The automotive industry has long borrowed technology from the aerospace industry. Head-up displays, space frame construction, "drive by wire" controls and lightweight materials all first showed up on modern aircraft. Now BMW is turning back the clock a century or so. Just like a WWW I-era biplane, the BMW GINA Light Visionary concept car is fabric-skinned. The water-resistant material is stretched over a lightweight frame that can change its shape as you drive in a process that's visually akin to Bruce Banner's transformation into the Hulk. There are no visible gaps in the car's "body" except the door openings, the headlight covers open like cat's eyes, the taillights shine through the fabric and the engine is accessed through what looks like a surgical incision in the "hood."  In the video, designer Chris Bangle babbles on waxes eloquent about "a philosophy that says 'let's do things differently'" and "context over dogma" (whatever that means).  It's a cool concept, Chris, but enough is enough.  Why not just shut up for once and  (as you suggest) "let the material do the talking?"

The relationship between battery maker Cobasys and parent companies Chevron and Energy Conversion Devices (ECD) is entering the crisis stage. Previously, we reported that Cobasys had no budget or business plan for 2008. They still don't. Chevron cut off funding in September 2007. Oakland Business Review (via mlive.com) reports "the company has been operating on a loan and price increases from an undisclosed customer since February." In February, Cobasys' corporate parents "entered into an interim settlement agreement to negotiate a sale with an unnamed bidder;" they've extended the deadline for completing the sale seven times since then. GM's rumored to be their benefactor and mystery buyer, since Cobasys has the contract to develop and test lithium-ion battery systems for GM's plug-in hybrid electric vehicle program. Given GM's current financial situation, buying into a dysfunctional battery maker seems like a particularly dodgy deal. Which probably means it's exactly what they'll do. [Hat tip to Dan Segal for the link]

The new Lithium-Ion Polymer batteries are from Superlattice Power. Supposedly, they will "significantly increase operating voltage range and energy density." Translation: instead of going 120 to 140 miles between charges, electric vehicles will be able to go 200 miles on a single charge. [Ed: just like the Tesla Roadster!] Not only that, but unlike current lithium-ion batteries, the Superlattice variety will be non-toxic and disposable. How'd they do it? According to Motor Authority, a new material gives the new batteries a "wider volt range." We're not entirely sure what that means, but… sounds good! Which brings us to the hard questions. Like, is this the battery breakthrough we've all some of us have been waiting for? Probably not yet, as new technology is rarely cheap. Still, if you're going to spend $40K on a Volt, why not $50K? Oh yeah…

As Katie Puckrik has pointed out, GM is not the only automaker working on HCCI technology. But, as Auto Express reports, GM could be the first company to outfit a production model with the sparkless technology. GM lent Auto Express a Vauxhall Vectra fitted with a 2.2 HCCI four-banger for a first drive, and in the process let slip that the engine would eventually find its way to the Opel/Vauxhall Insignia. There is no indication as to exactly when the engine will debut, but the engine needs refinement and Auto Express guestimates that it's a good two years awawy from production. This news jives with what we've been hearing about GM taking Opel upmarket, and "democratizing technology" in the process. If GM takes the time to iron out the engines reported awkward transitions between normal and HCCI modes, the 43mpg promised by this 2.2 engine could make it a popular choice. Of course, we'll have to see if it is even offered in the US-market Saturn Aura. And check the pricing. And the reliability. And the real-world mileage. And, and, and.

Green Car Congress reports on a recent test of the Merritt Unthrottled Spark Ignition Combustion (MUSIC) engine by Powertrain Technologies. "MUSIC is an un-throttled, high thermal efficiency, lean-burn, spark ignition system that uses an indirect combustion chamber to produce charge stratification by means of controlled air management" the unelected reporters reveal. In laypersons terms, a trick cylinder head with an external combustion chamber and twin injectors were fitted to a 2.0 Ford Duratec engine, allowing more efficient fuel-air mixtures and (diesel-like) unthrottled operation from idle to full load. There's no sense in trying to break down the technology any further, because it's complicated enough to make HCCI look like the Flintstone car. The upshot: the MUSIC engine delivered 20 percent better efficiency than a standard Duratec in the urban cycle, with an even better 42.5 percent improvement at near idle speeds. The downside? Power is cut nearly in half, delivering only 50 hp (from a two liter engine) at 4k rpm. Developers claim their results could improve with better injection equipment, but add the cost and reliability issues and you have a yourself a hefty engineering to-do list before this technology hits the streets. 

The AP [via The Auto Channel] reports that Nissan is teaming-up with electronics giant NEC to mass produce lithium-ion batteries for the "next-generation of green cars." The Automotive Energy Supply Corporation is charged with making advanced li-ions for electric vehicles, hybrids and fuel cell thingamabobs. The plant should be up and running by 2009, producing 13k batteries annually. Eventually, AESC hopes to crank-out 65k batteries per year. Nissan's Executive VP Carlos Tavares says the Franco-tinged Japanese automaker wants to be a global leader in zero-emission vehicles. (Hey, who doesn't?) The man whose last name reminds us of the song "That's the sound the loneliness makes" insists that Nissan will introduce an electric vehicle in the U.S. and Japan, as well as its own hybrid, in 2010 [yes, there's that date again]. Nissan also plans to produce a zero-emission vehicles in Israel and Denmark by 2011, and market electric vehicles on a global scale by the year 2012. We would like to take this moment to remind Nissan of "Crazy" Henry Ford's maxim "you can't build a reputation on what you are going to do." Thank you.

