The Interwebs have discovered some additional images of the Geneva Motor Show-bound Alfa Romeo Giulietta. Although there is a full-on rear shot, these are more about details and lighting elements than taking the entire car in. The new hatch won’t suffer from any lack of LED’s, with an array of four in the headlights and a basket full of them in the rear taillights and third brake light.

Alfa Romeo Giulietta

Some new images of the Alfa Romeo Giulietta

Some new images of the Alfa Romeo Giulietta

Some new images of the Alfa Romeo Giulietta

Some new images of the Alfa Romeo Giulietta

Some new images of the Alfa Romeo Giulietta

Some new images of the Alfa Romeo Giulietta

Some new images of the Alfa Romeo Giulietta

Some new images of the Alfa Romeo Giulietta

Some new images of the Alfa Romeo Giulietta

Fiat’s aims to sell around 100,000 units per year, and with five engine choices on offer at launch, the company is doing its best not to leave any potential customer out. If we’re lucky, that pool of potential customers will include Americans that aren’t ex-pats… Have a look at what’s coming in the gallery of high-res images below.

Source: http://www.autoblog.com/2009/12/21/more-pics-of-the-alfa-romeo-giulietta-appear/

U.S. Transportation Secretary Ray LaHood today announced a new rule that significantly strengthens protections afforded to consumers by, among other things, establishing a hard time limit after which U.S. airlines must allow passengers to deplane from domestic flights.

“Airline passengers have rights, and these new rules will require airlines to live up to their obligation to treat their customers fairly,” Secretary LaHood said.

The new rule prohibits U.S. airlines operating domestic flights from permitting an aircraft to remain on the tarmac for more than three hours without deplaning passengers, with exceptions allowed only for safety or security or if air traffic control advises the pilot in command that returning to the terminal would disrupt airport operations. U.S. carriers operating international flights departing from or arriving in the United States must specify, in advance, their own time limits for deplaning passengers, with the same exceptions applicable.

Carriers are required to provide adequate food and potable drinking water for passengers within two hours of the aircraft being delayed on the tarmac and to maintain operable lavatories and, if necessary, provide medical attention.

This rule was adopted in response to a series of incidents in which passengers were stranded on the ground aboard aircraft for lengthy periods and also in response to the high incidence of flight delays and other consumer problems. In one of the most recent tarmac delay incidents, the Department fined Continental Airlines, ExpressJet Airlines and Mesaba Airlines a total of $175,000 for their roles in a nearly six-hour ground delay at Rochester, MN.

The rule also:

• Prohibits airlines from scheduling chronically delayed flights, subjecting those who do to DOT enforcement action for unfair and deceptive practices;
• Requires airlines to designate an airline employee to monitor the effects of flight delays and cancellations, respond in a timely and substantive fashion to consumer complaints and provide information to consumers on where to file complaints;
• Requires airlines to display on their website flight delay information for each domestic flight they operate;
• Requires airlines to adopt customer service plans and audit their own compliance with their plans; and
• Prohibits airlines from retroactively applying material changes to their contracts of carriage that could have a negative impact on consumers who already have purchased tickets.

Today’s final rule was adopted following a review of public comments on a proposal issued in November 2008. The Department also plans to begin another rulemaking designed to further strengthen protections for air travelers. Among the areas under consideration are: a requirement that airlines submit to the Department for review and approval their contingency plans for lengthy tarmac delays; reporting of additional tarmac delay data; disclosure of baggage fees; and strengthening requirements that airline ads disclose the full fare consumers must pay for tickets.

The rule goes into effect 120 days after date of publication in the Federal Register. The rule may be obtained on the Internet at www.regulations.gov, docket DOT-OST-2007-0022.

When we get to Geneva next March, eccentric Swiss design house Rinspeed will be showing off a design for a new electric commuter vehicle called the “UC?” The design of the car itself doesn’t appear to be particularly novel with styling that looks like a cross between the Smart ForTwo and Fiat 500 (not to mention the Aston Martin Cygnet from earlier today).

