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From: Eric2/27/2012 7:35:07 AM
1 Recommendation   of 2531
 
A battery breakthrough that could bring electric cars to the masses



A startup working on battery technology says it’s developed a key breakthrough that could one day lead to an electric car that has a 300-mile range and could cost around $25,000 to $30,000. Envia Systems, backed by venture capitalists, General Motors, and the Department of Energy, plans to announce on Monday at the ARPA-E conference that the company has created a lithium ion battery that has an energy density of 400 watt-hours per kilogram, which Envia CEO Atul Kapadia told me in an interview could be the tipping point for bringing electric cars to mainstream car owner.

The secret sauce

Energy density is how much energy a battery can store and provide for the car with a given battery size — the more energy dense the battery, the less volume and weight is needed. For electric cars it is particularly important to have a high energy dense battery because electric cars need to be as light weight as possible (any extra weight just drains the battery faster), and batteries that are smaller and use less materials can also be lower in cost.

Kapadia tells me that current lithium ion batteries deliver an energy density of around 100 to 150 watt-hours
per kilogram, while Envia’s



battery can deliver 2.5 times that energy with about the same weight as the current electric cars that have hit the market. To build a 300-mile range electric car with standard lithium ion batteries, it would cost around $40,000 just for the batteries alone, says Kapadia.

Envia says with an energy density of 400 watt-hours per kilogram, its battery cell costs could be at $125 per kWh. Tesla CEO Elon Musk has said recently that he sees battery cells dropping in price to below $200 per kWh in the coming years. Current electric cars like the Volt have been reported to be closer to $500 to $600 per kWh, and the Nissan LEAF at $375 per kWh.

Envia, founded in 2007 in the Palo Alto public library, began its business by developing technology for a low-cost cathode. A battery is made up of an anode on one side and a cathode on the other, with an electrolyte in between. For a lithium ion battery, lithium ions travel from the anode to the cathode through the electrolyte,
creating a chemical



reaction that allows electrons to be harvested along the way. After Envia developed its cathode technology, it started working on a silicon carbon anode, and then paired these two innovations together, with a high-voltage electroloyte.

Kapadia says the innovation is also important because many scientists have thought that the lithium ion battery had certain limits on how efficient and cheap it could get: “The rumors of the demise of lithium ion batteries are greatly exaggerated.”

Kapadia also says: “Gone are the days of relying on ancient consumer batteries for automobiles and stifling this revolution by making expensive electric cars.” And in case you didn’t get this reference, Tesla Motors uses small format standard lithium ion batteries like the ones found in laptops for its cars.

Getting the battery into cars


Charging up the Volt

Envia is announcing at the ARPA-E conference that it has reached this 400 watt-hours per kilogram milestone in tests, but the company is still in the prototype stage, and an Envia battery will probably take about three years to move into the commercial auto market. Envia plans to work with battery and auto partners, potentially licensing or creating joint ventures to get the batteries manufactured. Kapadia tells me that Envia plans to avoid the capital intensive model of trying to be a startup that does all its own manufacturing.

General Motors is one of Envia’s high profile investors, and invested $7 million into Envia about a year ago. GM has said that Envia will provide battery technology for future generations of GM’s Volt electric car. Other investors in Envia include Japanese giant Asahi Kasei, Pangaea Ventures, and Redpoint Ventures.

Envia received a $4 million grant from the DOE’s ARPA-E program to attempt to hit the 400 watt-hour per kilogram milestone. Expect Envia to be touted throughout the ARPA-E event, as proof that its program is working to develop green innovation in the U.S.

Images courtesy of Envia Systems.

gigaom.com 

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From: Eric2/27/2012 11:58:16 AM
   of 2531
 
Tesla Says Blogger’s Battery Post Sparked ‘Irrational’ Fear

Tesla Motors Inc. (TSLA), the maker of electric cars run by entrepreneur Elon Musk, said a blog post asserting Roadster batteries are at risk of failing if owners don’t keep the cars plugged in stoked an “irrational” fear.

“A single blogger is spreading a rumor about electric vehicles becoming inoperable,” a condition referred to as“bricking,” the Palo Alto, California-based company said today on its website. “‘Bricking’ is an irrational fear based on limited information and a misunderstanding of Tesla’s battery system.”

Tesla was responding to a Feb. 21 post on a blog called the Understatement, which said if the battery in the Roadster electric car “is ever totally discharged, the owner is left with what Tesla describes as a ‘brick’: a completely immobile vehicle that cannot be started or even pushed down the street.”At that point, a $40,000 battery pack replacement may be required, according to the Understatement, which cited no one.

