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Fueling your Car














It’s time for the big showdown between the two rivals hoping to knock internal combustion engines off the top spot in the world of automotive power. (cue drumrolls, flashing lights blaring heavy metal music and a hyperventilating commentator).  In the green corner, we have… Electricity!  In the other green corner, we have… Hydrogen!  Which of these two mighty rivals will win the title for best engine type and come out champion and win the Green Energy title?

OK, settle down.  Deep breath and time for me to stop channelling the pro wrestling I watched the other night when I was in need of a good laugh.  Right, that’s better.  Now to continue with a discussion of whether hydrogen-powered vehicles or EVs are the best.

Of course, one has to look at all aspects of motoring to decide what’s best. What’s more, when it comes to individual decisions as to what car you want to buy and drive, your personal priorities will come into play. So, without further ado, let the contest begin…

Environmental impact and emissions: On the road from the end-user perspective, it’s a draw.  Running EVs and hydrogen doesn’t pump out pollution or greenhouse gases.  However, the way that the electricity is generated or the hydrogen gas is produced may have to be taken into account. If the widespread uptake of EVs means that power companies have to fire up otherwise disused old coal- or gas-fired generators, EVs might not be all that green.  If the power comes from hydro, wind or solar, then it’s all good.  Similarly with hydrogen: if the process of getting said hydrogen into a fuel form can be done without chewing through non-renewables or pumping out nasties, then it’s all good – and we’re working on that, as we’ve discussed in an earlier post.

Maintenance: Assuming that you can find a mechanic that can deal with EVs (there are more of these knocking around these days) and/or hydrogen vehicles (we need a nice little abbreviation for these: what about HVs?), this is another draw.  Both types of vehicle have fewer moving parts than what’s needed in an ICE (internal combustion engine) – both involve electric motors that create rotational motion directly rather than relying on a controlled explosion to push a piston that turns into rotational motion.  Fewer moving parts means less friction, which means less wear and tear.  However, to be fair, EVs and HVs haven’t been around quite as long, so we will have to wait a bit and see what happens as they get older.

Accessibility: OK, here EVs win hands down.  Charging points can be found in all sorts of places and every time I go to my favourite holiday spot, I come across a new charger where there wasn’t one before.  You can also get charging points for your home so you can charge an EV overnight.  Although our very own CSIRO are working on ways to make transportation and storage of hydrogen easier, we still don’t have very many hydrogen bowsers out there… or at least not yet.

Cost: At the moment, electricity is cheaper to get than hydrogen fuel, so this is another win for EVs.

Time: As a lot of you have already discovered, it can take quite a while to charge the battery of an EV up to full, kind of like it does with your phone or laptop. Even the very fastest superchargers take half an hour to get a battery to 100%. However, hydrogen pumps as easily as petrol or diesel, and you all know how quick that is, so HVs win here.

Range: Another very clear win for hydrogen. In 2017, the Toyota Mirai clocked up 502 km, while a test version of a Tesla picked up somewhere between 397 and 506 km.  In practice and with everyday people driving, the range of HVs tends to be a lot longer than that of EVs.


The Telsa Roadster (due for release in 2020) boasts some specs that make all the other supercars, muscle cars and hypercars look like Granny’s little runabout: 0–62 mph (that’s about the same as 100 km/h)) in 1.9 seconds, a top speed of 250 MILES per hour and a reputed 10,000 Nm of torque according to Elon Musk.  Yes, I’m counting those zeroes as well and wondering if that’s for real.  A nice nerd has explained how this figure might be a wee bit misleading, as Tesla’s talking about wheel torque, not engine torque:

On the HV front, the Pininfarina H2 Speed racing machine claims to do the 0–62 mph sprint in 3.4 seconds and has a top speed of 300 km/h and a maximum power output (from four engines combined) of 480 kW; torque figures are hard to come by.

Actually, I would quite like to see a real head-to-head race between the Pininfarina H2 Speed and the Tesla Roadster, and not just because it would be cool to see the Tesla’s acceleration in action.  One of the things that puts me off traditional motor racing a bit is the engine noise and the smell of the fumes, but when electricity and hydrogen compete, these would be totally gone and that’s the whole point of EVs and HVs.  We can probably say now that the Tesla would win the sprint, but over a longer race, the quicker refuelling time of the H2 Speed might make up for this.


* Credit where credit is due.  Some of these stats and comparisons have been taken from a 2017 issue of How It Works magazine (issue 105); there have been some developments in both corners since then!

Isn’t It Ioniq, Part 2.

Hyundai recently released details of upgrades to its electric and hybrid small car, the Ioniq. It’s available as a hybrid, a plug in hybrid, and full battery pack power system.
The fully electric version has had the battery capacity upgraded, which brings with it a range increase. It’s up from 28.0kWh to 38.3kWh, with a new mooted top range of 294km. Power and torque are rated as 100kW and 294Nm. The on-board charger has also been uprated, with an increase to 7.2kW from 6.6kW. This enable a charge to 80% from empty in approximately 54 minutes.