Tata Motors has become the first major automaker to enter the 70-team field competing for the Automotive X-Prize. Having recently announced the development of the world's cheapest car and the purchase of Jaguar and Land Rover, taking on a bunch of guys who would probably be happier at the 24 hours of LeMons the uncanny X-Prize is probably just another day's work for Ratan Tata's lads. Of course, credit where credit's due: Tata is not signing up to lap Altamount in a Big Lebowski-themed Grand Torino. According to the requisite press release, Tata will be fielding an EV for the two-passenger, 200-mile range "Alternative" class, and a "Dominant" (serial?) Electric Hybrid in the four-wheel, four-passenger, 200-mile range "Mainstream" class. To win either category, Tata's entries must achieve a minimum 100 mpg, finish the race in first place, and meet numerous other requirements. Sure, as the only major automaker (thus far) to enter the competition, Tata may have a technological leg up on some of its rag-tag competitors. But, as the only team competing with a "win on Sunday, sell on Monday"  strategy, Tata also has the most to lose.  

Green Car Congress reports that GM will offer two new engines in 2009, based on its global Ecotec four-cylinder architecture. The 1.4-liter direct-injection turbocharged four-banger and 1.6-liter Compressed Natural Gas (CNG) turbocharged four-cylinder will debut in "Europe and other regions." The Euro 5 compliant 1.4-liter four will offer between 120 and 140 hp and eight percent better fuel consumption than a higher displacement naturally-aspirated engine with similar output. Direct injection and independently-variable camshafts account for much of the improved efficiency, and provide a platform onto which GM's HCCI technology can be transferred. The 1.6-liter CNG mill should pump out about 150 hp and 155 lb/ft of torque. This announcement cements the trend towards smaller engines with forced induction, as championed by Ford's forthcoming Ecoboost line of turbocharged mills. Although we're not holding our breath to see GM launch a sub-two liter engine in the U.S., the 1.4-liter engine would likely make the Cobalt or the Aveo a force to be reckoned with– at least in terms of fuel economy.

You know BMW is serious about improving efficiency when you hear they're equipping the M5 with a stop-start system. But what else have the bayerische wissenschaftlers been cooking up to improve efficiency? Auto Motor und Sport brings us up-to-date on the innovations unveiled by BMW at its unimaginatively named "Innovation Day 2008." One concept that's sure to have green chins wagging: solar roof panels designed to run the cars' electrical systems. BMW estimates a square meter of roofspace in northern European conditions could deliver 200 watts; more still if the entire roof's covered in photovoltaic cells. Solar panel could be used to reduce dependence on efficiency-sapping alternators for on-board systems, which could deliver small improvements to efficiency (0.3 fewer liters per 100km driven) or pre-heat the engine and fluids, improving inefficient cold start fuel consumption. Bimmer's boffins are also looking at generating electricity from excess engine heat. BMW claims that current thermodynamic generators from aerospace applications could deliver 200 watts of electricity today, with up to 1k watts available next Thursday (or so). The combination of thermodynamic generators, solar panels and engine pre-heating could yield a five percent increase in efficiency. We'll wait until we see a cost – benefit analysis, but the propeller people deserve credit where CAFE credit's due.

There's a new boss in Motor City, and it ain't Mr. Cubic Inches. Carmaker doing business stateside are increasingly adopting third (or is it fourth?) generation turbochargers to create smaller, more efficient gasoline engines– and satisfy new, stricter federal fuel economy regs. For example, VW's new TSI mill combines excellent fuel economy with good performance and so-so driveability. The Passat 1.4-liter TSI cranks out 122hp; enough to propel Wolfsburg's warrior from zero to 60mph in 10.4 sec. This while achieving 36 mpg (European model, U.S. gallons, EU testing cycle). Suppliers are scurrying to build blowers. BorgWarner's constructing new turbo-making facilities in Mexico and Thailand; and expanding facilities in Hungary and Poland. Their goal: increase its passenger car turbocharger manufacturing capacity by more than three million units. Rival Continental is set to open a new turbocharger factory in 2011, making 100k spinners a year. Is whistling the new burble?

Last month we told about Ricardo's 2-Stroke/4-Stroke breakthrough, a very promising technology for sure, but one that is still just a series of gleams in a bunch of engineers' eyes. Much closer to prime time is the Scuderi Group's Split-Cycle engine. How close? Motor Authority is citing Automotive News who's claiming Scuderi's tech will be for sale within 12 months. This is big news, as the Split-Cycle internal combustion engine will be 40% efficient, compared to regular 4-cycle mills which are only 33% efficient. Scuderi is also promising lower emissions of NOx. So, how's it work? Just like it sounds, actually. The four-strokes of the Otto-cycle are split across two cylinders. One cylinder is used to compress the fuel and then "gas passages" move the compressed mixture into the detonation or power cylinder. The fun comes when you start playing with the bore and stroke of the various cylinders. For instance, you can make the power stroke longer than the compression stroke to take advantage of the Miller Effect (less energy is used by the compression cycle than the power cycle). Or you can increase the size of the compression piston to in effect supercharge the fuel mixture. We say not a moment too soon, as clean alternatives continue to (not) sputter along.