Outline · [ Standard ] · Linear+ 2010 Nissan Leaf electric car, Aproape model de serie

Va fi lansat la vanzare anul viitor, masina prezentata in articol, fiind foarte asemanatoare cu modelul de serie, atat la interior cat si la exterior. Are forma pe care o are pentru aerodinamicitate, inclusiv stopurile se pare ca au functie aerodinamica. Are un motor electric de 107 cai si 280 Nm (are un cuplu demn de un diesel), avand o viteza maxima de 140km/h. O incarcare normala dureaza 8 ore, insa in statii de incarcare rapida , in 30 minute poti avea incarcate bateriile 80% It would be easy to paint Nissan as late to the burgeoning U.S. green party, as the company essentially only counts the Altima Hybrid to sell among its alt-fuel offerings – and that sedan utilizes technology borrowed from Toyota, and it's only sold in a few states in small volumes. While that may be the case, Nissan says their near-term prospects are really quite different. While the company has admittedly been cautious in marketing alt-fuel vehicles in North America, they have been hard at work developing electric vehicles – as well as the advanced lithium-ion batteries to support them – since 1992. What's more, officials say they are now singularly well-placed to leapfrog "transitional" powertrain solutions like gas-electric hybrids in favor of genuine zero-emissions vehicles, and they are promising that their first pure-electric car will reach U.S. shores late next year. That car, the Nissan Leaf shown here, is the reason we find ourselves in the company's brand-new Yokohama headquarters today. Designed as a four-to-five seat, front-drive C-segment hatchback, Nissan says the Leaf is not just for use as a specialty urban runabout, but rather, it was designed as an everyday vehicle – a "real car" whose 160-kilometer+ (100 mile) range meets the needs of 70% of the world's motorists. In the case of U.S. consumers, Nissan says that fully 80% of drivers travel less than 100km per day (62 miles), making the Leaf a solid fit for America's motoring majority, even taking into account power-sapping external factors like hilly terrain, accessory draw, and extreme temperatures. We were afforded an advance look at the Leaf ahead of the car's unveiling today, and while it was a hands-off affair, we did have the chance to formulate some in-the-metal first impressions and take a deep dive into the car's technology. As we noted, it would be fair to say that in North America, at least, Nissan has been something of a laggard in publicly promulgating and promoting an alternative fuel strategy. Instead, in recent years, the Japanese automaker has seemingly focused on burnishing its performance image, bringing powerhouse offerings like the GT-R and the 370Z to market –not to mention augmenting their lineup with accomplished new crossovers and luxurious Infiniti vehicles. Not that we're complaining, mind, but the company's apparent focus on these segments has had us wondering about how the automaker views its long-term energy responsibilities and prospects. During that same time period, Nissan's fellow countrymen at Toyota and Honda have made very public strides in not only offering hybrid vehicles, but also marketing the lifestyle and successfully positioning themselves as benevolent, eco-friendly corporations. Similarly, European automakers like Volkswagen and Mercedes-Benz have invested heavily and openly in clean-diesel technology, and American automakers have produced a startling number of keenly fuel-efficient gasoline-engined models, not to mention hybrids and scads of E85-capable vehicles - all while publicly priming us for extended-range offerings like the forthcoming Chevrolet Volt. Nissan says they have a lot of alternative propulsion vehicles in the pipeline for America – including hybrids – but the Leaf is the first concrete evidence we have of that commitment. A Question of Style Interestingly, unlike the current alt-fuel darlings from Toyota and Honda, Nissan has purposefully eschewed a fastback shape for a more formal five-door appearance. Shiro Nakamura, Nissan's senior vice president and chief creative officer (read: styling director) admits he wanted the car to be unique, but not so bizarre as to be off-putting to most car buyers: "From the beginning, we did not want to make the car very strange, because one of the perceptions of the EV [is that] people think that EVs are toys, or cheap... that you cannot drive high-speed, that EV means 'not real car.' But the car we have is a real car – you can drive it at 140 kilometers, you can sit four or five passengers comfortably. By that measure, the more upright yet unique Leaf is a success – it is a slippery shape with real passenger space, yet it doesn't resort to visually polarizing aerodynamic tricks like faired-in wheel housings and to maximize