Pee Power: It’s No Joke (No, Honestly; We Really Mean It This Time)

Quite a few years ago, when this blog site was just starting out, we published an April Fool’s day article that claimed that scientists had worked out how to run a car engine on pee.  We intended this as a joke but it looks as though the last laugh’s on us.  There really is a way to run a vehicle on urine.

This is not to say that the white-coated ones have come up with a system by which you refuel your vehicle by taking a very, very large drink of water then… well, use your imagination! Instead, it’s a system where hydrogen is extracted from urine and is then used in hydrogen fuel cells to power a vehicle.

In fact, according to Gerardine Botte of Ohio University, who developed the process of getting hydrogen out of urine in 2009, it’s easier to get the hydrogen out of wee than out of water. In urea (one of the compounds of urine), there’s four hydrogen atoms per molecule rather than two, and they’re not holding chemical hands as tightly, so they’re easy to split off with a cheap little nickel-based electrode that uses 0.37 V to grab the hydrogen rather than the 1.23 V needed to split water up into H₂ and O.

This is very good news for the sustainable fuel world. Hydrogen fuel cells are the next big thing. In fact, Toyota , the people who really popularised the hybrid electric vehicle with the ground-breaking Prius are set to launch the world’s first mass-produced fuel cell vehicle, known as the Mirai (which has already been released in Japan and California).

So how does hydrogen fuel cell technology work?

A fuel cell is kind of like a battery in that it produces an electrical current that can then be used to power a motor. However, unlike a battery, it needs to be supplied non-stop with fuel, which is usually hydrogen and water. There are several different types of fuel cell out there but in general, what happens is this:

• Hydrogen molecules flow in at one side and the anode catalyst nicks their electrons (a hydrogen atom contains one proton and one electron). This leaves the hydrogen molecules with a positive electrical charge, while the electrons start the circuit buzzing.
• The positively charged hydrogen molecules are pulled through the electrolyte towards the cathode.
• At the cathode, the positively charged molecules meet up with the electrons again. They also meet up with oxygen molecules that have been coming in the other way.
• The oxygen, hydrogen and free electrons react and produce H₂O, which leaves as exhaust.

If you want this in more visual form (and don’t mind a little promo material), watch Toyota’s explanation here:

Each individual fuel cell only produces a wee bit of electrical current, so to be really efficient, you need a whole bank of them.

The main snag with hydrogen fuel cell vehicles so far is the usual problem with any new technology: the infrastructure problem. Hybrid and plug-in electric vehicles are already facing this problem, namely the issue of “topping up”. One of the problems that will have to be overcome is that it’s not a wise idea to have large amounts of pure hydrogen hanging around for any length of time as it’s really, really explosive (heard of the Hindenberg disaster, anyone?). However, seeing as we can cope with other highly flammable materials like LPG, acetylene and even petrol, this shouldn’t be too much of a problem.

The other issue is getting the hydrogen. Yes, it’s an abundant molecule but it tends to be tied up to other molecules so it has to be stripped off. Methane is a commonly used potential source of hydrogen, but you have to get the methane from somewhere, usually as a waste product of industries such as our sugar cane industry. Extracting the hydrogen for use as fuel is fiddly compared to just producing and pumping ethanol from the same source, so it’s usually the ethanol that wins out.

This is kind of why the discovery that you can get the hydrogen out of urea pretty easily is rather exciting, especially as the leftover molecules after you’ve removed the hydrogen are nitrogen molecules, which have potential to be used as fertiliser (in fact, urea is currently used as fertiliser, as any old-fashioned home gardener will tell you). Let’s face it: if there’s one thing we’re not going to run out of in a huge hurry is pee. If we’ve got an increasing human population and we all have to keep drinking, then we’re all going to widdle. In fact, as an extra bonus, if we’re all saving our pee to use in a fuel cell vehicle, this will reduce pressure on the waste water system which means that there will be more water for use in agriculture and for drinking, which will help reduce world hunger, etc. etc. Human pee isn’t the only source, either, as the process works with just about any sort of urine, including cow, sheep and horse pee.