Ioniq Hybrid has been given a 32kW/170Nm permanent magnet motor for the rear axle, with partial power from a 1.56kWh made from a lithium-ion-polymer battery. The PHEV delivers 44.5kW, with peak torque of 170Nm. The battery pack is a 8.9kWh lithium-ion-polymer battery and backs up the 1.6L direct injection petrol engine. 103.6kW and 265Nm are the combined capacities, says Hyundai. Pure electric mode allows a top speed of 120kmh and up to 52km of battery only range. Transmission is a single speed for the Electric, a six speed dual clutch for the other two.

They also receive a regenerative energy system, and a new Eco DAS, or Eco Driving Assist System, which lowers energy usage and fuel consumption when areas such as intersections are being approached and speed is reduced. This works alongside PEMS, the Predictive Energy Management System, that oversees the battery recharge and discharge rates. This is specific to up and down hill roads, and adjusts the drive system on the fly, integrating the petrol engine and recharge system as required.
Safety has been uprated too. Pedestrian Detection and Cyclist Detection is standard now and packaged with Front Collision Warning and Avoidance Assist. Lane Keep Assist and High Beam Assist are also standard. A cool option is Lane Following Assist; this keeps the Ioniq in the centre of a lane in just about all forms of traffic situations, plus partners with Intelligent Speed Limit Warning to read street signs.

For the tech-heads, Hyundai have their Hyundai Blue Link, a connected to car system which uses smart device technology to allow remote access, check charge levels, and set air-conditioning. An update adds eCall, an emergency backup system that will contact emergency services if airbags have been set off or a specific emergency button inside the cabin has been pressed.

Android Auto and Apple CarPlay are on-board as standard, and accessed via a 10.25 inch display screen. An extra and welcome piece of tech is the ability to connect two Bluetooth enabled devices for music streaming. This sits above a redesigned centre console stack, with a redesigned aircon panel and upgraded finish. The IONIQ Electric’s standard high-resolution 7-inch LCD console display (optional for hybrid and plug-in hybrid versions) has been improved with mood lighting to visualise the different drive mode themes. To round off the improved modern interior design, blue ambient lighting has been applied across the passenger-side lower dashboard and the centre console.
Outside the Ioniq has also been freshened. A refurbished grille design with a mesh-type look starts the party for the Hybrid and PHEV. The electric version has a closed grille and this has an updated pattern. The bumper up front and rear panels have been updated as well, with new running lights, colours, and LED powered front and rear lights. Wheels are 16 inch for PHEV and Electric, 15 or 17 for the hybrid.

With thanks to Trevor and Chris at, here’s their long-term review of the current Ioniq: Hyundai Ioniq at EFTM

Hyundai says the updated Ioniq range will be available in the second half of 2019.

Rivian Electric Ute Confirmed For Down Under.

As companies move to battery powered vehicles, questions are coming out about the recreational side. As most are looking at cars or passenger style SUV body types, it’s a fair question.

United States company Rivian is one that is going outside the standard passenger car box. A dual cab ute, the R1T is the start, with a seven seater Range Rover looking SUV, R1S, are both currently slated for full production in 2020. Brian Gase, the chief engineer for Rivian and a visitor to Australia on a regular basis, says that the brand wants to get these cars to Australia as soon as possible. “Yes we will have an Australian launch,” Gase said. “And I can’t wait to come back to Australia and show this to all of those beautiful people.” The company itself must be doing something right, as there is a US$700 million investment from Amazon, and a recently announced US$500 million injection from Ford.Like Tesla’s Model S and Model X, the pair will share the same underpinnings. Unlike Tesla, they’ll have an engine for each wheel. Rivian quotes 560kW and 1120Nm of torque. A common floorpan also allows simultaneous development of right and left hand drive models. Gase says: “The truck makes sense in the Australian market. We see significant value, particularly with the SUV in right-hand drive markets. And we’ve commonised everything on the vehicles forward of the B-pillar, so by default, getting a right-hand-drive truck is a low barrier, because I’ve got a right-hand-drive SUV.”

The actual timing for release depends on the production schedule at the Illinois factory. Gase says: “The ‘when’ is a tough question. How do you pick the right strategic markets on what’s core to your brand, where you’re going to see sales? And that’s why Australia is so exciting to us because you guys share a lot of the off-road and nature values that I think we have as a company. And you’re not on Italian narrow roads where this vehicle is a harder footprint to fit in.”

Payload is expected to be 800kg for the four door ute, and should pack a 350mm ride height. All wheel drive means fantastic grip and Gase says 45 degree slops should be driveable. 0 to 100kmh times should be around the 3.0 second bracket. Expected range is currently around 640km. Prices for Australia are yet to be set, however US pricing starts at $69K for the R1T, and US$74K for the R1S.



Has Steam Gone Walkabout?

What about a steam powered car?  In recent times people’s consciences and attention has turned to more environmentally friendly ways of commuting.  So with electric, hydrogen, hybrid and bio-fuel vehicles all available on the current automotive market, why not give steam another go?

Perhaps the biggest hurdle for a steam powered comeback is the grip that the oil companies have on automotive power.  However the winds seem to be changing, with more-and-more people reflecting on how their lifestyle and decisions impact on the environment.  Internal combustion engines produce a lot of pollution and tend to be rather noisy.  Without a doubt cleaner burning engines are resonating with buyers who have cash to spend.  EVs and hybrids are expensive but there are people very happy to buy them.

