Sebastian Blanco
Filed under: Hybrid, Cadillac, LA Auto Show, Green Daily

That Cadillac will release a hybrid Escalade (thought the very thought makes my head hurt) is no secret. Spy photos surfaced back in June, and we know this monstrosity will be at the L.A. Auto Show next week. HybridCars says journalists at the South Florida International Auto Show got a sneak preview of the Cadillac Escalade Hybrid today. Buyers can get their own Escalade with a two-mode hybrid system sometime next summer. Price and most details (including official pictures) have yet to be revealed, but HybridCars says the MPG will be increased from 12 city/18 highway in the non-hybrid version to an expected 18 city/22 highway. HybridCars also has a nice discussion about the value of adding a green sheen to the luxury of the Caddilac Escalade image, and notes that GM is using “Intelligent Indulgence” for the slogan. Talk about making my head hurt.

Related:

• SEMA 2007: Canola oil Caddy EXT
• Spy Photos: Cadillac Escalade hybrid caught in the wild again

[Source: HybridCars]

Source: Cadillac Escalade hybrid debuts today ahead of LA Auto Show

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Once again, New York Times columnist Tom Friedman has addressed automotive issues. This time, Friedman weighs-in on the ultra-cheap car being posited for the rapidly-growing Indian market. The gist of Friedman’s proposal: tax the stuffing out of the cheap car and put the money into mass-transit. Like most of Friedman’s auto-related rants, this one combines a handful of valid points, a couple of keen observations, a soupcon of knee-jerk utopianism and enough muddled thinking to make it impossible to support his views.

Like most Western intellectuals familiar with (if not actual users of) their home town public transportation systems, Friedman believes government has a right (if not an obligation) to manipulate urban transportation patterns for its citizen’s well-being. If these pro-mass transit thinkers harbored any doubts about the costs or consequences of this intercession, the prospect of automotive pollution and global warming removed them. 

And so the New York Times scribe surveys India’s chaotic conurbations, imagines adding millions of private vehicles, and concludes that the Indian government should heavily tax cars to prevent this eventuality.

Never mind that taxing cars beyond the reach of the middle class is a fundamentally elitist proposition, reserving personal transportation for the small percentage of India’s “haves.” Preventing India’s urban areas from generating even MORE pollution serves the greater good. Besides, Friedman says that the money will (should?) get plowed back into mass transit, which is better for the middle class– and everyone else– than owning a car. 

Have a look at the picture. Why would any member of India’s middle class want to spend their hard-earned money on a car for commuting? Immobility would limit their ability to earn enough money to pay for the car. So unless a car aids an Indian consumer’s ability to commute, they won’t buy it for that purpose. In other words, congestion creates a natural limit to car ownership. An extra tax is both discriminatory and unnecessary.

Of course, Friedman is presuming that cars = commuting. Given gridlock, perhaps Indians will buy the new, cheaper car for something other than slogging back and forth to employment: commerce, shopping, trips to distant relatives, etc. For these tasks, mass transit is not the ideal solution. If mass transit WAS the answer, people wouldn’t buy a car. This is especially true at the economic margins, where India’s new, inexpensive car will find favor. Would Friedman discourage these sorts of trips for the greater good? Apparently so.

Whether or not you agree with that consequence of Friedman’s call for draconian private automobile taxation, Friedman’s argument fails to consider a key reason why a middle class Indian WOULD opt for a cheap car over mass transit (gridlock be damned).

To assure sufficient rider volumes and maintain political equilibrium, India’s mass transit network is widely affordable. Over six million commuters use the Mumbai Suburban Railway every day; it has the highest passenger density in the world. In a country with an entire class of people called “untouchables,” middle class Indians who have the means to buy the new inexpensive car do not now, nor will they ever, prefer to share mass-transit with tens of thousands of less fortunate souls.

It's not PC to say it, but Friedman’s plan for more Indian mass transit wouldn't keep India’s middle class off the roads. Increasing mass transit will simply increase the number of less wealthy people flooding into urban centers– exponentially. The consequences of this increase are unknown, but given that there are many types of pollution (including human waste), it’s entirely possible that a larger mass transportation system may not be in the environment’s best interest.  