Rinspeed UC? – click above for high-res image gallery

However, Rinspeed is proposing an interesting approach to extending the range of the EV. Because the UC? is only 2.5 meters long, it could theoretically take advantage of the same kind of perpendicular parking that many Smart drivers use. With that in mind, Rinspeed is proposing that railroads build special train cars that would allow the UC? to be driven straight on and off for travel between cities where the 75 mile nominal plug range would make travel impractical. Since most European trains are electric, it’s even conceivable that drivers could plug in their UC? Models during the train trip. Rinspeed hopes to offer up the UC? to outside manufacturers who may want to build it.

Press release

A Clever E-Speedster to Fight Gridlock

Automobile, Train and the Web Form a New Kind of Symbiosis at the Geneva Motor Show 2010 (March 4th – 14th, 2010)

For the first time in its long history of developing groundbreaking concept cars the Swiss automobile and concept powerhouse Rinspeed is creating not just a car but a entire mobility concept. The highly likeable two-seater is powered by an electric motor and is aptly named “UC?”, which stands for “Urban Commuter” or “You see?”. It was designed for possible future series production.

Nomen est omen: The little speedster measures just 2.50 meters in length and is intended to help avoid gridlock in the inner cities. At the same time an advanced railcar loading system will add the option to cover long distances by train, comfortable, without traffic jams and stress-free. The desired mobile carport with integrated battery charging station is conveniently booked via the internet.

Rinspeed UC? – click above for high-res image gallery

Rinspeed boss Frank M. Rinderknecht: “UC? – it’s a new and highly emotional web-based car world that interweaves individual and public transport in an intelligent way. We want to create a community of people who are open for a new definition of mobility.”

The lightweight “lovebug” is operated with a central joystick and delivers 124 Newton meters of torque. It reaches a top speed of 110 km/h and has an operating range of 120 kilometers. But the most important aspect of the vehicle is that there is a good chance that it will be built in series production. The concept is designed be easily adapted and integrated by volume manufacturers. Intensive dialogues at the highest levels are already well underway.

The partners and suppliers in the “UC?” project are:

Absaar GmbH – www.absaar.com

AEZ Leichtmetallräder GmbH – www.aez-wheels.com

AkzoNobel Car Refinishes – www.akzonobel.com

A.T. Kearney Global Management Consultants – www.atkearney.com

Carl F. Bucherer – www.carl-f-bucherer.com

Coop Genossenschaft – www.coop.ch

Die Agentur, Werbeagentur GmbH – www.dieagentur-group.com

J. Eberspächer GmbH & Co. KG – www.eberspaecher.com

Elektrizitätswerke des Kantons Zürich – www.ekz.ch

Esoro AG – www.esoro.ch

Harman/Becker Automotive Systems – www.harmanbecker.com

Li-Tec Battery GmbH – www.li-tec.de

Motorex Bucher Langenthal AG – www.motorex.com

Paravan GmbH – www.paravan.de

Pirelli Tyre (Europe) S.A. Swiss Market – www.pirelli.ch

Rafi GmbH &Co. KG – www.rafi.de

Rehau AG & Co. – www.rehau.com

Sellner GmbH – www.sellner.de

Sibu Design GmbH & CoKG – www.sibu.at

Ticona GmbH – www.ticona.de

VDO – Continental Automotive Switzerland AG – www.continental-corporation.com

Special thanks to:

Xmobil Design + Marketing GmbH – www.xmobil.de

Dominic Wuffli + Cédric Facchin

Forward-Looking Statements – This news release contains forward-looking statements based on current assumptions and forecasts made by the Rinspeed management. Various known and unknown risks, uncertainties and other factors could lead to material differences between the actual future results, financial situation, development or performance of the company and the estimates given here. The company assumes no liability whatsoever to update these forward-looking statements or to conform them to future events or developments.

Source: http://www.autoblog.com/2009/12/16/geneva-preview-rinspeed-to-unveil-the-uc-electric-city-car/

Heated leather seats, a nav system, voice-activated Bluetooth, a moonroof, and XM satellite radio, all on a Honda Civic? Are you kidding?

2010 Honda Civic Sedan

If you’ve known the Civic as a source of inexpensive, economical transportation in the past, it’s easy to think that on first glance at the feature set of our test 2010 Honda Civic EX-L Sedan—and its price tag: $24,515.