Difficulties that drove steam powered cars to become museum pieces were:

  • The external combustion steam engines could not be manufactured as cheaply as Henry Ford’s internal combustion engines.
  • Steam engines were also much heavier engines.
  • It took several minutes before the boiler was hot enough for the steam motor to generate power for take-off.

These difficulties created the “Warehouse and Kmart” phenomenon of today, where people flock to where the cheap buys are regardless of the impact.  But with today’s modern materials, steam cars could be as light as their internal combustion engine alternatives.  With a new advanced condenser and a fast heating boiler, the possibility of a modern-day steam car with decent efficiency and a warm-up time that’s measured in seconds rather than minutes could provide the comeback punch that steam needs to become an attractive and viable option for new-car buyers.

Just ponder on this for a moment – a new modern motorcar running on steam that has powerful seamless acceleration instantly, is clean burning, very quiet and, unlike combustion engines, can run on almost any fuel that produces heat.

Steam engines don’t need any gears or transmissions.  They are much more in the same vein as EV cars that have all their torque available at any rpm.  Due to the fact that steam provides constant pressure, unlike the piston strokes of an internal combustion engine, steam-powered cars require no clutch and no gearbox – making them extremely easy to drive.  By virtue of their design, steam engines provide maximum torque and acceleration instantly like electric motors, and particularly for urban driving where there’s lots of stopping and starting, clean-burning steam would be great!

What developments in steam have occurred since it rudely got forgotten and laid aside?  Some good news is that in 2009, a British team set a new steam-powered land speed record of 148 mph (237 km/h), finally breaking the Stanley Rocket’s record which had stood for more than 100 years.  In the 1990s, a Volkswagen Enginion (a model for research and development) boasted a steam engine that had comparable efficiency to internal combustion engines, but with lower emissions.  And, in recent years, Cyclone Technologies claims it has developed a steam engine that’s twice as efficient.

It might have preceded the internal combustion engine by around 200 years, but as the world is finally starting to take a serious look at the future viability of personal transport, perhaps the wonder of gliding by steam power will once again be seen on our modern roads.  In an age of touchscreen infotainment systems, EV cars that can do 400 km on a charge and driverless cars, surely there is room for new, clean-and-efficient steam cars.

Currently the increased focus on environmental responsibility could be weakening the link between the oil industry and modern motorcars.  Wouldn’t you just love to be able to fill your car up with rainwater and head off on your work commute!


Home-Grown Zero-Carbon Hydrogen Technology

CSIRO’s Toyota Mirai HFC vehicle (image from CSIRO)

There are three possibilities when it comes to finding an alternative to the standard fossil fuels used in the majority of vehicles on the road.  The first is a switch to biofuels (biodiesel, ethanol, etc.), the second is to go electric (the sexy new technology that’s mushrooming) and the third is hydrogen fuel cells or HFCs.

I discussed the basics of HFCs in my previous post.  If you can’t remember or if you can’t be bothered hopping over to have a look, one of the points I raised was that most of the hydrogen gas used to power HFCs comes from natural gas, with methane (from sewage and effluent) coming in as the more sustainable second possibility.  However, there’s another possible source of the hydrogen fuel that’s being worked on by our very own CSIRO researchers right here in Australia: ammonia.

Most of us are familiar with ammonia as the thing that makes floor cleaners (a) really cut through grease and (b) smell horrible.  However, ammonia is also produced as a waste product by living cells and in humans, it quickly turns into urea and is excreted as urine.  In fact, some of the pong associated with old-school long-drop dunnies comes from the urea in urine breaking back down into ammonia again (the rest of the smell comes from methane and some sulphur-based compounds, depending on what you’ve been eating).

Ammonia is chemically rendered as NH3, which should tell you straight away that there are three nice little hydrogen atoms just waiting to be turned into hydrogen gas; the leftover nitrogen is also a gas –and that’s one of the most common elements in the atmosphere (it makes up three-quarters of the earth’s atmosphere, in fact).  Yes, ammonia in its pure form is a gas (the liquid stuff in household products is in the form of ammonium hydroxide or ammonia mixed with water).  The fun here from the perspective of HFC technology consists of splitting the ammonia gas up into nitrogen gas and hydrogen gas, and then separating the two.

And this is precisely what the ammonia-to-hydrogen team at CSIRO have been working on.  In August year, they made the big breakthrough by developing a membrane-based technology that will convert ammonia into hydrogen gas.  The hydrogen gas can then be used by vehicles powered by HFC technology.  The bit they’re all rubbing their hands with glee about is because up until now, one of the obstacles with getting HFC-powered motoring off the ground is that it’s hard to transport hydrogen gas from wherever it’s produced to the hydrogen equivalent of a bowser.  However, ammonia is a lot easier to get from A to B.  This means that with this home-grown technology, Australia will be able to export hydrogen (in the form of ammonia during transport) to the markets that want it.

Asia seems to be the hot spot for vehicles using HFC technology, with Toyota and Hyundai really getting behind the tech; European marques, on the other hand, seem to be concentrating on electric vehicles.  In fact, Japan is eyeing up hydrogen as a source of energy for generating power for homes as well.