Hydrogen fuel cell technology has been tried in Australia when Perth was trialling a set of buses running on hydrogen. Here, we’re lagging behind the US, Germany, Japan and the UK somewhat. Perth had the only hydrogen fuelling station for the now-discontinued bus trial.

It’s all rather exciting, really, as there’s plenty of potential. Here’s to Pee Power!

Safe and happy driving,

Megan http://credit-n.ru/offers-zaim/turbozaim-zaimy-online-bez-otkazov.html

Is a 'user-pays system' the right approach for our roads?

Infrastructure Australia, an independent statutory body, recently suggested that the government should move away from charging vehicle registration fees and fuel excise in favour of a ‘’user-pays road system”. But is the solution practical?

The proposal would directly charge motorists depending on the distance they drive on our roads, while being touted as an option to fund major projects, lower congestion and contribute to the economy. According to the authority, the scheme could be applied to all regular motorists within 10 years, and within the next 5 years for heavy vehicles.

At the moment, Infrastructure Australia contends that motorists are not familiar with the current approach of paying for road use, whereby drivers often view roads as “free” due to a lack of clarity in the fuel excise they pay. This fuel excise, charged per litre at the pump, effectively acts as a road levy by charging motorists depending on the distance they travel and according to how heavy or inefficient their vehicle is.

The system has also been singled out for being “unfair, unsustainable and inefficient” – largely because of an expectation that less excise will be raised as cars become more economical, and given the inequality between metropolitan and rural regions where the latter are not afforded the same quality of roads yet still pay the same costs.

While such a proposal could potentially encourage people to become less reliant on their cars and also raise funds to reduce congestion, is the proposal any better than the existing approach? Currently, the ‘average’ motorist could expect to pay the following fees that contribute towards the road network:

Noting the above costs, what is immediately apparent is that one of the larger components of vehicle-related expenses, the green slip or compulsory third-party insurance, is outside the scope of the review. With this and external insurance premiums rising, a notable component of the vehicle related costs are going to remain at least what they are now.

However, the elephant in the room concerns how the system would be implemented. Is every single road going to be set up with tolls? Would roads have differing rates depending on the volume of traffic they cater for? Would vehicles be fitted with a tracking device to monitor their every movement? What impact would privacy laws have on tracking vehicles? With current toll gates prone to the occasional error, what’s to say the same issues wouldn’t be encountered? And how would drivers be able to validate every kilometre they have travelled? These are all issues that would cost motorists additional time and money, either directly or indirectly.

In terms of fairness, such changes would still discriminate against those: from rural locations; with a lower income; or disconnected from public transport. Consider those in remote parts of the country – every time they make a trip to their nearest town centre, or commute to a major city, they will be paying a considerable increase – and the quality of roads provided to them, or the portion of funding towards their roads, is still going to be inferior. Those who are isolated from public transport are inherently disadvantaged by not having an alternative to using their cars. How would the system compensate accordingly?

Although there may be benefits for those living in the major cities and suburbs supported by public transport, in designing a solution that is meant to be more ‘equitable’, this doesn’t offer progression. The current system is far from perfect, however, to recommend a new one that doesn’t address the current one’s shortcomings is questionable practice at best. http://credit-n.ru/offers-zaim/viva-dengi-credit.html

Lamborghini Australia Reveals Huracán LP 580-2.

It’s all about the numbers and letters: V10, 5.2L, 426 kilowatts/580 horsepower, 540 torques with 75% of that available at just 1000 revs, 1389 kilograms, 40/60 percent front to rear weight distribution, and Sir has the new to Australia Lamborghini Huracán LP 580-2.

Revealed to selected members of the Sydney automotive media in a low key yet razzledazzle event at Sydney Lamborghini in the inner western suburb of Leichhardt, with the event hosted by the affable dealer principal, Dwyer Ogle, and attended by Automobili Lamborghini’s Country Manager for Australia (and five other countries too) Eginado Bertoli, the Huracán LP 580-2 will be aimed at the affluent driving enthusiast. The two wheel drive version starts at $415000 drive away.