2010 Honda Civic Sedan

Although that’s certainly not pricey for a vehicle today (the average price of a new vehicle lands a bit below $30k), the level of equipment is surprising, because—probably like you—I tend to associate the Civic either with frugality and basic transportation, geeky maximum fuel-efficiency (Civic Hybrid) or edgy tuner-style performance (Civic Si).

2010 Honda Civic Sedan

Go for the top-of-the-line EX or EX-L and you’ll end up with a bit of a different experience. For starters, you get the same curvy yet slab-sided exterior and odd dual-tier instrument panel that had shoppers quite polarized on introduction. But it’s accented with a few more soft-touch surfaces, upgraded trims, and perforated leather steering wheel trim. The center console has a padded, sliding armrest, while back-seat passengers get a pull-down armrest with integral cupholders.

2010 Honda Civic Sedan

The EX-L feels completely loaded, with those things aforementioned plus power everything, keyless entry, cruise control, a USB audio interface, nice 16-alloy wheels, and upgraded ventilated disc brakes. All the safety bases are covered, too, with stability control and anti-lock brakes with brake assist part of the package.

2010 Honda Civic Sedan

But while some things are different from the basic, frugal Civic you might remember, other things stay the same. For one, the five-speed automatic transmission in the 2010 Honda Civic is a little lumpy, and its shifts aren’t nearly as decisive and smooth as in some rival vehicles. Drive the Civic a little harder and the powertrain seems to smooth out and hit its stride, with letting the smooth engine rev higher and shifting more confidently. The same goes for downshifts; try to be light on the throttle and downshifts involve a slight lurch; step into it more and the downshift is more decisive. Overall, we love the manual transmission that comes with Civics and would highly recommend it over the auto for anyone who’s ever enjoyed a manual.

2010 Honda Civic Sedan

The overall goodness of the engine is hard not to love. It’s a 1.8-liter in-line four-cylinder, making 140 horsepower and just 128 pound-feet of torque, but it feels like plenty for the under-2,800-pound, front-wheel-drive Civic. An aggressive throttle calibration makes it feel perky off the line, and if you pin your foot to the floor it’ll build power all the way to redline and not disappoint. It doesn’t offer the rush of the Si, but most shoppers will love how the standard Civic’s engine doesn’t become raucous and unrefined when you rev it like so many other engines this size. Overall, the Honda Civic feels very peppy, with quick and precise steering especially in low-speed driving. On the highway the steering felt a little too light on center, leading us to make more small adjustments than we’d like. Push it hard and it feels like a more sophisticated, more expensive car whereas most other budget-priced small sedans start to show ragged edges.

2010 Honda Civic Sedan

The Civic remains one of the most fuel-efficient cars in its class in real-world driving. The EX-L came with EPA ratings of 25 mpg city, 36 highway, and we averaged nearly 29 mpg in a week’s worth city stop-and-go and suburban errand running, with plenty of cold starts. If you’re considering the Civic instead of a mid-size model like the Accord, that’s a full 30 or 40 percent better than the 21 or 22 mpg figures we’ve grown accustomed to seeing in mid-size four-cylinder sedans.

2010 Honda Civic Sedan

There have to be some compromises, right? Well there are. Try to fit adults in the back seat and you’ll notice the most pronounced difference between the Civic, or for that matter some other compact sedans with slightly less rakish rooflines. Even average-height adults will have to tuck their heads around the door line when entering, and taller adults simply won’t have enough headroom. On the plus side, if you do fit, the cushions back there are nicely contoured and there’s decent legroom.

2010 Honda Civic Sedan

In front there are also more than a few disappointments. Ever since this generation of the Honda Civic made its debut, this rather tall driver hasn’t known what to do with his right leg as it rests just beside the hard, sharp handbrake lever. Anyone above six feet tall needs to watch out for this, as it could be a deal-breaker for long trips.

2010 Honda Civic Sedan

Don’t expect anything close to luxury-car comfort in the Civic. The leather is very stiff, almost like vinyl, and the front seat heaters didn’t appreciably heat the backrests, just the lower cushions—which seemed to be the case on both sides. And although there were soft-touch inserts for the doors, the rest of the door panels, center console, and instrument panel was covered in rather hard, thin-feeling gray plastic.