The question has to be asked where they’re going to get all this ammonia from.  However, it’s possible to take nitrogen gas and water, then zap it with electrical current and turn it into ammonia – and it was an Australian researcher who came up with the tech to do this. It’s kind of like a fuel cell – which breaks down gas to produce electricity – but in reverse: using electricity to produce ammonia.  The new Australian technology is considered to be an improvement over the traditional method of producing ammonia (which is needed for making the fertilizer that grows the food you eat), which takes hydrogen gas from fossil fuels and reacts it, spitting out a good deal of CO2 in the process.  The new Aussie tech skips the bits involving carbon in any form, as it takes nitrogen from the atmosphere (N2) and water (H2O) and puts out NH3 and O2.  O2 is oxygen – what we breathe.

The idea is that in the future, they’ll set up a plant or two in the middle of the outback where there’s lots of solar and wind energy available for generating electricity, pump in some H2O and get ammonia for export AND use in hydrogen cars thanks to the new membrane tech out the other end with zero carbon emissions.  It could be asked where they’re going to get the water from in the middle of the Outback but I suppose that it’s not essential to use clean, fresh drinking water for the process, as it’s pretty easy to distil pure water out of wastewater.  In fact, one has the very happy vision of a process that takes sewage from cities, whips out the ammonia, urea and methane already in there (bonus!), distils out the water for making more ammonia and exporting the lot; any solids can probably also be used for fertilizer.

It’s going to take a little while for all the systems to get into place.  It’s still very early days for HFC vehicles but a start has been made and some of the hurdles have been overcome.  A few HFC vehicles have made it onto these shores.  The analysts say that it will probably take another decade or so until HFC cars become common on our roads but it’s likely to happen.  Look what happened with electric vehicles, after all.  Once they were really rare but now there’s charging points just about everywhere you look.

You can find more information here , here  and here .


Hydrogen Fuel Cells – The Basic Facts

One of the more exciting vehicles that’s scheduled to come to Australia at some unspecified date in 2019 is the Hyundai Nexo – one of the vehicles recently awarded the Best in Class for all-round safety by Euro NCAP.  This vehicle combines regular batteries with hydrogen fuel cell technology. Three vehicles made by major marques have been designed to run on HFCs: the aforementioned Hyundai Nexo, the Toyota  Mirai and the Honda  Clarity.

Hydrogen fuel cell technology is another option for overcoming our addiction to fossil fuels (the other two are biofuels and electricity).  But what is hydrogen fuel cell technology and how does it work?  Is it really that sustainable and/or environmentally friendly?  Isn’t hydrogen explosive, so will a car running on hydrogen fuel cell technology really be safe?

OK, let’s start with the basics: how does it work?

Diagram of a hydrogen fuel cell

A hydrogen fuel cell (let’s call it an HFC for short) is designed to generate electricity, so a vehicle that’s powered by HFC technology is technically an EV.  A chemical reaction takes place in the cell and this gets a current going, thanks to the delicate balance between positive and negative ions (all chemistry is, ultimately, to do with electricity). How is this different from a battery?  Well, a battery uses what’s stored inside it but an HFC needs a continual supply of fuel.  Think of a battery as being like a lake, whereas the HFC is a stream or a river.  The other thing that an HFC needs is something for the hydrogen fuel to react with as it passes through the cell itself, which consists of an anode, cathode and an electrolyte solution – and I don’t mean a fancy sports drink.  One of the things that hydrogen reacts best with and is readily found in the atmosphere is good old oxygen.

Naturally, there’s always a waste product produced from the reaction that generates the charge. This waste product is dihydrogen monoxide.  For those of you who haven’t heard of this, dihydrogen monoxide is a colourless, odourless compound that’s liquid at room temperature.  In gas form, dihydrogen monoxide is a well-known and very common greenhouse gas, and it’s quite corrosive to a number of metals (it’s a major component of acid rain).  It’s vital to the operation of nuclear-powered submarines and is widely used in industry as a solvent and coolant.  Although it has been used as a form of torture, it’s highly addictive to humans and is responsible for hundreds of human deaths globally every year.  Prolonged contact with dihydrogen monoxide in solid form causes severe tissue damage.  You can find more information about this potentially dangerous substance here*:

For the less alarmist of us, dihydrogen monoxide is, of course, H2O or good old water, like the stuff I’m sipping on right now on a hot summer day.  Yes – that’s the main waste product produced by HFCs, which is why these are a bit of a hot topic in the world of environmental motoring.

OK, so air goes in one bit of the HFC, hydrogen gas goes in the other, and water and electrical power come out of it.  The next question that one has to ask is where the hydrogen fuel comes from (this question always needs to be asked: what’s the source of the fossil fuel substitute?).  The cheapest source of hydrogen gas as used on HFCs is natural gas, which is, unfortunately, a fossil fuel.  So are some of the other sources of hydrogen gas.  However, you can get it out of methane, which is the simplest type of hydrocarbon.  Methane can be produced naturally by bacteria that live in the guts of certain animals, especially cows.  Not sure how you can catch the methane from burping and farting cows for use in making hydrogen gas for HFCs.  And, just in case you’re wondering, some humans (not all!) do produce methane when they fart.  It’s down to the particular breed of bacteria in the gut (archaea if you want to be picky – they’re known as methanogens).  They’re as common as muck – literally.  So yes, there’s potential for hydrogen gas to be produced from natural sources – including from sewage.  The other thing is that producing hydrogen gas from methane leaves carbon dioxide behind.  But this has way less effect as a greenhouse gas than methane, so that’s a plus.