The LP 580-2 has been given a mild makeover to distinguish it from its all wheel drive, larger engine, sibling. There’s the restyled front and rear, the nose featuring redesigned air intakes directing air to increase front axle downforce whilst the rear’s design features a spoiler lip in the bodywork which combines with the diffuser’s angle in the underbody to improve the airflow, negating any need for a moving spoiler.

Pirelli’s fabled P-Zero tyres wrap 19 inch diameter alloys, of different width front to rear, with steel brakes and aluminuim calipers contoured for better air flow and weight reduction. There’s also a new power management setup, with the suspension being modified, new steering componentry and recalibrated traction & stability control systems, with the Strada, Sport and Corso settings tune to add to the fun factor, with an emphasis on oversteer.

The V10 engine, for all of its brute force, will feature fuel saving technology, with one cylinder bank shutting down when the computers see no need for all ten to be in firing mode, bring the combined fuel economy figure to under twelve litres of 98 RON consumed per 100 kilometres. Power to weight, thanks to the carbon fibre and aluminuim chassis, is 2.4 horsepower per kilo.
Grunt is sent to the tarmac via the Lamborghini Doppia Frizione (LDF) seven-speed dual clutch auro, calibrated for quicker changes and also loads in a launch control system.

Hidden from view but vitally important in how this rear wheel drive car will operate is the optional Magneto Rheological Suspension, MRS, coupling with the Lamborghini Piattaforma Inerziale, a 3D sensor system located in the Huracán’s centre of gravity, providing real time input to the MRS and traction systems.

What immediately captured the attention was the launch video, demonstrating exactly what this car will be capable of, given a talented driver and a race track. Power slides, sideways drifting, full on attitude controlled by the right foot. Lamborghini emphasized that they stay true to their naturally aspirated engine heritage, with the 5.8L V10 delivering that power and torque sans blower or hairdryer.

Opening the doors shows a hard edged look to the cabin and console, with a 12.1 inch TFT full colour display screen in the dash, with the car shown, (in left hand drive), displaying a vibrant yellow-orange highlight package to the carbon fibre and black interior. It looked somewhat cramped yet a taller member of the media contingent folded himself in easily and looked more than comfortable.

During his opening address, Eginado touched upon a key element of how this car will be presented: fun, enjoyable technology. He also said: “Nowadays, with Lamborghini being famous for four wheel drive, we have the strategy to differentiate the product in order to fit all tastes of the customer driving styles.” Referencing Lamborghini’s history, Bertoli says:”It (the LP 580-2) fits to our heritage, to the Lamborghini DNA, with the Miura, the Countach were cars with two wheel drive versions.”

With buyers of Lamborghini’s cars more than well heeled, Australia’s stifling road laws would see that fun not displayed on a suburban piece of tarmac. However, with race tracks and driver education centres hosting drive days, with Sydney based The Formula Company running out of Sydney Motorsport Park at Eastern Creek as one example, the fun factor will be dialed up for drivers at these venues and will allow them to extract every erg of the Huracán’s ability.

In a short interview after the presentation, the engaging Ogle, a burly Irishman with a keen sense of humour, described how he sees the LP 580-2: “Lamborghini has unashamedly made this car to be entertaining, first and foremost. It’s not the most efficient way to get from point to point, we have the 610 for that, which is precise, unbelievably fast, incredibly competent and then we have its slightly unruly younger brother here (gestures towards the LP 580-2 which is really fast but bloody entertaining. It’s for someone who, I guess, ultimately wants to control something on the edge, to control something that to others is uncontrollable.”

That final section succinctly states what Lamborghini sees the Huracán LP 580-2 to be; in a range of cars that are knife sharp in their handling, their poise and sheer on road ability, there’s still room for a manageable amount of insanity.

When asked if he thought the LP 580-2 was for the driving enthusiasts in the Lamborghini customer base, Ogle said: “I think it is, Lamborghini have traditionally always had a rear wheel drive model, it’s part of the DNA, it’s part of the fabric of the brand. It’s always been that slightly menacing car (with a wicked gleam in his eye) and it provides that extra level of menace.”