Scrutiny of Tesla’s technology comes as the carmaker prepares to sell its first wholly U.S.-built vehicle, the electric Model S sedan, starting in July. The company, named for inventor Nikola Tesla, this month also showed a prototype of the Model X, an electric crossover vehicle that arrives in 2013.

Tesla fell 2.3 percent to $33.75 at the close in New York. The shares gained 18 percent this year.

Instructions to Owners

“You’d really have to not use the vehicle for an extended period for this to be an issue.” said David Friedman, a senior engineer for the Union of Concerned Scientists, an environmental advocacy group. In such cases, “it raises the question: Why did you buy an electric vehicle if you aren’t going to use it?” he said.

Tesla owners should keep Roadsters plugged in, both to recharge the pack for driving range and to keep “key systems within the car functioning properly,” the company said today. The vehicle warns owners when the car’s state of charge is falling too low.

Software in newer Roadster models is designed to contact the company, which in turn alerts owners who discharge the batteries too deeply, Tesla said. The oldest Roadsters, on the road since 2008, take more than two months to fully discharge if not plugged in, the company said.

Nissan, Toyota

“A Model S battery parked with 50 percent charge would approach full discharge only after about 12 months,” the company said today.

Nissan Motor Co. (7201), seller of all-electric Leaf hatchbacks, said in a statement the lithium-ion battery pack it uses “will never discharge completely, thanks to an advanced battery management system designed to protect the battery from damage.”

The Leaf’s warranty booklet cautions owners against“leaving your vehicle for over 14 days where the lithium-ion battery reaches a zero or near zero state of charge,” Katherine Zachary, a company spokeswoman, said in an e-mailed statement.

Toyota Motor Corp. (7203), which this year is to sell electric RAV4 crossovers using Tesla-supplied batteries and motors, said that model will “feature multiple safeguards to avoid full battery depletion,” said Jana Hartline, a company spokeswoman.

Both Hartline and John Hanson, a Toyota spokesman, declined to elaborate on those steps. Toyota is an investor in Tesla.

bloomberg.com 

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From: Eric2/28/2012 9:23:18 AM
1 Recommendation   of 2531
 


Motiv Power’s Electric Drive Kit Could Electrify U.S. Truck Fleet And beat the cost of diesel by 50 percent.

Herman K. Trabish: February 28, 2012

A $1.16 million California Energy Commission grant will allow Motiv Power Systems to create a prototype assembly line for the installation of its Electric Powertrain Control System (ePCS) on four Detroit Chassis truck frames. Proving the plug-and-play concept’s viability, said Motiv CEO Jim Castelaz, will “de-risk” the conversion of heavy duty vehicle fleets to battery power.

“Detroit Chassis has the capability and skill to assemble traditional diesel trucks and they are interested in moving to electric options,” Castelaz said. “We provide an easy way for them to do that.”

Making it easy for diesel truck makers to go electric is Motiv Power’s goal, Castelaz said. “We make the building of an electric truck from their perspective look a lot more like building a diesel truck.”

“We take the batteries and motors from off-the-shelf vendors and put them together with our controllers,” Castelaz said. “We package that into a power train kit and send it to Detroit Chassis and they install it.”

The Motiv system is a “mix of hardware and software” that “controls the electric power train.” Truck builders like Detroit Chassis “don’t have to worry about integrating electronics or embedded software or programing the electric power train,” Castelaz said. “All they have to do is the physical mechanical integration of the Motiv Power kit of components onto the chassis.”

The Motiv kit can used with almost any new truck maker’s chassis or for an older truck retrofit. This will take the experimentation done on such systems by GE Global Research into the marketplace. It could expand the options for heavy duty vehicle buyers far beyond companies like Balquon Corp. that are building electric trucks from the ground up.



The CEC grant funds the pilot assembly line and the production of four vehicles. It “is really just Detroit Chassis’ traditional diesel truck assembly line,” Castelaz said, “but instead of dropping in traditional diesel engines, transmissions and power trains, they’re putting in this electric power train kit.”

By making the process easy and familiar, Castelaz said, “we’re trying to de-risk the electric truck for fleets.” The Motiv concept also allows traditional diesel truck makers to “use the supply chain they’re familiar with and the service chain they’re familiar with.”

The goal, he explained, “is to use this great infrastructure we have, especially in the Midwest, for building diesel trucks, to leverage existing economies of scale and use and repurpose that infrastructure for building electric trucks with as little manufacturing and process redesign overhead as possible.”