If you’re currently feeling that HFCs might not be quite as environmentally friendly after all and we all ought to drive straight EVs, then I encourage you to do a thorough investigation of how the electricity used to charge EVs comes from. It’s not always that carbon-neutral either.  Heck, even a bicycle isn’t carbon-neutral because when you puff and pant more to push those pedals, you are breathing out more carbon dioxide than normal.  All in all, HFCs are pretty darn good.  The worst thing they chuck out as exhaust is water, and the hydrogen gas needed to power them can come from sustainable sources – very sustainable if you get it from animal manure and/or sewage, which also means that poop becomes a resource instead of a problem to get rid of.  They’re doing this in Japan – and they’ve also managed to get the carbon bits of the methane to become calcium carbonate, which sequesters carbon and has all sorts of fun uses from a dietary supplement through to agricultural lime.

Another plus about HFCs is that they are a lot more efficient than combustion engines.  A large chunk of the potential energy going in turns into the electrical energy that you want, which is then turned into kinetic (motion) energy by the motor so your car gets moving (or it turns into some other form, such as light energy for the headlights or sound energy for the stereo system).  Some comes out in the form of heat.  Combustion engines waste a lot of the potential energy in the form of heat (lots of it!) and noise (ditto).

The amount of electrical energy produced by a single HFC isn’t going to be very large, so inside any vehicle powered by hydrogen technology, there will be a stack of HFCs, which work together to produce the full amount of oomph you need. The fun part in designing a vehicle that runs on HFC technology involves ensuring that the stack has the oomph needed without being too heavy and working out where to put the tanks of hydrogen gas.  However, this isn’t too hard.

The other problem with manufacturing HFC vehicles is that the catalyst inside the cells is expensive – platinum is common.  This is probably one of the biggest barriers to the spread of the technology, along with the usual issue of nobody buying HFC vehicles because nobody’s got an easy place to get the gas from and nobody’s selling the gas because nobody’s buying HFC cars.  They had the same issue with plug-in EVs too, remember, and we all know how that’s changed.  However, last year, our very own CSIRO came up with some technology to get hydrogen fuel for HFC vehicles out of ammonia and they want to go crazy with this and use it all over the show.  This is exciting stuff and probably deserves a post of its very own, so I’ll tell you more about that another day.

I feel in the need for some 1,3,7-trimethylxanthine theine combined with dihydrogen monoxide in solution with β-D-galactopyranosyl-(1→4)-D-glucose and calcium phosphate, also known as a cup of coffee, so it’s time for me to stop and to wish you safe and happy driving – hopefully without too much methane inside the cabin of your car on long journeys!

*Some people in the world have far, far too much time on their hands.

Fossil Fuel, EVs or Bio Fuels?

Fossil Fuels

Is petroleum diesel still a fuel that is going to be around to power our cars in the future?  On the surface, it might look like the era of the diesel engine might be drawing to a close, especially when we hear that some manufacturers are pulling the pin on building new diesel engines.  The truth is that non-renewable resources, which include fossil fuels such as oil, coal, petroleum and natural gas, are all finite in their quantity available in nature for the future.  Diesel fuel is a petroleum product, and so is considered to be a finite non-renewable resource.  Certainly it would seem that petroleum-based diesel has a limited window of opportunity for powering motor vehicles around the globe.  But is this actually the case?

Added to the seemingly limited supply of our fossil fuels, we also hear that some car manufacturers are deciding to avoid building new diesel engines all together.  Volvo was one of the first to announce boldly that by 2019 there would be no more diesel powered Volvo cars and SUVs in their line-up.  Volkswagen Group’s diesel emissions cheating scandal has meant that they have decided to stop selling diesel models, as well.  Volkswagen Group is pretty big when you consider that VW, Audi and Porsche are all under the same banner.

Because our global economy relies on so many diesel engines for performing many mechanical tasks we can’t drive the world’s diesel fleet over the cliff and forget about them just yet.  The reality is that even America’s economy would grind to a halt immediately if they decided to go without diesel power overnight.  Diesel engines are used in so many commercial applications – trucking, construction, shipping, farming, buses and much, much more.  Diesel motors are still far more energy frugal (assuming proper and legal emissions treatment is followed) compared with gasoline equivalents.  For any sort of heavy-duty transportation work or for towing purposes, the low-end torque of a diesel engine simply cannot be matched by gasoline motors which have to be worked much harder for the same amount of work – and therefore pump out more emissions.


EVs are getting plenty of press at the moment, but in reality they have a very long way to go before they can truly be considered as a true logistical alternative to the diesel motor.  There just simply isn’t the network in place to produce so many EVs nor power so many EVs for our global economy to continue growing at the pace it is.