It may pain a writer living in a "first world" country to admit it, but environmental concerns must be always be balanced against economic prosperity– if only because most citizens value the latter more than the former (sorry, that’s the way it is). In that sense it’s worth asking if traffic congestion actually HELPS India. The more urban congestion, the more business and people move away to outlying areas, where prices are cheaper and transportation more efficient. If it works for Atlanta, Houston, LA, London, Paris and Moscow, why wouldn’t– doesn’t it work in India?

Anyway, the whole frame of reference for this debate is seriously off-kilter.

Intellectuals who learned their history in the big city tend to forget that inexpensive personal transportation has the greatest impact outside urban areas. Out past city limits, cars open up an entire world of possibilities and, thus, raise the quality of life. For America’s vast rural population, Henry Ford’s Model T created new economic markets for labor and goods, fostered social mobility, improved public health and increased genetic diversity. By shrinking distances, a cheap Indian car would liberate time that the rural poor could use for more efficient economic endeavor and/or education. 

Any government looking to improve the well-being of its citizenry should think long and hard about raising the “floor” to automobile ownership. As should Tom Friedman.

[You can read Mr. Friedman's column here.] 

Source: Why NYT Scribe Tom Friedman is Wrong. Again.

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Mercury premiered a new high-end trim called “VOGA” at the South Florida International Auto Show in Miami. The fashion-inspired trim will debut on the 2008 Mercury Mariner but it will be available shortly on most Mercury models. The VOGA trim came to life last year in the form of the Mercury Milan VOGA concept revealed during Miami Fashion Week in 2006.

In the Mariner “VOGA” translates into green metallic paintwork, special chrome detailing and unique badges along with a set of new 17’’ alloy rims. Inside the Mariner VOGA features a two-tone interior with VOGA-embroidered Cashmere leather seats trimmed with contrast “ash” stitching, charcoal black floor mats embroidered with the VOGA label and silver-green metallic detailing on the instrument panel, center console and door switch plates as well. -Details and pics after the jump

PRESS RELEASE: 2008 Mercury Mariner VOGA

Already known for its distinctive flair and good looks, the stylish Mercury Mariner has been customized to create the VOGA edition.

At first glance, the Mariner VOGA catches looks with Moss Green metallic paint, special chrome brightwork highlighting the grille, rear fascia trim and unique VOGA badging. The additional brightwork matched with the 17-inch VOGA-capped chrome wheels lends this fashionable vehicle a sporty appearance, making the Mariner VOGA appear ready to hit the scene.

“VOGA is about making a fashion statement each time you go for drive,” says Chief Designer Camilo Pardo. “I’m really excited to bring the concept of VOGA to reality across the Mercury line-up. It’s my passion to design vehicles that emotionally connect with customers – that ‘gotta-have-it’ appeal is what fashion is all about.”

The Mariner VOGA’s distinctive style carries through to the interior, as well. A charcoal black environment surrounds the plush, unique VOGA-embroidered Cashmere leather seats, which are trimmed with contrast Ash stitching to match the exterior color. Charcoal black floor mats are embroidered with the VOGA label, reinforcing the personalized feel.

The focal point of the interior is the striking Tarragon metallic instrument panel covered in a unique paint. The subtle silver-green metallic spans across the center console and door switch plates as well. All of these extra touches provide Mercury customers with the look and feel of a personalized vehicle customized to suit their tastes.

“Customers definitely care about choice and personalization – from their MP3 player case to their cell phone ring tone – that’s why Mercury strikes a chord with savvy individualists who aren’t looking for the run-of-the-mill products,” says Peterson.

The Mariner VOGA will include the same great host of features as the Mariner Premier edition, offering one of the most advanced safety packages in the compact SUV segment with standard side curtain air bags and AdvanceTrac® with RSC®. It also delivers fuel economy up to 24 miles per gallon.