aero. Instead, it has a smooth face (secreting two charging ports hiding beneath the Nissan logo), strangely prominent blue-tinted headlamps that manage airflow as much as they do nighttime vision, and a roofline whose rearmost pillar reminds us of another Nissan – the Murano. The Leaf has an almost Gallic rump that recalls that of the Versa, a design that in turn reminds us of offerings from Nissan's European partner, Renault. Underbody aero management has also been a clear priority, as the Leaf looks to have a nearly smooth belly thanks to the flat battery-pack subframe, and there are functional diffuser elements beneath the rear bumper cap to detach air from the car. It might have been wishful thinking, but we also couldn't help noticing that the alloy wheel pattern we were shown reminds us of those employed on many Nineties-era 300ZX models. At the end of the day, we wouldn't call the Leaf's exterior pretty, but neither would we call it offensive – not unlike the Prius and Insight, then. The interior is at once handsome and spacious, with what appears to be plenty of room both front and rear for real-sized adults, and the cargo area is very deep, as it is unencumbered by a gas tank assembly (the batteries are mounted beneath the seats within the wheelbase). The center stack is production and looks slick, but its smooth finish flush buttons may also be hard to operate by feel on-the move. The digital instrument cluster display and the drive controller (we can't really call it a gearshift in an EV now, can we?) are also production pieces, and they look well finished inviting, as does the interior as a whole. While there will probably be a few discreet changes to the Leaf (non-showcar paint, slightly different interior fabrics, etc.), this isn't a concept vehicle – Nissan assured us that you are looking at the Real McCoy, the vehicle headed for select American, Japanese, and European showrooms next year. Lithium Ion Becomes a Reality: Powered by a unique array of thin, laminated lithium ion cells capable of delivering over 90 kW of power, the Leaf's front-mounted electric motor delivers 80 kW (107 horsepower) and a healthy 280 Nm of torque (208 pound-feet), and it promises brisk and silent off-the-line power, with acceleration from a stop comparable to that of the company's Infiniti G35. And as Nakamura-san noted, the Leaf has a top speed of over 140 km/h (87 mph). Perhaps more important than the Leaf's top speed are its battery's charging characteristics. In this regard, the car's under-floor mounted assembly of 48 lithium ion modules (each laptop-sized module is comprised of four magazine-sized cells) offers a number of charging strategies. To yield a full charge, a 200-volt, single-phase AC charger takes less than eight hours, and topping off the battery from a 100 volt single-phase standard home wall outlet will take somewhere around twice that time, so prospective Leafmakers would do well to get 220 volt hookup like their clothes dryer uses out in their garage. More impressive is the battery pack's 50 kW DC fast-charge capability, which is capable of accepting an 80% charge in less than 30 minutes, or an extra 50 km (31 miles) worth of range in about 10 minutes. For that, though, you'll need access to a special dedicated (and at around $45,000 – expensive) three-phase charger, which various cities around the globe have begun installing as part of their own greening strategies. The executives we spoke with says they are working with local governments in the States and around the world to help build supporting infrastructure, but they admit the automaker has no plans to financially support the networks themselves, and fast chargers like the one we experienced in Yokohama are clearly cost-prohibitive for private ownership. Make no mistake, though, as despite clever construction methods, the Leaf's batteries remain heavy, at around 200 kg per car (over 440 pounds). Despite this, Nissan projects that the car's total weight will be similar to that of a comparable gas car because the electric motor is lighter than a traditional internal-combustion engine and because there is no need for a conventional transmission. Of course, there is the added bulk of a power inverter, but on the whole, Nissan believes the car's center-of-gravity will be lower than an I.C. car, so handling might actually be better than the aforementioned Versa. Nissan sees the capability for dramatic user cost-savings versus a traditional internal-combustion equivalent. Using typical Japanese market figures as a starting point, the automaker says an equivalent internal-combustion vehicle's fuel consumption figure of 20 km/liter (47.5 mpg U.S.) over 1,000 km/month (620 miles) costs about 6,000 yen per month – about $63 U.S. dollars. Conversely, assuming the same operating parameters for the