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This post is an excerpt of an article from Popular Mechanics. You can read the full post on their website. Written by Ben Stewart.
Volvo C30EV on the road.
This post was written by Andrew English and originally appeared on the Popular Mechanics website.
In this rough economic climate, it appears Volvo has weathered the storm. In September, Ford’s Swedish car-making arm, Volvo, showed a 16 percent sales increase over last year—one of only nine automakers to do so. And the Swedes are showing a firm embrace on the latest environmental technologies, even if the company doesn’t quite have the wherewithal to put them all into production right now.
What will be in European showrooms next year is the plug-in hybrid V70 wagon with the capability of traveling 31 miles in electric-only mode. We’re going to have to wait for the battery-electric C30EV coupe, but Popular Mechanics was given a preview drive of both recently.
This post is an excerpt of an article from Popular Mechanics. You can read the full post on their website. Written by Tyghe Trimble.
At the 8 ½-mile mark, Jim Campbell is at the head of the pack, in control of the race. The two-time defending champion has every reason to be confident—he knows the course inside and out, he owns the most time-tested vehicle and he still has a few tricks to pull out, including a parasail, which on this windy day could be a potent weapon. But when he grabs his remote control to adjust the speed, Campbell, his boat and its cargo—400 pounds of lead-acid batteries—suddenly stop.
“I think my nylon gear picked up static when rubbing against the plastic hull of the canoe and my electronics died,” he says. Campbell does the only thing he can—he whips out his emergency jumpers and charges 12 volts back into both of his motors. Then he adjusts his speed, dropping from about 4 knots (4.5 mph) to just less than 3 knots (3.3 mph). The race is no longer a sure win.
This is an excerpt of a guest column Nick Chambers, editor of Gas 2.0, wrote for Popular Mechanics. You can read the whole column on the Popular Mechanics website.
The road trip—driving cross-country for days on end, crammed into a vehicle with your family—is virtually a required rite of passage for most Americans. The lure of the open road is as ingrained in our psyche and culture as the hamburger, football or fishing. So it’s no surprise that proposals for new types of taxes on these seemingly free highways—traditionally paid for by gas taxes and tolls—are causing an uproar.
Back in July of this year, Rep. Earl Blumenauer (D-Oregon) proposed a bill that allocates funds to research the effectiveness of taxing highway usage by the mile. On the surface, the bill seems to be laying the groundwork for big government to track our driving habits while simultaneously discouraging the driving of more fuel-efficient vehicles. It doesn’t have to be this way.
This post comes to you from Popular Mechanics. Written By Larry Webster.
In the U.S., gasoline and diesel are dirt cheap compared to their cost in Europe. In late August, the average U.S. price for a gallon of gas was $2.60, and a gallon of diesel cost $2.65. Both diesel and gasoline come from the same barrel of oil—since diesel is a heavier, less refined product, it has historically cost less than gasoline. However, the relative price difference in the U.S. is determined by market forces, refinery constraints and taxes. Typically, demand for gasoline is higher, and U.S. fuel taxes favor gasoline, making gas less expensive here. Federally, we tax diesel at a higher rate than we do gas—24.4 cents per gallon of diesel versus 18.4 for gas. Some states tax gas a higher rate, but on average, the diesel tax is higher (With state taxes added in, the average diesel tax is 51.4 cents per gallon, gas is 47.0). According to the Energy Information Administration, since 2004, diesel has generally cost more than gasoline in the U.S., year-round.