“Once the initial four vehicles are produced, Castelaz added, “Motiv will have the capacity to start filling orders right away.”

The flexibility in Motiv’s concept means it is ready and able “to work with any diesel truck builder out there that is looking for an electric option,” he said. They can add an electric option to their line without the need “to replace their diesel assembly line with an electric assembly line.”

Because Castelaz knows this is a flexibility truck makers are used to having, his system is designed “to make electric power trains plug-and-play with the traditional power train industry.”



The first four vehicles will come off the pilot assembly line as “stripped chassis,” just “frame rails with the power train and the front cabin installed.” They will have lithium-ion batteries and a 100 mile range. “We’re working with a couple of different prominent off-the-shelf lithium ion battery suppliers,” Castelaz said.

Three of the stripped chassis will have shuttle bus bodies built on them and be shipped from Detroit to the San Francisco Bay Area for use by Bauer’s Transportation. The fourth will have a work truck dump bed body built on it and sent to the City of Bakersfield for routine gardening and maintenance work.

“The applications were specified in the grant,” Castelaz said. “We wanted to show that an electric truck built on a traditional diesel assembly line, built as a stripped chassis, could be used for multiple and different applications. Shuttle bus and work truck, we thought, were pretty different.”

The flexibility of Motiv Power’s system extends to battery choice. “We can put more batteries on the vehicle and get more electric range,” Castelaz said. “It’s a cost tradeoff. It’s up to the fleets. We help them look at which routes are best for electrification and how much range do we need on the vehicles to do those routes.”

“Right truck, right route,” Castelaz said, is a trucking industry expression he is hearing more as fuel prices go up.

“An eighteen wheeler would not be a great application in the short term for our technology,” Castelaz said. But “some applications and routes, like Bauer’s employee shuttles that typically go 50 or 60 miles per day are perfect.”

The calculation that the Motiv Power system is 50 percent less expensive over an eight year life span, Castelaz said “would be for the right route, a route that doesn’t exceed a hundred miles.” Also, he added, “larger trucks that would be better applications would be things like a refuse truck or a heavier local delivery vehicle.”

Fleet purchasers “can specify exactly what they want out of their electric truck,” Castelaz said. “We’re compatible with pretty much any battery and motor that exists in the market today. And as new batteries, which are such a large part of the cost of the truck, come along, we will be compatible.”

The goal, Castelaz said, “is to get diesel truck makers this cleaner, newer technology and de-risk it as much as possible.” And, he added, to reduce for truck users “the risks associated with the volatility of the price of oil.”

greentechmedia.com 

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From: Eric2/28/2012 2:34:39 PM
   of 2531
 
Enlisting Nanoparticles to Help Replace Oil

By MATTHEW L. WALD

The world has a lot of natural gas and not nearly enough crude oil. To address the imbalance, some companies have tried to convert the gas into a liquid that can substitute for refined oil products like gasoline and diesel, but the idea has not taken off in this country. It may be simpler to convert vehicles instead and have them burn natural gas instead of gasoline or diesel.




Jean ParsonsTanks made of carbon fiber composite materials, incorporating nano-materials to make them lighter and stronger.

This logic has become stronger as the price of oil has risen on the global market and the price of American natural gas has declined. Lately oil has been trading at around $100 a barrel, but the same amount of energy can be bought for about $15 as natural gas when that fuel is trading in the range of $2.50 per million B.T.U.’s, as it has recently. (An average barrel is 5.8 million B.T.U.’s.)

Few car drivers will buy a natural gas vehicle, however, because it is hard to find places to fill it. One of the most successful natural gas cars, from a technical standpoint, was the Ford Crown Victoria, which had a trunk so large that even with natural gas tanks squeezed in, there was still space for two bags of golf clubs. Ford started selling it in 1996, but it gave it up as unprofitable in 2004. Converting vehicles to natural gas is expensive.

The fleet market, though, is much stronger, with buses, trash trucks and medium- and heavy-duty trucks using the fuel.

Now, 3M is planning to introduce a new product that it says will make the conversions easier and allow the natural gas to be squeezed into a smaller space. Natural gas on vehicles is usually stored at a pressure of 3,500 pounds, and the tank is the most expensive single component of the conversion, which can run $8,000 or more over all. But by using a new material, 3M says it can allow storage at higher pressures in a lighter tank (which takes less energy to haul around), at a lower cost.

The company uses carbon composites, which are carbon fibers woven into a cloth-like mat, interspersed with an epoxy that holds them together. That technology is fairly standard.