Leaf (using a charge cycle using cheaper nighttime energy rates), Nissan sees an operating cost for its ZEV of just 1,200 yen per month ¬– less than $13. Of course, American drivers will likely pile on far more miles per month on average, and our energy costs differ, but the point is clear – the automaker sees the Leaf as having real money-saving potential. Who, What, When, Where, Why, and How? While Nissan promises to deliver the Leaf to its first American customers in late 2010, it isn't immediately clear where it will be made available, to whom, and how. By that we mean the zero-emissions vehicle will likely be marketed in select stateside cities that have already committed to building some of the necessary infrastructure to support electric vehicles, and the Leaf likely won't be available for purchase, it will probably be a lease-only proposition – at least initially. Officials are still working out the specifics on a global market-by-market basis, but in the U.S., at least, they are aiming for a cost similar to their midsize Altima offering – presumably after all local and federal government incentives for ZEV are factored in. Initial allotments of the Leaf will probably be leased, with the batteries also being a leased proposition, minimizing consumers' up-front risks for adopting this new style of vehicle and allowing for easier, more cost-effective upgrades as technology improves. As has been done with other automakers' alternative energy pilot programs in the past, the Leaf will probably be distributed to fleets and very select customers at first – a more widespread commercial push isn't expected until 2012. As stated earlier, the Leaf will probably be initially marketed in those U.S. cities that have committed to building the necessary infrastructure to support EVs – places like Phoenix and Tucson in Arizona; San Diego and Sonoma County in California; Raleigh, North Carolina; Oak Ridge, Tennessee; and Seattle, Washington. Nissan says it has established 27 partnerships with local governments around the world, and more are on the way. If you're outside of such areas, Nissan says it won't discourage you from becoming an owner/lessee, but obviously home charging will need to be sufficient. Finding Fuel How will Leaf drivers find these public charging stations? Every example will be equipped with an integrated computer system that is connected to a GPS system and global data center, allowing the Leaf to display its "reachable area" on its sat-nav screen, as well as the location of nearby charging stations. That same advanced IT system can also communicate with the owner's smart phone, sending them emails to let them know their vehicle's state of charge, allow users to pre-cool or pre-warm the Leaf while it's charging (thus drawing power from the grid and not depleting the onboard batteries), and the system can even be programmed to charge in the middle-of-the-night to take advantage of lower energy costs. When we asked, Nissan officials said they did not know if the car's communications system will require a monthly service fee along with it, or if that will simply be rolled into the cost of the vehicle. Batteries Not Included? While it hasn't committed to anything yet, Nissan officials say they are shooting for similar warranty coverage to that of their more conventional offerings. Those vehicles come standard with three years/36,000 mile coverage, and powertrain coverage of five years/60,000 miles, and it will be interesting to see if Nissan can match those figures for the vehicle, it's electronic motor, and the expensive battery pack (estimated replacement cost: $10,000). For our driving enthusiast audience, perhaps the biggest question is: How will these cars perform? We were afforded a very brief test-drive in the company's latest prototype EV, a Versa-bodied model that is said to be representative of the 2010 production car's capabilities, and we'll have a more detailed report for you shortly. At first glance, we're impressed and cautiously optimistic that Nissan has done their homework. However, the biggest hurdle to an electrified motoring experience – infrastructure – is almost entirely out of the automaker's hands. Will America's cash-strapped governments be able to make electric vehicle ownership a viabile proposition for most of the nation's citizens? Only time will tell. While you stew on that nugget, be sure to check out the official press releases and our gallery of high-res images below nissan-leaf_hi_006.jpg nissan-leaf_hi_008.jpg nissan-leaf_hi_009.jpg nissan-leaf_hi_011.jpg nissan-leaf_hi_013.jpg nissan-leaf_hi_003.jpg nissan-leaf_hi_014.jpg nissan-leaf_hi_015.jpg nissan-leaf_hi_016.jpg nissan-leaf_hi_017.jpg nissan-leaf_hi_018.jpg nissan-leaf_hi_019.jpg nissan-leaf_hi_020.jpg This post has been edited by aphophis: 2 Aug 2009, 11:27