Customers will be able to show-off their sense of style with the new Mercury Mariner VOGA beginning early 2008 when vehicles hit dealer showrooms. Mariner VOGA will join the Mercury Mariner and Mariner Hybrid produced at Ford’s Kansas City Assembly Plant in Claycomo, Mo

Source: Mercury Launches Fashion-Inspired “VOGA” Trim

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Simona Alina
Filed in: Mercedes | Station-Wagon / Estate | Mercedes E-Class | diesel cars

In the E-Class too, Mercedes-Benz is now presenting the world’s first petrol engine with spray-guided direct injection. A favourable fuel consumption and powerful performance characteristics are by no means contradictory for this direct-injection petrol engine from Mercedes-Benz. On the contrary, with an output of 215 kW/292 hp the six-cylinder unit delivers 15 kW/20 hp more than the V6 with conventional injection technology, as well as four percent more torque.

At the same time, compared to the highly efficient V6 petrol engine with port injection and fully variable valve control, Mercedes-Benz has achieved a further fuel saving of around ten percent according to NEDC. The E 350 CGI consumes 8.7 to 9.2 litres (Estate: 8.9 – 9.4 litres) per 100 kilometres. This means that for all its outstanding economy, the V6 engine delivers a superior driving experience which is unprecedented in the six-cylinder class: the E 350 CGI takes only 6.8 seconds (Estate: 7.0 seconds) to accelerate from zero to 100 km/h, and is capable of a top speed of 250 km/h (electronically limited).
Key figures for the new CGI engine at a glance:

• Displacement 3498 cc, compression ratio 12.2 : 1
• Output 215 kW/292 hp at 6400 rpm
• Maximum torque 365 newton metres at 3000 to 5100 rpm

The trailblazing injection system, with which the Stuttgartbrand is once again asserting its role as a technological trendsetter, ensures far superior fuel utilisation and therefore a higher thermodynamic efficiency than the previous, wall-guided direct injection. The new Mercedes engine consumes the fuel almost completely, which also means fewer emissions. The result is a superior driving experience with outstanding economy. This new concept will provide the basis for future engine developments in this performance class.

Trailblazing technology: fast and highly precise piezo-electric injectors

The key components of this innovative, spray-guided direct petrol injection system are fast, highly precise piezo-electric injectors. Their invention has given rise to practically every advance in spray-guided combustion technology.

The developers of the direct petrol injection unit have made even greater use of the positive attributes of piezo-ceramics for the CGI engine, namely high performance and speed. In contrast to a diesel injector, where the actuator only operates a valve, the piezo-module of the petrol unit controls the needle directly. The piezo-stroke is therefore directly translated into a needle stroke, thereby determining the valve flow. This direct operation allows intermediate stroke settings, and charge adjustment at the piezo-actuator also ensures a constant fuel flow throughout the operating period. Thanks to its extremely uniform stroke characteristics, piezo-technology also produces a highly reproducible spray formation a major precondition for effective control of the combustion process.

Always a uniform, perfectly formed jet of fuel

The developers of the new direct petrol injection engine devoted painstaking attention to the shape of the fuel jet. This was perfected using an innovative nozzle tip which opens outwards during each injection cycle, allowing the fuel through an annular aperture measuring only a few micrometres. The spray is formed by the contours of the aperture and the nozzle. The result is a uniform, hollow-based cone of fuel under all operating conditions, which also retains its shape when the electronic engine management system alters the angle of the intake camshafts or the length of the intake ducts when high performance is required.

The mixture formation itself is just as important. A swirl effect at the edges and within the cone of fuel sucks air particles into the fuel jet, ensuring a fuel/air mixture with optimal ignition characteristics.

Thanks to response times measuring fractions of a millisecond, the piezo-electric injectors also allow the multiple injections per power stroke that are necessary for lean-burn operation, and provide an important precondition for the engine’s exemplary fuel consumption with this flexible and highly efficient control of the combustion process. This is because they inject the fuel into the combustion chambers several times in succession during each power stroke, thereby significantly improving the mixture formation and ignition characteristics. Combustion is faster, more uniform and more complete than after single injection - which means that the thermodynamic efficiency of the engine is greatly improved and untreated emissions (hydrocarbons) are reduced by more than half.