The innovation is that 3M is putting nanoparticles into the epoxy. These sit between the fibers and increase their stiffness and the strength of the composite over all. Carbon fibers have always had very good tensile strength, meaning that if something pulls on either end, they cannot be pulled apart. But if they are creased, the layers can come apart and the structure is weakened. By adding stiffness, the nanoparticles reduce that damage.

The company also lines the inside of the tank with an impermeable plastic. Its longer-term idea is that the tank technology will have other uses. “We think we’ve got a winning solution for hydrogen, which is much higher pressure,’’ said Rick Maveus, the company’s global business manager for advanced composites. The hydrogen would be used in fuel cells.

3M has an agreement with Chesapeake Energy, a natural gas company that converts vehicles and builds fueling stations, that calls for Chesapeake to pay $10 million for design and certification work. (The new product cannot be sold until it is approved by the Environmental Protection Agency, which 3M says will take most of the rest of this year.)

It is 3M’s hope that better onboard storage will improve market acceptance of natural gas trucks and buses. “If you can address the issue of range and capacity, we would place our bets on compressed natural gas,” Mr. Maveus said.

green.blogs.nytimes.com 

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From: Eric3/1/2012 2:07:02 PM
   of 2531
 
A123 Systems Rises After Tata Battery Agreement: Boston Mover

A123 Systems Inc. (AONE) rose the most in seven weeks after the maker of batteries for electric cars and trucks said it will supply packs for Tata Motors Ltd. (TTMT)’s commercial vehicles.

The shares climbed 10 percent to $1.99 at 9:56 a.m. in New York, after gaining as much as 14 percent for the biggest intraday advance since Jan. 11. They rose 12 percent this year before today, after falling 83 percent in 2011.

Tata, India’s largest automaker, will use the lithium-ion battery packs on hybrid diesel-electric city transit buses in the second half of the year, Waltham, Massachusetts-based A123 said in a statement. Terms weren’t disclosed.

“The addition of Tata Motors to our growing portfolio of blue-chip customers reinforces our position as the leading provider of lithium-ion battery technology for the truck and bus segment,” Jason Forcier, vice president of A123’s automotive group, said in the statement.

A123 supplies batteries for automakers such as Fisker Automotive Inc., General Motors Co. (GM) and Daimler AG. Fisker, A123’s largest customer, said Feb. 6 that it stopped working on its Wilmington, Delaware, plant after the U.S. Energy Department blocked access to a federal loan, citing unmet milestones.

Fisker said Feb. 28 it hired Tom LaSorda, a past president of the predecessor of Chrysler Group LLC, as chief executive officer. Fisker also said it may look for private investors to revive the Delaware factory, where it planned to begin making its second model, the Nina sedan, by next year.

bloomberg.com 

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To: Eric who wrote (1967)3/2/2012 5:43:06 PM
From: John Koligman
   of 2531
 
I checked one of these out at the Chicago auto show. Sticker was 45k, but the interior looker cheaper and more plasticky than a 18k Chevy Cruze.... I guess they spent the bucks on the battery tech....


Chevrolet's Volt Sales Running Low, GM Idles the Line


Published: Friday, 2 Mar 2012 | 5:02 PM ET
By: Phil LeBeau
CNBC Correspondent






Chevy's electric car, the Volt, is running on empty. With sales lagging and inventories building, GM has decided to idle production of the Chevy Volt for five weeks. During that time, about 1,300 workers will temporarily be laid off.


Source: www.chevrolet.com


GM executives can not be happy that this move will once again raise questions about the viability and long term prospects for the Volt.

But in reality, they had no choice.

Volt sales have been so slow this year, the company needs to adjust production to demand. And so far, Volt demand has fallen well short of original expectations.

Back when GM launched the Volt, it boldly targeted sales of 10,000 in 2011 and 60,000 in 2012. Last year, GM sold 7,671 Volts and just 1,626 this year.

Why have sales been slow?

Some of it is due to the slow ramp up in sales last year. While the entire country saw ads for the Volt, the car was sold most of the year in select markets. Then the controversy and investigation into Volt battery firesleft a cloud hanging over the electric car.

But the biggest factor may be the price of the Volt. At $33,500, the Volt is not cheap. Yes, for that price owners can get impressive mileage and pay a fraction what others are paying for gas. Still, with 22 models for sale offering at least 40 MPG, a lot of buyers looking for fuel efficiency are content to buy a hybrid or gas powered car for well under $30,000.