Va fi lansat la vanzare anul viitor, masina prezentata in articol, fiind foarte asemanatoare cu modelul de serie, atat la interior cat si la exterior. Are forma pe care o are pentru aerodinamicitate, inclusiv stopurile se pare ca au functie aerodinamica. Are un motor electric de 107 cai si 280 Nm (are un cuplu demn de un diesel), avand o viteza maxima de 140km/h. O incarcare normala dureaza 8 ore, insa in statii de incarcare rapida , in 30 minute poti avea incarcate bateriile 80%

It would be easy to paint Nissan as late to the burgeoning U.S. green party, as the company essentially only counts the Altima Hybrid to sell among its alt-fuel offerings – and that sedan utilizes technology borrowed from Toyota, and it's only sold in a few states in small volumes. While that may be the case, Nissan says their near-term prospects are really quite different. While the company has admittedly been cautious in marketing alt-fuel vehicles in North America, they have been hard at work developing electric vehicles – as well as the advanced lithium-ion batteries to support them – since 1992. What's more, officials say they are now singularly well-placed to leapfrog "transitional" powertrain solutions like gas-electric hybrids in favor of genuine zero-emissions vehicles, and they are promising that their first pure-electric car will reach U.S. shores late next year.

That car, the Nissan Leaf shown here, is the reason we find ourselves in the company's brand-new Yokohama headquarters today. Designed as a four-to-five seat, front-drive C-segment hatchback, Nissan says the Leaf is not just for use as a specialty urban runabout, but rather, it was designed as an everyday vehicle – a "real car" whose 160-kilometer+ (100 mile) range meets the needs of 70% of the world's motorists. In the case of U.S. consumers, Nissan says that fully 80% of drivers travel less than 100km per day (62 miles), making the Leaf a solid fit for America's motoring majority, even taking into account power-sapping external factors like hilly terrain, accessory draw, and extreme temperatures.

We were afforded an advance look at the Leaf ahead of the car's unveiling today, and while it was a hands-off affair, we did have the chance to formulate some in-the-metal first impressions and take a deep dive into the car's technology.

As we noted, it would be fair to say that in North America, at least, Nissan has been something of a laggard in publicly promulgating and promoting an alternative fuel strategy. Instead, in recent years, the Japanese automaker has seemingly focused on burnishing its performance image, bringing powerhouse offerings like the GT-R and the 370Z to market –not to mention augmenting their lineup with accomplished new crossovers and luxurious Infiniti vehicles. Not that we're complaining, mind, but the company's apparent focus on these segments has had us wondering about how the automaker views its long-term energy responsibilities and prospects.


During that same time period, Nissan's fellow countrymen at Toyota and Honda have made very public strides in not only offering hybrid vehicles, but also marketing the lifestyle and successfully positioning themselves as benevolent, eco-friendly corporations. Similarly, European automakers like Volkswagen and Mercedes-Benz have invested heavily and openly in clean-diesel technology, and American automakers have produced a startling number of keenly fuel-efficient gasoline-engined models, not to mention hybrids and scads of E85-capable vehicles - all while publicly priming us for extended-range offerings like the forthcoming Chevrolet Volt. Nissan says they have a lot of alternative propulsion vehicles in the pipeline for America – including hybrids – but the Leaf is the first concrete evidence we have of that commitment.

A Question of Style

Interestingly, unlike the current alt-fuel darlings from Toyota and Honda, Nissan has purposefully eschewed a fastback shape for a more formal five-door appearance. Shiro Nakamura, Nissan's senior vice president and chief creative officer (read: styling director) admits he wanted the car to be unique, but not so bizarre as to be off-putting to most car buyers:

"From the beginning, we did not want to make the car very strange, because one of the perceptions of the EV [is that] people think that EVs are toys, or cheap... that you cannot drive high-speed, that EV means 'not real car.' But the car we have is a real car – you can drive it at 140 kilometers, you can sit four or five passengers comfortably.

By that measure, the more upright yet unique Leaf is a success – it is a slippery shape with real passenger space, yet it doesn't resort to visually polarizing aerodynamic tricks like faired-in wheel housings and to maximize aero. Instead, it has a smooth face (secreting two charging ports hiding beneath the Nissan logo), strangely prominent blue-tinted headlamps that manage airflow as much as they do nighttime vision, and a roofline whose rearmost pillar reminds us of another Nissan – the Murano. The Leaf has an almost Gallic rump that recalls that of the Versa, a design that in turn reminds us of offerings from Nissan's European partner, Renault.

Underbody aero management has also been a clear priority, as the Leaf looks to have a nearly smooth belly thanks to the flat battery-pack subframe, and there are functional diffuser elements beneath the rear bumper cap to detach air from the car. It might have been wishful thinking, but we also couldn't help noticing that the alloy wheel pattern we were shown reminds us of those employed on many Nineties-era 300ZX models. At the end of the day, we wouldn't call the Leaf's exterior pretty, but neither would we call it offensive – not unlike the Prius and Insight, then.

The interior is at once handsome and spacious, with what appears to be plenty of room both front and rear for real-sized adults, and the cargo area is very deep, as it is unencumbered by a gas tank assembly (the batteries are mounted beneath the seats within the wheelbase). The center stack is production and looks slick, but its smooth finish flush buttons may also be hard to operate by feel on-the move. The digital instrument cluster display and the drive controller (we can't really call it a gearshift in an EV now, can we?) are also production pieces, and they look well finished inviting, as does the interior as a whole.

While there will probably be a few discreet changes to the Leaf (non-showcar paint, slightly different interior fabrics, etc.), this isn't a concept vehicle – Nissan assured us that you are looking at the Real McCoy, the vehicle headed for select American, Japanese, and European showrooms next year.