Pistons with specially formed crowns optimised in flow simulations assist the injection process by holding the lean mixture together at the ignition point, preventing it from spreading towards the cylinder walls. In this way the piston shape makes a further contribution to almost complete fuel combustion, and therefore the favourable fuel consumption and emission levels of the direct-injection petrol engine.

High-pressure fuel injection

The high injection pressure of 200 bar also plays an important part in the constant stability of the fuel jet. To achieve this, the injection system of the new Mercedes V6 engine is similar to that of a modern diesel engine with common-rail technology. Its centrepiece is a newly developed high-pressure pump, which distributes the fuel to the two stainless steel rails on the cylinder banks as required. The piezo-electric injectors are mounted on these.

This system exceeds the fuel injection pressure of a conventional port injection system by around 50 times. The pump delivers fuel to the rails during every other injection cycle, building up maximum pressure. As the fuel is delivered in this way, there is a slight, cyclical fall in pressure during every other injection cycle, however the mean pressure for all the injectors remains around 200 bar. A volume control valve ensures that only the fuel quantity required for the engine’s current operating point is delivered, which reduces the output demanded of the high-pressure pump as required.

Surplus fuel flows back via a water heat-exchanger and mixes with the fuel flowing from the tank of the E 350 CGI. The low-temperature water circuit of the injection system also cools the electronic control unit of the direct-injection petrol engine, which manages all the operating processes of the V6.

Spark plugs perfectly placed at the edge of the fuel/air mixture

Finding the right location for the spark plugs was another challenge which required sophisticated flow calculations and tests. To ensure that the ignition spark performs rapidly and reliably, the spark plug must reach the fuel/air mix but have no direct contact with the liquid fuel, otherwise carbon deposits will build up over time.

To meet both requirements, the piezo-electric injector of the CGI engine projects into the middle of the combustion chamber, i.e. roughly in the position occupied by the spark plug in a port injection engine. The spark plug has been moved closer to the exhaust valves, where it can reach and ignite the combustible mixture at the edge of the swirling fuel/air cone. A cross-flow cooling system in the cylinder head ensures that the spark plugs and injectors always operate within the best possible temperature range.

Stratified charging even at higher loads and engine speeds

The exemplary fuel economy of the direct-injection petrol engine is in large part due to the use of stratified charging. This means that the engine operates with a high compression ratio and a very lean mixture, and therefore very economically. The fuel is injected into the air compressed by the piston at a relatively late stage.

Thanks to multiple injection, this "lean-burn" operation of the CGI engine from Mercedes-Benz has also become possible at higher engine speeds and under higher load conditions: during each power stroke the combustion chambers are supplied with fuel several times in succession within fractions of a second, significantly improving mixture formation, combustion and fuel consumption. The advantages of stratified charging could previously only be exploited under low partial load conditions, but the V6 unit in the new E 350 CGI still operates in "lean" mode at speeds in excess of 120 km/h, only switching to so-called homogeneous mode with a fuel/air ratio of 1:14.6 (lambda = 1) at a later stage. With an anticipatory style of driving and at a roughly constant speed, the CGI engine of the E 350 CGI betters the fuel consumption of the six-cylinder engine with conventional injection technology by up to 1 litre per 100 kilometres on country roads and motorways. This corresponds to a fuel saving of up to ten percent.

Dual effect: low untreated emissions and high exhaust temperatures

The combustion process developed by Mercedes engineers, with several injection pulses in rapid succession per power stroke, also benefits the smooth running characteristics and exhaust emissions of the V6 engine. Measurements have shown that untreated emissions (hydrocarbons) are reduced by more than half during the warm-up phase. Precisely controlled injection and combustion also allows higher temperatures to be achieved in the exhaust manifold, which ensures that the catalytic converters reach their best operating temperature more rapidly. The direct-injection petrol engine reaches an exhaust temperature of more than 700 degrees Celsius just eleven seconds after a cold start. Exhaust gas aftertreatment is by two close-coupled, closed-loop catalytic converters with linear lambda control which comes into operation immediately after cold-starting.

