Wards reports that the EPA has announced it will delay drawing up regulations for vehicular greenhouse gas emissions for nearly a year while it seeks public comment. With states like California threatening to create a state-by-state patchwork of emissions standards which would wreak havoc on the auto industry, you'd think the EPA would want to develop a national standard for emissions sooner rather than later. Indeed, the EPA is fighting California's efforts in court, arguing that it alone has the right to regulate emissions. So why doesn't  it just regulate already? Democrats claim that it is delaying any regulation until after George W Bush leaves office. Isn't the point of being a lame duck President that you can push through the tough decisions without fear of political backlash? In this case, the big "L" word (legacy) is still very much up in the air, and emission regulations aren't standard fare for a Republican president's victory laps. Meanwhile, the environmentally oversensitive wonder: if we delay regulation by a year, will it already be too late for the planet?

Chrysler VP (and 37-year Toyota veteran) Jim Press ruffled some feathers at old mother Toyota yesterday when he claimed that the Japanese government had footed "100 percent of the bill" for the development of the Prius powertrain. ToMoCo didn't waste a second refuting the allegation of its former head of North American operations. "I can say 100 percent that Toyota received absolutely no support – no money, no grants – from the Japanese government for the development of the Prius," Toyota spokesman Paul Nolasco tells the AP. The story also notes that while the Japanese government often assists private development projects, particularly for clean energy projects, the collaboration is not typically hidden from sight. That Press' allegation is the first whisper of any public-private cooperation in the development of the Prius could be an indication that he might not be working with all the facts. The irony of all this is that if our own government's massive public-private green car initiative of the nineties, the Project for a New Generation of Vehicles, had produced the Prius, every politician in America would be falling all over themselves trying to claim credit.

Today's proof that the ethanol revolution is being kept alive by the GM kool-aid sippers comes from Texas, where the first dealership-owned E85 station just opened. Installed at a cost of a mere half a million dollars, the Classic Clean Fuels (not spelled with the always-klassy "K"?) nine-pump station serves up E10, E85 and biodiesel in suburban Dallas, right next door to the HUMMER dealership that owns it. "We'll offer a biofuel powertrain in every model we build by the end of 2010," HUMMER General Manager Martin Walsh said. "A Hummer's off-road capability and care for the environment are in no way mutually exclusive. This is simply one more step in our effort to promote responsible adventure." A two-hour 85-cents-per-gallon sale on E85 and a free tank of corn juice with the purchase of any new HUMMER are only the beginning of the marketing possibilities, as GM Media Online strains to use one dealership's actions as a measure of the success of the company. "This signals that GM and our dealers are trying hard to give our customers choices," says GM VP for R&D Larry Burns. "Down the road, we may even want to consider hydrogen dispensers at dealerships." Because building fuel-efficient vehicles is just too obvious.

California state Senator Dean Florez has introduced a bill to repeal the the San Joaquin Valley Unified Air Pollution Control District's exemption from state emissions tests for vehicles made before 1976. The District includes eight counties in California's Central Valley, which are home to a number of now highly pissed-off tuners, hot-rodders and retro gearheads who are mobilizing to fight the new restriction. The usually apolitical Hot Rod magazine blog has posted an action alert by aftermarket industry association SEMA, urging fans of malaisemobiles and other oldtimers  to contact their representatives and protest this proposed law. Asserting that "Pre-1976 vehicles constitute a small and shrinking portion of the overall vehicle population in California and are a poor source from which to look for further emissions reductions," the SEMA bulletin warns that should this measure go through, the whole state could go on to force newly registered pre-'76 cars to undergo smog checks which they would be unlikely to pass. This should make for some interesting protests.

Higher corn prices could soon be passed on to those filling their cars up with ethanol, says CNNMoney. The increasing cost of growing corn, along with favorable prices for other crops such as soybeans could fuel a decrease in corn production. Even though ethanol is heavily subsidized, it has contributed to the rise in corn prices, which has hurt poultry, beef and pork companies who use corn to feed their animals. But a decrease in corn production would also be bad news for the corn-juice industry. According to the Renewable Fuels Association, the number of ethanol plants has increased from 50 in 1999, to 134 today, with more plants on the drawing board. Given that, on average, a 100m gallon-per-year ethanol plant consumes about 33 million bushels of corn, more ethanol plants and less corn could spell trouble ahead. The decreased supply could drive corn prices even higher, which would offset any possible "advantages" corn-based ethanol was supposed to offer.