What I haven’t heard so much of lately is the advancements made in biofuels.  Biofuels seem to me to be the much more sensible replacement option for petroleum diesel, as biodiesel fuels are a renewable resource.  Biofuels are derived from biological materials such as food crops, crop residues, forest residues, animal wastes, and landfills.  Major biofuels are biodiesel, ethanol, and methane; and biofuels, by their very nature, are renewable over a period of less than one year for those based on crop rotation, crop residues, and animal wastes or about 35 years for those based on forest residues.

Emissions from burning biodiesel in a conventional diesel engine have significantly lower levels of unburned hydrocarbons, carbon monoxide, carbon dioxide, particulate matter, sulphur oxides, odour, and noxious “smoke” compared to emissions from the conventional petroleum diesel motor that we are more familiar with.  Also, carbon dioxide emissions from combustion of biodiesel are reduced by about 10% when compared to petroleum diesel, but there is a more significant carbon dioxide benefit with biodiesel made from plant oils.  During the photosynthesis process, as the plants are growing and developing, carbon dioxide is drawn from the environment into the plant, while the plants release beneficial oxygen into the environment.

How are EV batteries made?  Are they as clean as renewable biofuels?  If EVs are running on electricity produced by burning dirty fossil fuels, the climate benefits are limited.  Because of the complex batteries that EVs use, it currently takes more energy to produce an electric car than a conventional one.  While fewer emissions are produced by the cars themselves while driving on the streets, CO2 is still being emitted by power plants needed to charge the EVs.  And, disposing of those complex EV batteries creates an environmental hazard in itself.  EV batteries also need to be made from non-renewable minerals such as copper and cobalt, and rare earths like neodymium.

Some other negatives for EVs are that the mining activities for the minerals in countries like China or the Democratic Republic of Congo often cause human rights violations and vast ecological devastation which include: deforestation, polluted rivers and contaminated soil.  Not so great!  And, in addition, many automakers use aluminium to build the bodies of EVs, and a tremendous amount of energy is required to process bauxite ore into the lightweight metal.

Trucks, ships and tractors still think diesel power rules!  Even though some car manufacturers have abandoned petroleum diesel fuelled cars, there are other automotive manufacturers that have actually ramped up their diesel vehicle production.  General Motors, Jaguar, Land Rover, BMW, Mazda, Kia, Jeep, Ford, Nissan and Chevrolet are all manufacturing plenty of new diesel motors.

Hmmm?!  Biofuels then?

Yes, Virginia (Fanpetals), There Is A New Biofuel Feedstock On The Block

Sida hermaphrodita or Virginia Fanpetals: a new player in the biofuel game.

When it comes to biofuels, especially the sort of biofuel that gets used for ethanol, there’s always a bit of an issue.  You see, it kind of defeats the purpose of having a sustainable fuel source if you have to pour on truckloads of fertiliser (a lot of which can come from petrochemicals as well) and tons of water.  It’s also rather frowned on if the crop in question takes away land from something that could be used for growing crops that people are going to eat directly (as vegetables, flour, cooking oil, sugar, etc.) or indirectly (after a fodder crop has been fed to animals that produce milk, meat or eggs).

Now, we’re not doing too badly over here in Australia on the biofuel ethanol front, as we’ve got the sugarcane industry. Using residues from other crops is a tried and true means of sourcing ethanol feedstocks, with sugarcane residues being particularly good at it.  In fact, Brazil, which has a bigger sugarcane industry than we do, is a tad further ahead when it comes to using ethanol for everyday driving.  Other sources include residues from wood processing and residues from the alcohol industry (they’re doing this in the UK).  Apparently, the trick is to find the right methods and the right bacteria, etc. that will break your feedstocks down so it can be turned into ethanol.

However, the search is on around the world for novel feedstock crops for biofuels of all types (this includes the crops that can produce oils for turning into biodiesel as well as the ones that have suitable stems or whatever for turning into ethanol).  The ideal crop is something that grows easily with minimal input needed in the form of fertiliser and pesticides, doesn’t need people poking around with tractors much except during harvest, doesn’t demand water like a camel that’s been for a week in the desert and produces the three Fs: Food (for humans), Fodder (for animals) and Fuel.

One of the new players on the biofuel crop front is a plant that looks a bit like a common weed known as Virginia fanpetals, Virginia Mallow or Sida (its Latin name is Sida hermaphrodita). This is a native of the US but for some reason, it’s getting a fair amount of interest from a team in Eastern Europe because it doesn’t demand the same amount of water as elephant grass (Miscanthus), which is another easy-growing biofuel feedstock.  What’s more, they’ve found that it’s a triple-F plant if you want to get technical.  The plant has lots of flowers that are very attractive to honeybees, so the Food part of the equation comes in the form of the honey produced that way.  The leaves, when they’re green, are pretty nutritious for animals.  And when the plant is dry, the whole lot, stems and leaves, are great for biofuel (and they also burn cleanly in incinerators, making them an alternative to coal for generating electricity).