Lithium Ion Becomes a Reality:

Powered by a unique array of thin, laminated lithium ion cells capable of delivering over 90 kW of power, the Leaf's front-mounted electric motor delivers 80 kW (107 horsepower) and a healthy 280 Nm of torque (208 pound-feet), and it promises brisk and silent off-the-line power, with acceleration from a stop comparable to that of the company's Infiniti G35. And as Nakamura-san noted, the Leaf has a top speed of over 140 km/h (87 mph).

Perhaps more important than the Leaf's top speed are its battery's charging characteristics. In this regard, the car's under-floor mounted assembly of 48 lithium ion modules (each laptop-sized module is comprised of four magazine-sized cells) offers a number of charging strategies. To yield a full charge, a 200-volt, single-phase AC charger takes less than eight hours, and topping off the battery from a 100 volt single-phase standard home wall outlet will take somewhere around twice that time, so prospective Leafmakers would do well to get 220 volt hookup like their clothes dryer uses out in their garage.


More impressive is the battery pack's 50 kW DC fast-charge capability, which is capable of accepting an 80% charge in less than 30 minutes, or an extra 50 km (31 miles) worth of range in about 10 minutes. For that, though, you'll need access to a special dedicated (and at around $45,000 – expensive) three-phase charger, which various cities around the globe have begun installing as part of their own greening strategies. The executives we spoke with says they are working with local governments in the States and around the world to help build supporting infrastructure, but they admit the automaker has no plans to financially support the networks themselves, and fast chargers like the one we experienced in Yokohama are clearly cost-prohibitive for private ownership.

Make no mistake, though, as despite clever construction methods, the Leaf's batteries remain heavy, at around 200 kg per car (over 440 pounds). Despite this, Nissan projects that the car's total weight will be similar to that of a comparable gas car because the electric motor is lighter than a traditional internal-combustion engine and because there is no need for a conventional transmission. Of course, there is the added bulk of a power inverter, but on the whole, Nissan believes the car's center-of-gravity will be lower than an I.C. car, so handling might actually be better than the aforementioned Versa.

Nissan sees the capability for dramatic user cost-savings versus a traditional internal-combustion equivalent. Using typical Japanese market figures as a starting point, the automaker says an equivalent internal-combustion vehicle's fuel consumption figure of 20 km/liter (47.5 mpg U.S.) over 1,000 km/month (620 miles) costs about 6,000 yen per month – about $63 U.S. dollars. Conversely, assuming the same operating parameters for the Leaf (using a charge cycle using cheaper nighttime energy rates), Nissan sees an operating cost for its ZEV of just 1,200 yen per month ¬– less than $13. Of course, American drivers will likely pile on far more miles per month on average, and our energy costs differ, but the point is clear – the automaker sees the Leaf as having real money-saving potential.

Who, What, When, Where, Why, and How?

While Nissan promises to deliver the Leaf to its first American customers in late 2010, it isn't immediately clear where it will be made available, to whom, and how. By that we mean the zero-emissions vehicle will likely be marketed in select stateside cities that have already committed to building some of the necessary infrastructure to support electric vehicles, and the Leaf likely won't be available for purchase, it will probably be a lease-only proposition – at least initially.

Officials are still working out the specifics on a global market-by-market basis, but in the U.S., at least, they are aiming for a cost similar to their midsize Altima offering – presumably after all local and federal government incentives for ZEV are factored in. Initial allotments of the Leaf will probably be leased, with the batteries also being a leased proposition, minimizing consumers' up-front risks for adopting this new style of vehicle and allowing for easier, more cost-effective upgrades as technology improves. As has been done with other automakers' alternative energy pilot programs in the past, the Leaf will probably be distributed to fleets and very select customers at first – a more widespread commercial push isn't expected until 2012.


As stated earlier, the Leaf will probably be initially marketed in those U.S. cities that have committed to building the necessary infrastructure to support EVs – places like Phoenix and Tucson in Arizona; San Diego and Sonoma County in California; Raleigh, North Carolina; Oak Ridge, Tennessee; and Seattle, Washington. Nissan says it has established 27 partnerships with local governments around the world, and more are on the way. If you're outside of such areas, Nissan says it won't discourage you from becoming an owner/lessee, but obviously home charging will need to be sufficient.

