electric cars

This week, a boutique builder of million-dollar supercars snapped up an established automaker with nearly 5,000 times its yearly output of vehicles. What's the deal? Is it a matter of super-hubris or another sign of a coming paradigm shift in the auto industry?

A pit crew swarms around an open-wheel racecar, but instead of hoisting a fuel-fill tank they hot-swap its battery packs and send the driver back into the race. That could be the scene at next year's TTXGP -- an all-electric motorcycle race set for its inaugural running this Friday on the UK's Isle of Man. The event's organizers announced this week they were seeking to include four-wheeled vehicles for 2010.

Today Mitsubishi unveiled the production version of the iMiEV, the company’s pure-electric car, and announced that it will come to market pretty much right away—next month, in Japan. (No North American launch date has been announced.) Mitsubishi is calling the four-seat minicar the “ultimate eco-car,” the first step toward making EVs 20 percent of its business by 2020.

Reporting on a test drive of a new car is generally pretty simple. How does the car look? How does it feel? Does it hang with its competitive set? How many parking-garage attendants told you it was awesome?

Assessing a pre-prototype version of the Chevy Volt is, um, different. To start, it’s not a production car. Then there’s the context. The Volt lies at the intersection of some of the most contentious issues of the day—electric cars vs. next-generation gas or diesel engines, CAFE standards, greenhouse-gas restrictions, the federal bailout of the American auto industry. Some people still refuse to believe that the Volt is actually a production-intent project. But after driving the car earlier this week, I can testify that the Volt is definitely real.

Media outlets are reporting today that German automaker and Mercedes parent Daimler AG has acquired a stake in Silicon Valley electric-car builder Tesla Motors. Word is, Daimler's nearly 10 percent buy is the latest component in the company's plan to expand production of cars that rely on the power grid, not dead dinosaurs, for motivation.

Soldiers may soon get greener rides on-base, after the U.S. Army announced the acquisition of 4,000 neighborhood electric vehicles.

The plug-and-chug vehicles come in both sedan and light truck models, and can charge their batteries at any three-pronged household outlet. Estimates put the savings over a six-year service lifetime at 11 million gallons of fuel, not to mention 115,000 tons of carbon dioxide emissions.

2009 promises to be a big one for all things science and tech-related. From the LHC's big comeback to SciFi blockbuster sequels, you heard it here first. We bring you "The Future Now," and we don't mess around.

Read more of Popular Science's predictions for 2009.

If there's a gene for entrepreneurship, Elon Musk has it. From his first project at age 12 creating and selling a videogame called Blastar for $500, to his $1-billion-plus sale of PayPal to eBay in 2002, the 37-year-old South African is every bit the born mogul. These days he's chairman of Solar City, the largest residential solar-power provider in California. He's also the founder and CEO of Space X, a space-exploration company that made headlines last September when it launched the first privately developed rocket into orbit. But lately it's Musk's newly minted role as CEO of the San Carlos, California-based start-up Tesla Motors that is drawing the most attention.

Regenerative braking, the process through which an electric car grabs otherwise wasted energy from the brakes as the car glides to a halt, is a brilliant bit of engineering for efficiency—take energy that's otherwise only good for burning up brake pads, and turn it into electricity that charges the battery.

It may also make the uninitiated driver want to vomit.

Alongside the traditional luxury cars, pricey exotics and thrifty urban runabouts displayed in Paris this year, an eclectic group of electric cars captured the world's attention. Some represented radical visions for a more distant future, while others are in the production pipeline, and could hit the market by early next decade. Below are some of the standouts, launch the gallery for a further look.

It has the profile of a Toyota Prius interpreted by the late Maxime Faget, designer of the Space Shuttle. It's the Hinterland 1, a conceptual all-electric minivan with a drag coefficient of less than 0.25 (the Prius's is 0.26). And if its designers get their way, it'll become a Canadian icon on par with the CN Tower, Geddy Lee and Poutine.

As California returns to requiring automakers to sell zero-emissions vehicles, BMW is apparently aiming to get in first on the gold rush. Automotive News reports BMW will export an electric version of its Mini to California. The state's zero-emissions vehicle program will require nearly 60,000 plug-in cars to be sold in the state between 2012 and 2014.

British industrial designer James Dyson made a fortune turning a pedestrian household appliance into a fashion item for suburban strivers. Box-store shoppers recognize his bagless vacuum cleaner by that future-sexy, ultra-maneuverable yellow orb that stands in for wheels. Now, according to the UK's Daily Mail Dyson is turning his attention from closet to garage: his firm is reportedly developing an electric car.

A Norwegian electric-vehicle manufacturer best known for a Y2K-era commuter-car venture with Ford is plotting a solo return to the states. Flush with cash from Silicon Valley angel investors RockPort Capital Partners and Kleiner Perkins, Caulfield and Byers, THiNK North America plans to start selling a version of its 95-percent-recyclable City car to US buyers starting in 2009. The company also plans to introduce the larger Ox (pictured) by 2010/2011.

High drama in the electric car world: According to the New York Times, electric sports-car manufacturer Tesla is suing Henrik Fisker and Bernhard Koehler of Fisker Coachbuild, charging that Fisker fraudulently signed on to design Teslas White Star sedan, sabotaged the sedan project by doing substandard work, then stole confidential information and went on to build a competing car—the Fisker Karma.