Sida is also tough as old boots, as it grows very happily on sandy soils and can handle drought and frost perfectly well.  It also has a feature that would make it a right pain if it established itself in your garden: if you cut it back to ground level, it comes back again next spring and will do so for 15–20 years.  This is what’s getting those researchers rubbing their hands with glee: no ploughing, harrowing or sowing.  Just a bit of fertiliser a couple of times a year and you get a crop year after year.  And it grows on the sort of ground and in the sort of conditions that are useless for, say, potatoes, wheat and carrots.  In other words, it looks like it could be a bit of a winner.  Can we grow it over here and make even more of our own biofuel?

However, finding out about this got me thinking.  Now, we all know that we’ve got unique plant life knocking around in the Outback that’s used to really harsh conditions.  Are they any good for biofuels?  Is there something sitting out there that could be the next big thing?  I really, really hope that there’s a nice CSIRO research team poking around to see if there are any native plants that could do the trick.

Closer to home, however, I also can’t help but notice all the weeds in the garden and the way that the lawn is starting to grow like crazy in the springtime.  And let’s take a look in our rubbish bins at all the banana skins and apple cores.  Couldn’t this be used as a bioethanol feedstock as well?  Once you start looking around and getting this sort of mindset, all sorts of possibilities open up (especially when you’re on a long drive).  Maybe we’d clear up some of the rubbish problem while we’re at it…

Bioethanol isn’t the only way forward, of course.  It’s one of three possible lanes on the sustainable motoring highway, with the other two being electricity and biodiesel.  And we shouldn’t forget the biofuels while we get all excited – rightly – about the new electric vehicles.  After all, classic car drivers, tradies, tractor drivers, truckies and the owners of hybrids all need something to put in the fuel tank!

Electric Vehicles: What Will Happen With The Fuel Taxes?

I think we all know by now that electric cars and hybrids are much more common on the roads than they used to be.  It’s 20 years since the original Toyota Prius  – the groundbreaking first hybrid vehicle – hit the roads, which means that if you’ve got your eyes open, you can score a second-hand hybrid.  They’re getting better and better with extended range and more body types coming with hybrid and even all-electric versions.

One of the reasons put forward for why you should switch to an electric or hybrid vehicle – and you hear this one more often with pure electrics – is that electricity is cheaper than petrol or diesel, so it’s cheaper to fill up.  You’re not paying all that tax.

Ah yes – the tax.  Can anyone else spot the potential problem here?  What will happen if a large proportion of us switched to purely electric vehicles?  This means that one particular source of government income is going to drop dramatically.  Can we see the government smiling happily about this and how we’re polluting so much less, etc. and just carrying on without the tax coming from fuel?  Maybe they could take a cut in their salaries or spend less on frivolous projects and fancy-pants conferences.  Ooh look – a flying pig.  Better get out your manure-proof umbrella.

OK, if we take a less cynical view and make the charitable assumption that the fuel taxes get used to keep the roads in good order.  If we don’t want our roads to deteriorate if loads of people switch to electric vehicles, that money has got to come from somewhere.  But where?  What are the options?

The first option would be to hike up the fuel tax to cover the shortfall.  There are two problems with this one.  The first is that even though there are some second-hand hybrids knocking about and even though we do our best here at Private Fleet to get you the best deals on a new car, pure electric vehicles still tend to be at the newer end of the spectrum and are beyond the budget of a low-income family (especially if said family needs a larger vehicle than the little hatchbacks that early examples of hybrids tended to be).  This leads to a vicious cycle: they can’t afford to upgrade to an electric with the higher petrol prices, which means they have to keep on using the expensive fuel, etc. or switch to using public transport if they live in towns.

The other people who will get hit hard by this hypothetical hike in fuel taxes are those in rural communities.  Although range of electrics is getting better, it’s not quite where it needs to be for those out the back of beyond: the park rangers, the tour guides in the Outback and the district nurses and midwives.  Going electric isn’t really an option for them – and the sort of vehicles needed by your park rangers and tour guides (i.e. big 4 x4s) don’t usually come in electric (although that’s starting to change).  What’s more, the big rigs and farm tractors don’t come in electric versions either (electric tractors exist but they’re puny), so they’ll keep on needing diesel.  This means that their costs will go up with a hypothetical fuel tax hike, which probably means that farmers and trucking companies will go out of business or else they’ll pass the costs along and we’ll all have higher food prices.  It’s like the old army wisdom about not pissing off the person who cooks: you don’t ever brush off the farming community as unimportant, because they are the ones who produce your food and most of us like to eat.

OK, so the knock-on consequences to rural communities and a lot of Australia’s industries would throw our economy into chaos (just think of all the diesel-powered machines involved in the mining industry, for example – although there are some rugged electric utes that have been specifically designed for the mining industry).  The Powers That Be hopefully aren’t that stupid and they are more likely to find a fairer way of getting the tax money than simply increasing the existing tax.  What’s much more likely is that they’ll create a new tax.  Any guesses as to what that new tax is likely to be?  It doesn’t take a genius to figure out that if people are using electricity instead of using petrol and diesel and thus avoiding the fuel tax, the obvious thing to slap a tax on is the electricity…

You read it here first, folks.  Although at the moment, using electric vehicles will save you at the plug (rather than the pump), it’s only going to be a matter of time until a tax appears, especially as electric vehicles become more common.  Yes, there are other advantages to using electric vehicles such as the reduced pollution and how they don’t depend on a finite resource (biofuels aside), but the advantage of not paying a fuel tax won’t last forever.