Finding Fuel

How will Leaf drivers find these public charging stations? Every example will be equipped with an integrated computer system that is connected to a GPS system and global data center, allowing the Leaf to display its "reachable area" on its sat-nav screen, as well as the location of nearby charging stations. That same advanced IT system can also communicate with the owner's smart phone, sending them emails to let them know their vehicle's state of charge, allow users to pre-cool or pre-warm the Leaf while it's charging (thus drawing power from the grid and not depleting the onboard batteries), and the system can even be programmed to charge in the middle-of-the-night to take advantage of lower energy costs. When we asked, Nissan officials said they did not know if the car's communications system will require a monthly service fee along with it, or if that will simply be rolled into the cost of the vehicle.

Batteries Not Included?

While it hasn't committed to anything yet, Nissan officials say they are shooting for similar warranty coverage to that of their more conventional offerings. Those vehicles come standard with three years/36,000 mile coverage, and powertrain coverage of five years/60,000 miles, and it will be interesting to see if Nissan can match those figures for the vehicle, it's electronic motor, and the expensive battery pack (estimated replacement cost: $10,000).

For our driving enthusiast audience, perhaps the biggest question is: How will these cars perform? We were afforded a very brief test-drive in the company's latest prototype EV, a Versa-bodied model that is said to be representative of the 2010 production car's capabilities, and we'll have a more detailed report for you shortly. At first glance, we're impressed and cautiously optimistic that Nissan has done their homework. However, the biggest hurdle to an electrified motoring experience – infrastructure – is almost entirely out of the automaker's hands. Will America's cash-strapped governments be able to make electric vehicle ownership a viabile proposition for most of the nation's citizens? Only time will tell. While you stew on that nugget, be sure to check out the official press releases and our gallery of high-res images below

nissan-leaf_hi_006.jpg
nissan-leaf_hi_008.jpg
nissan-leaf_hi_009.jpg
nissan-leaf_hi_011.jpg
nissan-leaf_hi_013.jpg
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nissan-leaf_hi_014.jpg
nissan-leaf_hi_015.jpg
nissan-leaf_hi_016.jpg
nissan-leaf_hi_017.jpg
nissan-leaf_hi_018.jpg
nissan-leaf_hi_019.jpg
nissan-leaf_hi_020.jpg

This post has been edited by aphophis: 2 Aug 2009, 11:27

De ce trebuie masinile electrice sa arate ciudat? Nu pot sa le faca sa arate ca niste masini normale?

Are forma pe care o are pentru aerodinamicitate

la fel ca evolutia familiei Clio3
[attachmentid=1627542654]

Chiar sunt curios ce viitor model Dacia va avea o aerodinamica mai buna datorita partii frontale, desigur sa fie asigurata la fel de bine racirea motorului

<span class='edit'>2 Aug 2009, 13:10:</span>

De ce trebuie masinile electrice sa arate ciudat? Nu pot sa le faca sa arate ca niste masini normale?

pentru-ca aerodinamica la masinile electrice este un factor important pentru reducerea fortelor de frecare cu aerul, adica exact ceea ce le trebuie unor astfel de autovehicule pentru o autonomie cat mai mare
la cele cu combustibili o aerodimanica mai buna inseamna automat o reducere a consumului

- vezi evolutia lui Clio3

This post has been edited by loganfan2008: 2 Aug 2009, 13:14

arata ciudat pentru aerodinamicitate, asa cum zicea colegul loganfan. oricum arata mai bine ca volt-ul american. Sa vedem insa la ce pret va veni (cu tot cu reducerea data de statul american masinilor electrice), ei zic ca pe scara larga se va vinde din 2012, in state, pana se pune la punct infrastructura.

Am inteles argumentul, bine punctat de altfel, al aerodinamicitatii... Dar designerii trebuie sa incerce sa le faca sa arate cat mai normale pentru ca omul de rand sa inteleaga ca motorul electric incepe sa devina RUTINA si ceva normal si NU sa priveasca masina ca un fel de "comedy car" sau ceva...

pai tocmai dintre toate vehiculele ecologice lansate in ultimul timp, nissan-ul arata cel mai bine , dupa tesla

Beauty is in the eye of the beholder

Eu nu ma omor deloc dupa interiorul acela muuult prea electronic, fapt care-l face mai greu de citit in situatii critice. (nu degeaba BMW a ramas ani la randul cu ceasurile alea clasice) SI e o idee extrem de proasta sa pui atatea suprafete glossy intr-o masina (vezi cum arata laptopurile glossy pline de grasime de la amprente etc).

Io zic să vezi cum se vând laptopurile alea glossy

Personal consider ca nici pe laptop nu sunt o idee deloc buna, mai ales pe monitor. Laptopuri ca laptopuri, dar laptopurile de obicei se tin in casa, pe birou, multe dintre ele neplecand din casa (desktop replacement).