CNET News stipulates that plug-in hybrids get more mpg and emit fewer pollutants than standard cars or hybrids, but objects that it would take decades of driving to actually save any money by driving one. According to several months of data from RechargeIT.org, plug-in Priora only use about 88 fewer gallons a year than unplugged Priuses in urban driving, saving between $158 to $250. A $15,000 CalCars conversion would take 60 years to recoup, and a $55K AC Propulsion upgrade – well, forget saving money there. Motion granted, but CNET misses two a Priori points: First, many people didn't originally buy Priora to save cash, they bought them to save the planet – and to be seen as saving the planet. RechargeIT's engineering product manager, Alec Proudfoot, says, "the big focus … is on the CO2 savings, not the cost savings." Second, many people who remember sitting in gas lines, see plug-ins as a hedge against having to do so again. Nevertheless, unreliable batteries may dissuade even the most ardent eco-warrior from relying on a plug-in to get there and back again.

With all of the downsides of corn-based biofuel now widely known, eco-friendly motorists are anxious to hear a little good news from the developers of so-called second-generation biofuels. One of the most promising of these new, non-food-based fuels comes from algae, which scientists have been breeding and researching since the Carter Administration. The March cover story at Green Fuels Forecast tells of the National Renewable Energy Labs Aquatic Species Program (ASP), which has been looking for biodiesel-producing algae since 1978, and is now providing the backbone of technology for some frenzied venture capital activity. When the program started, it was estimated that all of America's transportation and home-heating needs could be met by 15k square miles of algae farms. Of course in the 90's as petroleum costs dipped, the Clinton Administration axed the ASP in favor of further ethanol research. Now, the government's abandoned investment is attracting the big boys: Chevron, Shell and others are forming partnerships with start-ups who are building on the ASP's knowledge base. The upsides? Algae needs only sun and C02 to produce the oil which can be burned as fuel or used in a number of other applications which currently require petroleum products. In other words, the perfect fuel source for your favorite Waterworld-esque, post-apocalyptic fantasy.

CarDomain brings us the story of the Blade Runner , a battery-powered Hyundai Getz minicar which is the first vehicle recognized by Australia's Scientific and Industrial Research Organization as a domestically produced ZEV. For about $35k you get room for four, AC, powers steering, and a 62-mile range from pure electric power. The Blade Runner is the brainchild of Ross Blade from Harcourt Australia, whose Blade Electric Vehicles company strips the dirty gas-burning bits from the Getz and retrofits it with lithium iron phosphate batteries, regenerative braking and a 40kw electric engine. The Blade Runner even offers 880 lbs of towing capacity and a top speed of 75 mph, although the the 7 seconds to 62 kph (37 mph) must seem like an eternity when the kids are late for community gardening class. Still, the Blade Runner offers a peek at the burgeoning ZEV-retrofit industry, and a refreshing dose of reality in contrast to, say, the ZAP approach to bringing ZEVs to market.

The Los Angeles Times is calling it "a significant blow for environmentalists and transportation activists." On Thursday, California's Air Resources Board (CARB) voted to "slash" the number of emission-free vehicles automakers must sell in the state by 70 percent. The panel adopted new rules that would require the largest companies selling cars in the state to produce 7.5k electric and hydrogen fuel-cell vehicles from 2012 to 2014. (Down from the 25k under rules set in ‘03.) In addition, carmakers will be called upon to make about 58k plug-in hybrid electric vehicles in the same period. CARB also decided overhaul its entire Zero Emission Vehicle (ZEV) program, to align it with tougher greenhouse-gas emission standards. CARB board member Daniel Sperling says "it's my view that both plug-in hybrids and [emission-free vehicles] are tremendous stretches for the industry." But Chelsea Sexton, the executive director of Plug In America says "It's a huge blow, they sent the message to the carmakers that they can always get what they want from the board." And here's the kicker: GM asked for "special consideration" for the Chevy Volt. GM's executive director for environment, energy and safety argued that the Volt will have a longer range than rival plug-in hybrids so, you know, cut us some slack. The board granted that request, valuing extended-range plug-in hybrids more highly than shorter-range models. GM has yet to sell a single Volt, but hey, why let the facts get in the way? 

Although this story about the fracture of the Antarctic's Wilkins ice shelf isn't strictly car-related, TTAC's Best and Brightest are well aware that global warming is the intellectual justification for draconian CO2 tailpipe regulations. As far as The New York Times is concerned, the "broken ice" is proof positive that humans are warming the planet. Needless to say, something must be done (but not about the fracture, silly reader)! "Nothing dramatizes the urgency of global warming quite like a fracture of this scale. There is nothing to be done about a collapsing polar ice sheet except to witness it. It may be too late to stop the warming decay at the boundaries of Antarctic ice, yet there is everything to be done. Humans can radically change the way they live and do business, knowing that it is the one chance to find a possible limit to radical change in the natural world around us."  Make no mistake dear Pistonheads, your non-hybrid anything is directly in The Old Gray Lady's– and like-minded regulators– crosshairs. 