Mercedes-Benz reduces nitrogen oxide emissions in two ways: with an electrically controlled, cooled, twin-pipe exhaust gas recirculation system, which returns up to 40 percent of the exhaust gases to the cylinders depending on the engine’s operating point, and by two underbody Nox storage-type catalytic converters. During lean-burn operation these converters absorb the nitrogen oxides and release them during brief regeneration phases, so that these pollutants react with the other exhaust gas constituents to produce harmless nitrogen. Sensors located upstream and downstream of the catalytic converters monitor their operation.

Otherwise the new CGI engine is equipped with the same, unique high-tech package as its opposite number with conventional petrol injection. This includes four-valve technology, variable camshaft adjustment for the intake and exhaust sides, a two-stage intake duct, a balancer shaft and intelligent heat management with a logic-controlled thermostat. The crankcase and cylinder head of the six-cylinder unit are made of aluminium, while the cylinders feature liners in low-friction, dimensionally stable and lightweight aluminium-silicon technology. All the fuel supply components of the CGI engine are of stainless steel or brass; the rails on the two banks of cylinders and the housing of the high-pressure pump are of forged stainless steel.

The new E 350 CGI operates on sulphur-free premium petrol, and has the potential to meet future exhaust emission standards thanks to its state-of-the-art technology.

Source: Internal

Source: Mercedes E 350 CGI

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Simona Alina
Filed in: | classic cars | roadster | car tuning

The design of the HB Special is derived from the style of the Barchetta racing cars that reigned at races such as the Mille Miglia, Targa Florio and Le Mans in the mid 1950s. Cars like the Aston Martin DBR1, the Maserati 300 S or the Ferrari 412 S have definitely influenced the overall look and feel.

The HB Special provides an experience that rivals a classic racing car. Noise, vibrations, road handling require technique and mastery to handle. It is a car that is faithful to the original spirit of a classic racing car but does not aspire to be an identical copy.

Source: Internal

Source: 2008 Huet Brothers HB Special

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Anthony Kodack
Filed in: BMW

BMW Motorrad is getting serious. At the Milan motorcycle trade show EICMA in connection with the world premiere of the sports enduro G 450 X, BMW Motorrad Executive Vice President Development and Model Lines Peter Müller announced the official entry of BMW Motorrad in the World Enduro Championship 2008.

Tested and further developed during the 2007 season in a number of race entries, the sports enduro will face up fully to the powerful international competition for the first time in 2008 in two well-known racing series.

Under the management of Racing Director Berti Hauser, the Team BMW Motorrad Motorsport team will be battling for points in the World Enduro Championship (WEC). The services of the following riders have been acquired for this purpose: Anders Eriksson (SWE), seven times World Enduro Championship winner, Jeff Goblet (BEL), three times Belgian Enduro Championship winner and youngster Bert Meyer (GER), winner of the Cross Country Championship in 2006 and 2007.

The latter has also blocked a number of other weekends in his 2008 calendar: he will be taking part in all races of the German Cross Country Championship in the same team with cross country specialist Simo Kirssi (FIN).

The aim here is to combine the experience of die-hard experts with the youngster’s hunger for success so as to achieve outstanding results through team work.

Anders Eriksson:
"For me this is like a second start in my racing career. The team already demonstrated great professionalism this year. I have now tested the BMW 450 and I am really enthusiastic. I feel highly motivated and of course I am out to achieve good results to show the bike’s potential - as well as demonstrating what an experienced warhorse like myself is capable of."

Jeff Goblet:
"When I first received the offer from BMW, I was a little unsure at first. Finally, Joel Smets encouraged me to take a closer look at the whole thing. I didn’t know the team or the vehicle. Initial contacts with the team immediately gave me the impression of a well thought out structure and a pleasant atmosphere. Then I was able to test the BMW 450 and it was immediately clear that this was the right challenge for me. I’m glad to be part of the team and am highly motivated."