Ironically, this shut down comes as gas prices are soaring. This is exactly the time when an electric car should be an easy sell. That's clearly not the case with the Chevy Volt.




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To: John Koligman who wrote (1968)3/2/2012 9:19:56 PM
From: John Koligman
   of 2531
 
Battery Technology Drags On Electric Car Market

Published: Thursday, 1 Mar 2012 | 12:51 PM ET

By: Trevor Curwin,
Special to CNBC.com

Electric vehicles will continue to generate hype at auto shows around the world, but today’s limited battery technology will prevent them from crowding dealer lots for years to come.



“I’m a skeptic about EVs,” says Greg Payne, VP of portfolio management with Toronto-based Greenchip Financial, a firm specializing in sustainable investment. “You’re talking about a premium product.”

The industry-standard lithium ion battery has plateaued in terms of capacity, and Payne says new technologies to stretch that capacity don’t look promising for the near term.

“Rapid charging is years away,” he says, and plans to swap out batteries at a service station along your commute is “not going to work” since no battery or car manufacturer can agree on a single format of battery.

Even though a dozen models at the recent Detroit Auto Show incorporated advanced battery power, and new EV models from companies including Ford Motor [F 12.72 0.06 (+0.47%) ] , Tesla [TSLA 34.04 -0.37 (-1.08%) ]and Mitsubishi will hit showrooms this year, clean teach research analyst John Gartner expect EVs to remain a tiny part of the market for several more years.

“We’ve scaled back our sales forecasts,” says Gartner, of Pike Research. “It’s still looking like it’s not going to crack 1 percent [of total vehicles sales] until 2015.”

Current battery technology will drag on EV market growth, since the cars have a higher sales price and more limited range on a single “tank” of fuel than a typical mass market, gas-powered vehicle, and government tax breaks for car buyers are under threat.

Moreover, one tax-based buyer incentive ended Jan. 1 and another may not survive past 2012.

Of course, that's not to say that manufacturers are not busy working on potential breakthroughs in the lab, says one battery maker.

David Vieau, CEO of A123 Systems [AONE 1.82 -0.08 (-4.21%) ], says component substitution with newer materials currently in development promise “50 percent improvement in density of a battery cell,” effectively doubling the range of the vehicle.

That would boost the range of Ford’s 2012 Focus EVfrom 100 miles to 200 miles, well within the requirements of the average car trip to work or the mall.

Zinc-air technologies to replace lithium ion could triple the energy density of the battery system within the decade, allowing for smaller batteries or a wider range. “A few years ago the question was ‘do they work?’” Vieau says about the state of the battery business today. “Now it’s ‘how much do they cost?’”

“In the next four to five years, we’ll see the price of batteries come down dramatically,” he predicts.

While Pike’s Gartner cautions that battery development will more likely be “evolution not revolution” for the next decade, his firm’s third quarter 2011 estimate is that the “electrified vehicles” market will still grow 19.5 percent annually between 2011 and 2017, compared with 3.7 percent for the overall vehicle market.

The report adds that the EV market alone will grow 48.4 percent annually, although Gartner points out that that kind of jump is typical of segments “in their infancy.”



No matter what improvements happen in battery technologies in the coming years, one green vehicle trend touted in the early 2000s is now considered dead: the offering of drive-train options across popular-selling vehicle platforms.

This means buyers could choose from a gas, diesel, natural gas, EV or hybrid Ford F-150, for example, just like choosing other paint schemes or seat configurations.

Vieau says the technology requirements beyond the battery packs is simply too different, and would likely need to be done on a different assembly line.

And despite the bad headlines in 2011 concerning the crash-test performance of the Chevy Volt’s battery pack, analysts say these results will have limited impact on battery production and implementation.

In recent National Highway Traffic Safety Administration crash tests, Volt battery packs — made by South Korean firm LG Chem were found to catch fire, but only weeks after the crash.



“It’s definitely a negative reflection on the industry,” Gartner says about the battery fires. “But it’s kind of an anomaly in that it was an artificial (circumstance).”

Nevertheless, A123 will be providing the battery system for GM’s [GM 26.45 -0.02 (-0.08%) ] newest EV, the 2013 Chevy Spark, and for 20 other transportation clients, using a less volatile phosphate-based lithium-ion format.

Despite his skepticism of EVs, Greenchip’s Payne agrees that issues like the Volt’s are “noise around the edges” in the life span of new technologies.