Enjoy it while you can!

How Long Does It Take To Charge An EV?

I guess we’ve all noticed by now that EVs (either hybrids or full-time electric vehicles) are getting common on the roads.  Maybe you’re considering getting one for your next car.  Charging stations for EVs are popping up left, right and centre.  This is because the battery in an EV, just like the battery in any other device powered by electricity, needs to be recharged.  It’s kind of like charging your phone or your laptop.

Most, if not all, of us have had some experience with charging up things with batteries and know that it can take some time.  This raises a rather important question about EVs: how long does it take to charge one?  We’ve mostly become familiar with how to fuel up an internal combustion engine (ICE) car: you pull up to the bowser, you open the fuel cap, you fill up with the liquid fuel of your choice, then you nip in and pay for it, possibly picking up a packet of peanuts or a coffee while you’re at it.  It doesn’t take too long – maybe 10 mins max, depending on how long the queue at the checkout is, how big your fuel tank is and how empty it was when you started.  But what about an EV?  There’s nothing physical going into the tank and we all know that it can take a while for a battery to recharge (I usually give my rechargeable AA batteries about 4 hours, the laptop takes 2 hours and the amount of time for the phone varies depending on who else needs the charger and whether I need the phone!).

The good news is that on average, it takes 20–30 mins to get to 80% when charging an EV, especially if you’re using one of the public charge points around town.  This means that most of us might have to plan a charging session into our days – during lunchtime, maybe, or while picking up groceries.

There’s a certain strategy to ensuring that your EV has the charge it needs to keep ticking on around town.  I’m assuming here that you are based in the city and do most of your driving in the city.  If you’re in a rural area and do a lot of open road running, things will be a bit different and given the range of what’s currently on the EV market, you might either consider sticking with an ICE vehicle or at least a hybrid, or you’ll have to try another strategy.  Anyway, for the typical suburban driver, the best strategy is to use the public charging points around town for top-up charging, and you do the full charge to 100% overnight at home if possible.

The reason why it might not be best to try charging your EV to 100% charge at one of the public points is because charging an EV isn’t like filling up a petrol or diesel vehicle. With the ICE, you pump in the fuel at a steady constant rate and if you graphed it, it would make a straight line – as long as your grip on the pump is nice and steady.  However, the graph for charging time is more like one of those curved lines related to quadratic equations – you know, the ones we all struggled through at high school and couldn’t see the point of.  Charging starts with a hiss and a roar and you can get to 80% charge pretty quickly.  It’s the final 20% needed to get to full charge that seems to take forever.  It’s more like pumping iron at the gym than pumping gas – you do the first round of sets and reps quickly, but those last few when you’re getting tired tend to be a bit slower.  This is why charging to 100% is best left for overnight charging sessions at home.

The good news about overnight charging is that night rates for electricity are often lower than daytime rates.  This is because all the commercial users of electricity – factories, shops, heavy industry – don’t put as much demand on the power grid outside working hours, so there is plenty of power for everybody else.  Whether this will remain the case when EVs are adopted more widely is uncertain – let’s hope that lower overnight rates remain a thing.

Of course, the exact time of charging will depend on the individual EV and it also depends on the type of charger that you’re connecting your car up to.  Chargers come in three types: Level 1, Level 2 and Level 3.  Levels 1 and 2 use AC current but Level 3 uses DC current.  Level 3 DC chargers generally are only compatible with Tesla models, which is ironic, given that Nikola Tesla specialised in AC current.  Level 1 chargers just plug into a typical 10-V socket and are best kept for emergency top-ups, as they charge pretty slowly.  What you will generally come across both at home (if you install one) or around town are Level 2 chargers.  Level 2 chargers have a charging rate of 15–100 km/hr, meaning that in one hour they give your vehicle enough charge to take it 15–100 km.  The low-power Level 2s installed at home tend to be towards the 15 km/hr end and the public ones are at the other end.

The different levels are not the same as the plug types, which are known as (predictably) Types.  There are four types: Type 1 (J1772), Type 2 (Mennekes), Type 3 (Scame) and Type 4 (CHAdeMO).  Tesla, being a posh marque, has its very own type of charging plug, rather like Apple, although it’s based on the Type 2 Mennekes.  Type 3 is also pretty rare in Australia.  There’s also a combo plug (known as a Combined Charge System or CCS) that combines either the Type 1 or Type 2 (it varies depending on the marque) with a pair of DC connectors.  Charging stations generally have CHAdeMO and CCS to make thing simpler.  The different plug types are quite a lot to wrap your head, so I might have to explain all this in another post.

Anyway, in a nutshell, here’s the basics you need to know:

  • The average time needed to charge to 80% is half an hour although this depends on the level of charger.
  • Charge time isn’t linear – the first 80% is fairly quick but the final 20% is slower.
  • Full charging to 100% is best done at home overnight.
  • Around-town chargers are best kept for topping up to 80%
  • Slower chargers (Level 1 and Level 2) use AC current but the fast ones use DC.
  • Nikola Tesla, who was the pioneer of AC electricity, would be spitting mad that the cars with his name use DC current. Just as well he never got around to inventing that death ray…