On the prospective customer approach, Dwyer said: “We’ve retained the Lamborghini traditions. We’ve seen some future Lamborghini traditionalists, we’ve seen some unashamedly leave other brands, and if you’re fortunate enough, this (the LP 580-2) becomes an “as well” and we’ve got a few of those. I don’t think we’ve set out to target other brands, I think it’s a natural consequence of if you build the best car in the segment and you price it accordingly and you provide the correct levels of service afterwards (with a slight but unmistakable emphasis on those words) they buy it.”

Key to the driving experience are the three driving modes selectable via an ANIMA (Adaptive Network Intelligent Managemnt, the soul) steering wheel mounted switch; Strada is is for everyday driving, with a slight emphasis on understeer. Sport moves the goalposts a bit by emphasising a touch of oversteer, aiming for that emotional connection with the fun factor while Corsa is for full blown track insanity by balancing the car’s handling characteristics, allowing the driver to take advantage of both the engine and the neutral chassis “feel”.

Lamborghini Huracán LP 580-2. The essence of driving fun.

Orders for the Lamborghini Huracán LP 580-2 are being taken now. Contact your state’s Lamborghini dealer for details.
With thanks to Origin Agency for the information and opportunity to attend, and to Eginado Bertoli & Dwyer Ogle for their time. Some images courtesy of Lamborghini Media.

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Limited Edition Lamborghini Huracán LP 610-4 Avio Released At Geneva

Lamborghini introduces a Huracán Special Edition at the Geneva Motor Show: the Lamborghini Huracán LP 610-4 Avio

Sant’Agata Bolognese/Geneva, 2 March 2016 – Alongside the Lamborghini Centenario, the Lamborghini Huracán LP 610-4 Avio will make its debut at this year’s Geneva Motor Show. Produced in a run of only 250, this special edition’s name, colors and materials pay tribute to the world of aviation and aeronautics.

From the outset, Lamborghini has been inspired by powerful fighter jets, from which it has borrowed technological, aerodynamic, ergonomic and stylistic solutions. References to the aeronautical world in Lamborghini’s current product line include digital instrument clusters; controls located on the center console as in airplane cockpits; the red engine ‘start’ button; the tight stylistic language of exterior lines; and a broad range of matt exterior finishes.

The new Huracán Avio offers a host of premium functional features in its standard configuration including lifting system, cruise control and GPS*. But the true uniqueness of the Avio lies in its interior and exterior finishes. White or grey painted details contrast with the body color and enhance exterior details such as the tops of the side member, the side view mirrors and the lip on the front spoiler. A double stripe, again in white or grey, runs along the roof and down the front bonnet.

The door panels further identify the special Avio version with the logo L63, where L stands for Lamborghini and ‘63 is the year the company was founded. A tricolor cockade, the symbol distinguishing nationality used in aeronautics, is placed between the letter and the number.

The Huracán Avio is available in five new color variants, specifically developed for this model: the standard color of Grigio Falco with pearlescent finish, and four optional matt colors: Blu Grifo, Grigio Nibbio, Grigio Vulcano and Verde Turbine. The colors’ names are taken from the coats-of-arms representing courses at the Italian Air Force Academy. Lamborghini’s Ad Personam customization program allows owners to choose from further color and trim options not included as standard.

The interiors alternate black leather with a special Alcantara, which is also in black but boasts a laser-engraved hexagonal motif, available for the first time on the Avio. The material covers the central section of the seat, the armrest, the knee support and part of the door panel, and is enhanced with contrasting stitching in white. The L63 logo is embroidered by hand onto the sides of the seats. The interior color and trim can also be customized through the Ad Personam program. Underscoring the exclusivity of this new special edition is a hand-enameled plate on the driver’s side window

The Avio has all the technical specifications that have made the Huracán a great success: aspirated 610 HP, 5.2 liter, V10 engine; 7-speed gearbox with double clutch; hybrid chassis in aluminum and carbon fiber; a power/weight ratio of only 2.33 kilograms per hp and breathtaking performance: 0 to 100 km/h in a mere 3.2 seconds and a maximum speed of over 325 km/h.

The Avio is scheduled to reach dealers’ showrooms in the summer of 2016.

*EU configuration. Standard configuration varies with market of sale.

Information courtesy of Elise Byrne @ Origin Agency and Lamborghini

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