I think the major OEM tire supplier companies are hard at work developing tires with lower rolling resistance. The auto manufacturers may then make the best tire choice for equipping their cars.
When I recently purchased new tires for my weekend performance car, I was mainly concerned with the best dry weather traction, chose a Summer-only ZR-rated tire that provides tremendous grip. I was not concerned with wear, and the tire does have a higher rolling resistance than other all-round tires.
When I need new tires for my daily-driver economy car, low rolling resistance, overall performance and high wear will be the prime considerations. Perhaps I will just get the same tires as the car came with new from the factory.
The way it looks right now, EVs may not help much to reach CAFE standards. Yet, while battery development can't match the rapid developments we're accustomed to in electronics, a couple of good breakthroughs could change the landscape dramatically. It's good car makers are still working at it.
TJ, that's a good point. I wonder if it's because tire technology such as shown in Chuck's slideshow is bleeding-edge? Just guessing that it is. If so, it may be unknown to the survey respondents, who are, presumably, working inside automakers.
I think the focus on combustion engines and hope for breakthroughs has to do with the fact that the entire design and manufacturing infrastructure, systems and practices of a non-alternative energy car is optimized for the combustion engine. Changing all that to a completely different focus is very difficult and painful, perhaps at least as much as changing all that to deal with plastics and composites instead of, or even in addition to, metals.
Rob, the size of the battery pie slice didn't surprise me, based on the intense coverage Chuck has given to the topic, and the articles I've written on EV and hybrid battery materials. They're still too heavy and not efficient enough, although these days at least they don't make the EV weigh two tons.
I must agree about aerodynamics not getting a bigger share of interest. In 1984 I and a partner rode a streamlined motorcycle from San Diego to Daytona Speedway during the motorcycle GP with a sealed 12 gallon tank and filled up with 11.38 gallons at the 76 station in the pits at Daytona speedway. We averaged 215 mpg for the trip. No batteries, nothing really radical with the motor, just good aerodynamics and careful driving at 55-60 mph the entire trip.
I wish that more work would be done on just getting the shapes better for more efficient running at highway speeds. The EV1 electric car would have great mileage without the battery weight and just a good efficient IC motor, the drag numbers on that car were very good and most of the hybrids would do very well with the drivetrain replaced with today's efficient IC motors.
Glad to see some interest scared up by the mandate, altho I do not enjoy mandated performance.
TJ and Ann, it is interesting that aerodynamics is not more prominently selected. The big problem we have is the rise of the SUV. Some of you may remember the oil shocks of the 1970s. After that, a prominent feature of automobile advertising was the coefficient of drag. With the rise of the SUV, starting with the Ford Explorer, that went by the wayside. We now have crossovers. These are SUVs on a car chasis. They still have basically the same aerodynamics, which is bad. Better aerodynamics, along with weight savings, would go a long way toward meeting the standards. And those do not required major scientific breakthroughs as with batteries.
Ann, I agree the EcoBoost engine is a breakthrough that would help move the indsutry to meet CAFE standards. I was a little surprised to see the battery research taking such a large portion of the pie chart. No matter how efficient the EV and hybrids get, they won't help car makers reach CAFE standards if sales remain such a small portion of overall vehicles sold.
The 100-percent solar-powered Solar Impulse plane flies on a piloted, cross-country flight this summer over the US as a prelude to the longer, round-the-world flight by its successor aircraft planned for 2015.
GE Aviation expects to chop off about 25 percent of the total 3D printing time of metallic production components for its LEAP Turbofan engine, using in-process inspection. That's pretty amazing, considering how slow additive manufacturing (AM) build times usually are.
For industrial control applications, or even a simple assembly line, that machine can go almost 24/7 without a break. But what happens when the task is a little more complex? That’s where the “smart” machine would come in. The smart machine is one that has some simple (or complex in some cases) processing capability to be able to adapt to changing conditions. Such machines are suited for a host of applications, including automotive, aerospace, defense, medical, computers and electronics, telecommunications, consumer goods, and so on. This radio show will show what’s possible with smart machines, and what tradeoffs need to be made to implement such a solution.