Bert Meyer:
"It’s great for me to be able to be part of the factory team at my age. I followed the BMW 450 in the GCC this year. In the European final of the XCC the motorcycle really showed its winning potential. It’s a big challenge for me, of course, but I sense that the team is really friendly yet highly professional. Now it’s up to me to live up to the trust that has been placed in me."

Simo Kirssi:
"The season was hard for me as a racer as I wasn’t able to let loose as usual, but I knew exactly what my job was and I was happy to do it. With my test runs and race entries I had to help advance the development of the bike. At the end of it all we were able to show was what the machine is capable of. I have a clear goal for 2008: I want to go full out to win the GCC - I will give everything I have and fight to the last. It won’t be easy, but I have great trust in the team and the bike."

Bmw Motorrad Motorsport team

World Enduro Championship WEC 2008 dates:

• 15th/16th March Sweden (Ostersund)
• 29th/30th March Portugal (Vale de Cambra)
• 5th/6th April Spain (Sitges)
• 14th/15th June Poland (Kwidzyn)
• 19th/20th July Wales / UK ( Llanidloes)
• 26th/27th July France (Uzerche)
• 27th/28th September Italy (Piediluco)
• 11th/12th October France (Alès)

 

German Cross Country Championship 2008 dates:

• 12th/13th April Tollwitz
• 24th /25th May Walldorf
• 28th /29th June Mernes
• 19th /20th July Goldbach
• 9th/10th August Mühlhausen
• 20th/21st September Schweinfurt
• 3rd/4th October Schefflenz

Source: Internal

Source: Full enduro agenda for the Bmw Motorrad Motorsport team

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Sam Abuelsamid
Hybrids/Alternative, Green, Crossovers/CUVs, Mercury

Over the past two years, the Ford Escape Hybrid has demonstrated its robustness as a taxi in New York City and other major metropolitan areas. Meanwhile, hybrids like the Toyota Prius have become increasingly popular among limousine services catering to companies that want to demonstrate their green credentials. Now Ford wants a piece of that action too, and it’s using the Escape Hybrid’s stablemate, the Mercury Mariner Hybrid, to get it. Ford is now offering a hybrid livery package on the Mariner Hybrid that it hopes will make the green conscious CUV more appealing to care-for-hire services. Curiously, however, the press release after the jump makes no mention of what differentiates a Mariner Hybrid with the hybrid livery package from the standard vehicle. The only difference between the two appears to be the buyer.

It definitely seems like Ford is trying to get taxi services to replace their Crown Vics with the Escape Hybrid and limo/car-for-hire services to replace their Lincoln Town Cars with the slightly more luxurious Mercury Mariner Hybrid. More power to ‘em we suppose, but in both cases the person being chauffeured is giving up a lot of legroom. Nevertheless, the Mariner should be a popular choice in the car-for-hire business thanks to its larger passenger and cargo volume compared to the Toyota Prius.

[Source: Ford]

PRESS RELEASE:

FORD INTRODUCES FIRST HYBRID LIVERY PACKAGE

Ford Motor Company is promoting its luxuriously equipped, fuel-sipping Mercury Mariner Hybrid as an eco-friendly alternative to stretch limos at a time when the Ford is the first automaker to introduce a hybrid livery package, which demonstrates the company’s commitment and innovation to the limo/livery industry, said Doug Walczak, Ford North American Fleet limousine and livery manager.

“There has been demand for a hybrid livery vehicle for some time,” said Walczak. “More and more livery clients are asking operators for environmentally friendly options. In turn, the operators are coming to us for a solution.”

Ford is offering the Mariner Hybrid with a luxury package as an alternative to its Lincoln Town Car, which is the premier choice of luxury sedans in the limo/livery industry and accounts for more than 80 percent of the market share. Walczak said that the small SUV is getting serious consideration.

“The Mariner Hybrid addresses a market need,” said Walczak. “Compared to the other hybrids, the Mariner Hybrid is roomier and has more cargo capacity than the Toyota Prius and is much less expensive than Lexus hybrids.”