Selling indulgences are we? Toyota has made a $20m donation to the Audubon Society, the single largest donation in the conservation society's history. At the same time (coincidence or what?), ToMoCo and AuDoBo are co-launching "TogetherGreen.org." The Car Connection says TogetherGreen programs will have three prongs (devil's trident perhaps?). The first "uses innovation grants to increase measurable land, water, and/or energy conservation." Part two: conservation fellowships. TogetherGreen will train up to 200 environmentalists that can become expert guides, organizers and role models. Part three funds volunteer days, which will be offered at Audubon's network of nationwide community centers, to present hands-on experience with environmental issues." Out of curiosity, what's the bet the Audubon society won't be criticizing Toyota's nine SUVs anytime in the near or distant future?

With the Olympics set to thrust The People's Republic of China into the world spotlight, the dictatorship's rulers have been attacking "environmental issues." Green Biz News reports the latest step in what the Chinese Communist Party terms "the scientific model of development:" a massive auto-parts recycling program. Three manufacturers and 11 parts suppliers have "agreed" to recycle engines, transmissions and electrical generators. The China Association of Automobile Manufacturers estimates that four million old cars will be junked each year by 2010. They maintain that refurbished parts from dead cars cost only 60 percent of new components. Meanwhile, in the U.S., parts recycling companies like LKQ are making big money (even without government intervention). As automotive profits become harder to find in a sagging economy, reuse and recycling is getting a major shot in the proverbial arm. See how that works?

As much as I like the idea of a hydrogen fuel-cell/nuke-plant-powered future, there's a lot of miles left in ye olde internal combustion mill. For instance, if you replaced mechanically-motivated valves with electronically operated ones, you'd increase both power and mileage. And if you could somehow get the power of a two-stroke engine without constantly burning oil and piston rings or needing a carburetor, why you'd be popping wheelies like a Yamaha RZ 350! Ricardo says yes we can. Their "2/4SIGHT" is a single bank from a V6 set-up to run as two-stroke/four-stroke. Allegedly, it seamlessly switches between two- and four-stroke cycles as power demand increases and decreases. In theory, a 2.1-liter V6 [theoretically] would thus produces 265hp and 339 ft.-lbs. of torque at 2,500 rpm, 27 percent fuel savings and lower carbon emissions. Sadly for now, 2/4SIGHT uses a whole raft of high-tech solutions (boost, injection, intake and exhaust valves are all variable for each cylinder); it's not ready for prime time. We'll keep you posted.

The MinnPost reports that the local E85 lobby is joining the Minnesota Auto Dealers Association's opposition to California-style emissions standards. Although ethanol had been [tortuously] justified as an eco-friendly fuel, Minnesota corn growers say the standards would "make it difficult to certify E-85 vehicles." (This despite the fact that California has already certified 300k flex-fuel vehicles.) James Erkel of the Minnesota Center for Environmental Advocacy argues that the corn growers have stopped making sense. "These bills would not curtail ethanol markets and in some respects actually help it." Erkel added that the new regs wouldn't affect Minnesota's attempt to "upgrade" its E10 fuel to 20 percent ethanol. But the Minnesota Auto Dealers Association have convinced their agricultural pals that stricter-than-the-feds tailpipe standards would kill the market for new pickups and SUVs, including flex-fuel versions of same. 

Like Coke, the basic recipe for the Ford Mustang's success has remained relatively unchanged since its introduction: a low sticker price, some pretty sheet metal, a V8 (halo-ing for a V6), a live rear axle and an intangible sense of Americana. That hasn't stopped Ford from experimenting with "New Coke" every now and then– you'll recall the Mustang II and the SVO. Well, get ready for more: Motor Trend reports that Ford's suits are considering losing the V8 entirely and inserting the upcoming 3.5-liter V6-TT EcoBoost engine in the 2010 Mustang. The move is no doubt inspired by the same federal regs which have forced GM to consider slotting a turbo-four into the Camaro (and cancelling its DOHC V8 program). On the plus side, the V6-TT engine is slated to make 340hp and a very muscular 340 ft.lbs of torque. These figures easily blow the current V6 used in the Mustang out of the water. In fact, the TT's a match for the 4.6L-liter V8 currently inhabiting the 'Stang GT's engine bay. But can you have a "real" Mustang without offering a V8? And if the new six this becomes the Mustang's top-line engine, could an EcoBoost turbo-four in the base Mustang be far behind? BTW: all those Coke variants didn't up their total market share.