Improving battery technology itself goes beyond EVs anyway, he adds, pointing out that while batteries drive up the price of EVs and therefore “exposure to economic conditions,” the rising price of gasoline could push more drivers to extend fuel efficiency with battery technology, like with hybrids.

“That’s an area where you could get more growth,” he says.

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From: Eric3/3/2012 2:24:23 PM
1 Recommendation   of 2531
 
Fisker Names New CEO, Considers Private Funds for Stalled Plant

Feb. 28 (Bloomberg) -- Fisker Automotive Inc., the maker of plug-in luxury sports cars, named an industry veteran its new chief executive officer and said it may turn to private investors to restart a stalled Delaware plant project.

Tom LaSorda, Fisker’s vice chairman and a past president of the predecessor of Chrysler Group LLC, is taking command of Anaheim, California-based Fisker Automotive effective immediately, Henrik Fisker, who has led the closely held company since its founding, said today in a conference call. Henrik Fisker, 48, shifted to executive chairman.

The carmaker on Feb. 6 said it stopped working on its Wilmington, Delaware, auto plant after the U.S. Energy Department blocked access to a federal loan, citing unmet milestones. The Energy Department awarded Fisker $529 million in loans in April 2010 from a program intended to spur development of advanced-technology vehicles.

“We are having other funding options than the DOE,” Henrik Fisker said. “We are right now assessing our different funding options.”

The California company’s Karma plug-in electric sports car that starts at $102,000 is now “fully” on sale in the U.S. and Europe, said Henrik Fisker, who designed it. That vehicle is produced by a contract manufacturer in Finland, and U.S. loans Fisker received can’t be used for its production costs.

Wilmington Plant

Fisker planned to begin making its second model, the Nina sedan, at a Wilmington plant by 2013 before regulators halted access to the loan. Fisker said this month it has cut 26 jobs at the factory until the program restarts. The plant was formerly owned by General Motors Corp., which filed for bankruptcy in 2009 and emerged as General Motors Co.

The U.S. awarded Fisker $169 million for engineering of the Karma and $359 million for production of the Nina. Fisker said it has drawn down $193 million from the loans and raised $850 million in private capital. Henrik Fisker said in a December interview the company had hired about 100 people in Wilmington.

The Energy Department’s loan programs are under congressional scrutiny since the September 2011 bankruptcy of Solyndra LLC, a loan-guarantee recipient. Beacon Power Corp., an energy-storage company, and Ener1 Inc., a supplier of batteries for electric cars, both filed for bankruptcy protection after receiving Energy Department aid.

“I wouldn’t have taken the job if I didn’t feel the future was bright,” LaSorda, 57, said today. The former Chrysler executive said he has invested in Fisker Automotive as a sign of his confidence.

Prediction of Profitability

The company is planning for the possibility it won’t be able to access the remaining U.S. loan funds and will be successful solely based on Karma sales, LaSorda said.

“Can we make this a sustainable business? The answer is yes,” he said. “In 2013 we’ll be profitable, just with the Karma by itself.”

Fisker Automotive has produced about 2,000 Karmas. Of that figure, 840 have been delivered to dealers in the U.S. and Canada, LaSorda said.

The Energy Department may permit Fisker Automotive to resume drawing loans funds as “they see us deliver the monthly numbers,” LaSorda said. “We have a new business plan and we’re getting strong support from our financial partners.”

--With reporting from Angela Greiling Keane in Washington. Editors: Bill Koenig, John Lear

To contact the reporters on this story: Alan Ohnsman in Los Angeles at aohnsman@bloomberg.net

To contact the editor responsible for this story: Jamie Butters at jbutters@bloomberg.net

businessweek.com 

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To: Eric who wrote (1970)3/3/2012 2:48:23 PM
From: John Koligman
   of 2531
 
Looks like with their backs against the wall they are finally kicking Fisker out and bringing in a former Chrysler bigwig. The Feds probably aren't too pleased with funding a company that currently does it's assembly in Finland, (I have not checked, but my guess is that it's probably Valmet, they built Boxsters for Porsche in the past). I also think that 'green money' will be much harder to come by via federal funding going forward , partly because the solars are dropping like flies, and also because the Republicans are squawking about 'green losses' on Faux news on what seems like a daily basis...

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To: John Koligman who wrote (1915)3/3/2012 3:21:47 PM
From: Robin Plunder
3 Recommendations   of 2531
 
John, the fossil fuel renaissance in the US could prove to be very timely....especially if the dollar loses its reserve currency status...wouldn't it be strange if, just as Saudi Arabia goes into decline, the US emerges as an energy powerhouse...:) ha!

rp

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