Pe cand interiorul unei masini e lovit de multi factori exteriori, praf, iarna umezeala, diferite tipuri de mizerie, IN SPECIAL (si nu sunt misogin) pt ca masina asta pare a fi tintita spre femei. Parca vad cum o sa se adune praful ala (scrumul de tigara, eventual) langa comenzile cutiei automate. In plus cand bate soarele fix in consola aia o sa-ti intre direct in ochi.

are un prieten un opel corsa cu ceva asemanator, si masina (dupa vreo 2 ani - parca-) arata ca scoasa din cutie. Oricum asta e neimportant, mai importanta mi se pare tehnologia de pe masina si felul ca probabil in curand vom avea masini electrice la preturi rezonabile

gata, si-au facut baietii ratia de un articol pe zi
aphophis, spune drept, impart salariul jurnalistii din presa auto cu tine?

This post has been edited by loganfan2008: 2 Aug 2009, 21:27

Iar tipa "carcotasul" din mine.

Este foarte frumos sa ai o astfel de masina intr-o tara gen Franta care produce 80% din energie "clean" (energie nucleara in cazul lor), dar ce ne facem in SUA sau Romania unde majoritatea energiei se obtine din termocentrale. Pur si simplu mutam teava in alta parte pentru ca va creste mult consumul de carbune.

In al doilea rand faptul ca bateriile sunt f. scumpe si se strica (mai repede ca un motor, de exemplu) inseamna ca 1. piata SH va fi nula. 2. companiile vor fi f. happy sa apelezi la ele sa-ti vanda baterii scumpe.

Si deranjanta este si viteza maxima de 140 de km/h. Pana si
Matizul prinde 144

oare cat o fi viteza legala ? oricum aceasta masina nu e gandita ca singura masina a familiei, ci o masina de dus la servici si inapoi+cumparaturi si tot asa

Pentru cei care doresc maşini cu aspect normal avem aşa ceva:

MINI_Model_E_Concept-2009-07-800.jpg

MINI E va fi propulsat de un motor electric de 150 kW (204 CP) alimentat de un acumulatori reîncărcabili Li-Ion de înaltă performanţă, transferând puterea la puntea faţă prin intermediul unei cutii de viteze cu o singură treaptă (? single-stage helical gearbox) foarte silenţios şi lipsit de emisii. Special proiectat pentru uzul auto, tehnologia acumulatorilor va avea o autonomie de peste 240 kilometri, sau 150 miles. MINI E va fi disponibil pentru început către clienţi privaţi şi corporaţii ca parte a unui proiect pilot în statele California, New York şi New Jersey din Statele Unite ale Americii. Posibilitatea de a oferi MINI E şi în Europa este luată în considerare.

Propulsorul electric al MINI E produce un cuplu maxim de 220 Newton metri, furnizând o acceleraţie de la 0 la 100 km/h (62 mph) în 8,5 secunde. Viteza de vârf este limitată electronic la 152 km/h (95 mph). Dispunând de o suspensie reglată astfel încât să se potrivească repartiţiei maselor, MINI E respectă tradiţia mărcii de agilitate şi remarcabila manevrabilitate.

Pai m-as plimba cu asa ceva, chiar as inlocui masina actuala cu asa ceva. Intrebarea este cat costa fiecare model dintre acestea? Sper ca guvernele vor subventiona producerea, macar la inceput, a acestor masini. Dupa ce tehnologia evolueaza va fi super ok sa circulam cu asa ceva. Problema care se pune cand va fi generalizat motorul electric? Mai rezista Pamantul la atata poluare pana atunci. Probabil ca multi vor spune ca nu masinile polueaza mai mult. Sigur, aveti dreptate, dar trebuie reduse cantitatile poluante din toate industriile. Trebuie reduse fara a distruge industria, ci trebuie adaptata industria la noile constrangeri ecologice.

O mare problema este sursa de incarcare a bateriilor (nu se pune problema incarcarii de la o priza standard)

mie imi place designul...oare asa va arata si noua tiida????

Amadeus, daca citeai articolul vedeai ca bateriile se pot incarca:
- in 16 ore de la o priza standard de 110V
- in 8 ore de la o priza standard de 220V
- 80% in 30 minute de la o priza trifazica

In plus, Renault-Nissan investeste in dezvolatarea unei solutii prin care se pot schimba cu usurinta acumulatorii descarcatii cu unii incarcati in statii specializate. Bineinteles contra-cost dar se inlatura neajunsul timpului necesar reincarcarii. Nu stiu daca se aplica in cazul Leaf dar aprope sigur va fi o solutie folosita la viitoarele modele electrice ale aliantei.