2010 Honda Civic Sedan

The 2010 Civic is near the end of its product cycle, and a few of its tech features proved frustrating. The nav-system’s screen seems a bit dull and lower in resolution to a number of other systems we’ve seen recently in new models, with an odd, unintuitive menu structure and slow response, while this version of Honda’s HandsFreeLink Bluetooth system completely struck out, failing to pair with two different phones we had on hand. The Bluetooth controls can’t be accessed visually through the nav-system screen or the gauge cluster, and there’s no significant instruction on pairing through the owner’s manual or the so-called Technology Reference Guide, and didn’t have a lot of success with it. An audio help menu starts when you hit the talk button, and we managed to pair one of the phones, then were later told the phone wasn’t found, with the system locking up and muting the sound system (requiring us to turn on and off the ignition to again listen to the sound system).

2010 Honda Civic Sedan

The small-car market has changed a lot since the Civic’s last full redesign in 2005 (for 2006). The Civic doesn’t look nearly as cutting-edge in appearance as before, and the competition has heated up with the introduction of excellent, well-equipped and enjoyable offerings like the 2010 Mazda3 and the 2010 Kia Forte. But the Civic’s longstanding reputation for reliability and resale value are hard to overlook and especially in the lower DX and LX trims, the Civic’s level of value is tough to beat.

Source: http://blogs.thecarconnection.com/marty-blog/1040193_driven-2010-honda-civic/page-1

New Rules Support Use of Positive Train Control

Today Transportation Secretary Ray LaHood and Federal Railroad Administrator Joseph Szabo announced proposed rules designed to prevent train collisions through the use of Positive Train Control. The Notice of Proposed Rulemaking (NPRM) prescribes how railroads must use Positive Train Control systems to prevent train-to-train collisions.

PTC technology is capable of automatically controlling train speeds and movements should a locomotive engineer fail to take appropriate action. For example, such technology can force a train to stop before it passes a red signal, thereby averting a potential collision. Other benefits of PTC systems include prevention of over-speed derailments and misaligned switches, as well as unauthorized incursions by a train into work zones.

“These proposed rules give railroads the framework to use this life-saving technology,” said LaHood. “We believe this is an important step toward making freight, intercity and commuter rail lines safer for the benefit of communities across the country.”

Under the Rail Safety Improvement Act of 2008, major freight railroads and intercity and commuter rail operators must submit their plans for PTC to FRA for approval by April, 16, 2010.  PTC systems must be fully in place by the end of 2015.  The proposed rules will specify how the technically complex PTC systems must function and indicate how FRA will assess a railroad’s PTC plan before it can become operational. 

“FRA is setting the bar high in terms of design, construction and oversight of PTC technologies among different railroads,” said FRA Administrator Joe Szabo.  “FRA will continue to advocate for ways to strengthen safety standards in the railroad industry.”

The major freight railroads have reached an agreement for the operation of PTC technology across different rail systems, allowing for industry-wide use.  In addition, FRA is coordinating efforts with the Federal Communications Commission to make a sufficient amount of radio frequency spectrum available, which is essential for PTC technology to function properly.  This development will allow PTC technology to send and receive a constant stream of wireless signals regarding the location and speed of passenger and freight trains moving along rail lines.

Source: Dot.gov

The Mercedes-Benz SLS AMG is an exotic gull-wing supercar, still in the testing stage, that

• packs a 6.3-liter
• V-8 engine
• capable of 570 horsepower
• and consuming some gas, one assumes

Hardly en vogue these days, and that might explain the development of an electric version of the supercar, the SLS AMG with electric drive.

The Mercedes-Benz SLS AMG, introduced this year, is powered by a 6.3-liter V-8 engine, but the company is also envisioning an electric version for the future.

On Thursday, Mercedes issued its 1st news release on its electric SLS AMG, which will be unveiled to the press at the Frankfurt Motor Show in September.

Unlike the electric Tesla Roadster, which is powered by an electric motor at the rear axle, the SLS AMG has 4 electric motors placed near the wheels. Mercedes said the motors aren’t in the wheel hubs, as found in many electric-car concepts. One of the criticisms of in-hub electric motors is the increase in unsprung weight, which encumbers car handling and driving dynamics.