The Environmental Protection Agency rates Mariner Hybrid at 34 mpg in city driving and 30 on the highway. By comparison, the fuel economy of larger livery vehicles is often less than half or even a third of the Mariner.

The Mariner Hybrid turned a lot of heads at the recent Limo and Limousine & Chauffeured Transportation (LCT) Eastern Conference and New England Livery Association trade show and convention in Connecticut. In fact, Mark Shpilner, owner of Limousine 18 in Boston recently took delivery of his first Mariner Hybrid from the Lincoln-Mercury dealership in nearby Acton, Mass.

“I sold a 2003 Chevy Suburban and decided to try a Mariner,” Shpilner said. “We’re going to put it out there (as an option for our customers), and see what happens.”

According to the National Limousine Association, the growing limo/livery industry has nearly 9,500 companies nationwide, operating approximately 131,600 vehicles from sedans to super-stretch SUVs and tour buses, and serving 1.38 billion passengers annually. There are an estimated additional 2,500 limo/livery operators around the world. The annual gross revenue for operators in the United States is $2.4 billion and the industry’s suppliers (i.e., vehicle modifiers) rack up $2 billion in annual sales.

The use of hybrids and alternative fuel vehicles is seen as a growing trend.

“A lot of operators are really interested in it, but a lot are still hesitant,” said Camella Lobo of LCT magazine. “A lot of the larger operators that serve corporate clients are driving the trend.”

Johan DeLeeuw, president of Olympus Limousines in Atlanta, said some of his corporate clients require or encourage their use environmentally responsible “green” vehicles. A number of prominent hotels, for example, promote Olympus’ use of flex-fuel vehicles and participation in a carbon offset program as part of the hotels’ earth-friendly operations.

“We also work for big companies like Coca-Cola that require us to have a ‘green’ program in place. Without it, we won’t even get on their property,” DeLeeuw said, adding that he doesn’t see the trend turning around down the road. “Five years from now, if a transportation company doesn’t have a ‘green’ program, it will have a serious problem.”

Olympus is reducing its carbon footprint as a founding member of the Limousine Environmental Action Partnership (LEAP), a consulting firm that assists limo/livery companies to become more sustainable.

“Sustainability is here to stay,” said LEAP founder Patricia Charla, whose background is in corporate travel. “Being ‘green’ is a competitive advantage for corporations today. Limo/livery operators that deliver on their corporate clientele’s demands for environmentally friendly transportation will win more business.”

Source: Ford offering Mercury Mariner Hybrid with livery package

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Frank Filipponio
Tuners, Hatchbacks, MINI

We’ve covered the JCW kits for the new R56 MINI already, but it seems we may have gotten some of the details wrong. According to our pal Gabe over at MotoringFile who knows what he’s talking about concerning all things MINI, the tiniest division of BMW has two different JCW kits in mind for the R56. We already discussed how the US version of the Stage I kit (shown above) is slightly different than the Euro kit because of the already-upgraded exhaust manifold we get in the States, but we’ve also learned that the Stage I that went on sale last month produces 192 HP and a hefty 199 lb-ft of torque. That makes the Stage I about equal to the previous-gen JCW GP edition because of its increased torque. But some people want to see a higher horsepower number as well, and that’s where the Stage II kit comes in.

The Stage II should be able to match the 218 bhp of the JCW GP, as well as adding even more torque to the mix. The Stage II kit includes a larger turbocharger, a new intake and a reprogrammed ECU. MF is also reporting that for the first time ever the new MINI will be wearing multi-piston brake calipers. The Stage II will be sporting 4-piston pots in place of the customary single piston numbers on all other MINIs. While pricing hasn’t been set, MF says the decision has been made to NOT include the JCW Sport Suspension, perhaps because of cost. Unique JCW wheels will also be available for ordering separately when the Stage II kit arrives in the second half of 2008.

[Source: MotoringFile]

Source: The real scoop on the MINI JCW Stage II Cooper S