The company estimates it saves around $300,000 a year in energy costs thanks to the cogeneration system.

In another example, Illinois-based Epcor USA Ventures operates three mid-sized (25 megawatts and up) cogeneration power plants in San Diego to power U.S. Marine Corps and Navy bases there. All three plants work in the same way: Natural gas turbines drive electrical generators that in turn exhaust hot gases. These are then captured to drive a steam generator hooked into the bases centralized heating and cooling systems. Since the systems generate power to spare, Epcor is talking with area companies about kicking in for a share of the steam to keep their energy bills and carbon footprints in check.

Cogeneration is not limited to stationary power plants. Honda is exploring the use of a specialized automotive cogeneration generator designed to improve the overall efficiency of hybrid vehicles by recapturing waste exhaust heat from the internal combustion engine and converting it to electricity to recharge the battery pack. The idea is still in the research and development phase, it could make its way into new cars within a few years, further improving on the already impressive efficiency of hybrid cars.

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