This post has been edited by r_vlad: 3 Aug 2009, 12:57

Amadeus, daca citeai articolul vedeai ca bateriile se pot incarca:
- in 16 ore de la o priza standard de 110V
- in 8 ore de la o priza standard de 220V
- 80% in 30 minute de la o priza trifazica

Eu zic ca l-am citit (ma refeream la incarcarea rapida, priza mai mare din videoclip):

"Singura problemă, deocamdată, ţine de infrastructura pentru încărcare: este nevoie de un încărcător special, tri-fazic, estimat la 45.000 USD!"

Sa nu uitam ca o priza standard e prevazuta pentru un curent maxim de 16A

This post has been edited by Amedeus: 3 Aug 2009, 13:41

pai alea se vor gasi in benzinarii. Si cred ca o sa mai fie ieftina investitia in ceva electric. Un prieten parca imi zicea ca o pompa la o benzinarie costa cam 150.000 de euro. Sper sa nu gresesc..

Şi iar vor trebui să se adapteze cu precădere bătrânii şi copii la maşinuţele silenţioase…sau şoferii să se joace cu avertismentele sonore…

De când vor intra în producţia de serie şi se vor comercializa, va trebui să ne reeducăm în ceea ce priveşte asigurarea la trecerea de pietoni şi la acordarea priorităţii în intersecţii…înainte auzeai „gemând” un motor turat care se apropia, acum cu zumzetul motorului electric va fi o idee mai greu de anticipat (apropo, pieredere imensă de imagine pentru Mazda cu al său slogan Zoom-Zoom™…).

Şi apropo cu reîncărcarea…Pentru cei ce stau la casă sau la curte, poate mai au o speranţă, dar cei ce locuiesc la bloc…să vezi bătaie pe locurile de parcare…şi cum te taxează pe curentul consumat?
Şi cum va fi să priveşti pe fluturaş cum îţi diminuează angajatorul veniturile cu contravaloarea energieie electrice consumată de „frunzuliţă”…

This post has been edited by Squirrel: 3 Aug 2009, 13:43

Lipsa zgomotului la viteza mica este intr-adevar o problema. Solutii sunt de la mai multe companii. De exemplu Lotus : http://www.independent.co.uk/life-style/mo...ver-887124.html

zgomotul sa fie problema... lasa ca isi monteaza baietii subwoofere

This post has been edited by uadiv: 3 Aug 2009, 16:11

Eu zic ca l-am citit  (ma refeream la incarcarea rapida, priza mai mare din videoclip):

"Singura problemă, deocamdată, ţine de infrastructura pentru încărcare: este nevoie de un încărcător special, tri-fazic, estimat la 45.000 USD!"

Sa nu uitam ca o priza standard e prevazuta pentru un curent maxim de 16A

OK, dar costul alimentarii trifazice a unei locuinte n-ar trebui sa se ridice la 45.000USD. Poate e eroare de tipar...

Ideea cu schibatul bateriilor la "benzinarie" ("curentarie"??) suna bine, dar numai daca bateriile vor ajunge la cateva zeci de Kg (de la sute in mometul de fata) si vor exista modele standard.

Pai nu scoti cu mana, tu sau angajatul statiei, pachetul de acumulatori din portbagaj. Acumulatorii sunt plasati in partea inferioara a masinii undeva sub locurile pasagerilor. Pentru schimbarea lor trebuie urcata masina pe o rampa iar procesul de inlocuire va fi automatizat sau cel putin asistat. Astfel, din acest punct de vedere nu prea conteaza greutatea.

OK, dar costul alimentarii trifazice a unei locuinte n-ar trebui sa se ridice la 45.000USD. Poate e eroare de tipar...

In mod sigur nu e vorba de o simpla priza de 380V ci de ceva la o tensiune mai mare si la un curent pe masura (pentru a incarca bateria de 90kW in doar cateva minute)

bateria de 90kW

Imi spui si mie cum ai exprimat capacitatea bateriei in kW?

Pana acum n-am citit nicaieri vreo cifra care ar da capacitatea bateriei sau curentul de incarcare necesar pt acea incarcare rapida (80% in 30min).

Văd că vă surâde ideea de a schimba bateria la "benzinărie", dar aş vrea să îl văd eu pe ăla care la primul lui drum cu maşina până la mare îşi lasă bateria NOUĂ la o "benzinărie" pentru a lua o baterie încărcată, dar utilizată timp de un an sau reîncărcată de 500 de ori...