Nevertheless, the SLS AMG electric would be all-wheel drive. The peak output, according to Mercedes, is 392 kW (or the equivalent of 525 horsepower). The protoytpe car (and there is a running prototype, according to Rob Moran, a Mercedes spokesman) uses a 400-volt lithium-ion battery with 48 kWh of energy content. The battery is liquid-cooled and can be recharged under braking.

Mercedes says that acceleration from 0 to 62 miles an hour takes around four seconds, which is similar to the Tesla Roadster (and the gas-engine SLS AMG).

The electric version of the SLS AMG has all the benefits of an electric-car layout (i.e., not having a heavy lump of an engine in the front of the car): low center of gravity, balanced weight distribution.

A diagram of the electric Mercedes-Benz SLS AMG.

Daimler has made several moves recently to show that it is paying more than lip service to its claim that it is exploring alternative energy. In May, Daimler bought a stake in Telsa Motors. At the time, a Daimler board member, Thomas Weber, said “the guys from California also showed us that sporty cars” could be a good target.

The next couple of years will be very busy for BMW as it launches a handful of new models including new versions of current top sellers and some models we have never seen before. The new X1 falls into the latter category and will take the automaker into the compact SUV market currently dominated by the likes of the Honda CR-Vand Toyota RAV4.

The X1 has been conceived with the flexibility to offer traditional RWD and xDrive AWD configurations, as well as a wide variety of gasoline and diesel powertrain choices. While we will be seeing the compact SUV for the first time in the metal at this September’s Frankfurt auto show, the new model is not scheduled to go on sale in the U.S. until 2011.

It’ll be released in Europe this fall, however, where it’ll be offered with a choice of four engines – one gasoline and 3 diesels–and will be available in both RWD and AWD.

Every X1 will also be available with BMW’s EfficientDynamics technology, helping to improve fuel economy and reduce emissions. These will include brake energy regeneration, engine stop-start systems and a gearshift point indicator.

The initial model range will include the 258hp and 228lb-ft of torque xDrive28i 3.0-liter gasoline model, which can accelerate from 0-62mph in 6.8 seconds and reach a top speed of 127mph while returning fuel economy of 25mpg. This will be followed by a 204hp and 295lb-ft of torque xDrive23d, a 177hp and 258lb-ft of torque xDrive20d and sDrive20d, and finally a 143hp and 236lb-ft of torque xDrive18d and sDrive18d.

As for styling, BMW family traits can also be found in the design of the front and rear lights, which resemble those used on the recently revealed 2011 5-series GT and the 2009 7-series sedan, respectively. The shots also confirm that BMW designers have stuck closely to the lines of the Concept X1 showcased at last year’s Paris auto show.

Inside, 5 full-sized seats in an elevated position offer generous space, while the backrest in the rear is also adjustable for angle and folds down in a 40/20/20 split. Luggage compartment capacity may be increased from 14.7 cu ft to a maximum of 47.3 cu ft. An electrically operated Panorama glass roof is also available as an option.

Like the 1-Series BMW sedan, coupe and convertible, the X1 won’t be cheap by the time it comes to America. A base price around $30,000 is likely, as is a fully-loaded price above $40,000.

source: http://blogs.thecarconnection.com/marty-blog/1021905_bmw-x1-confirmed-for-2011-u-s-launch

Washington, DC – U.S. Deputy Secretary of Transportation John Porcari, along with Wisconsin Governor Jim Doyle, broke ground today on the County Trunk Highway G Interchange construction project in Racine County, Wisconsin. The project, which received $19.6 million in American Recovery and Reinvestment Act (ARRA) funds, is currently the largest ARRA-funded project in the state.

“This project is what the American Recovery and Reinvestment Act is all about,”said Deputy Secretary Porcari. “It’s about putting Americans back to work as soon as possible, on projects that make a real difference in the quality of life for the folks who live and work in the area. Working together, we’re going to keep the Wisconsin economy moving, bring relief to middle class families, and improve transportation for the nation.”

“One of the best ways we can position Wisconsin for long-term growth is by investing today in the infrastructure that makes our cities and towns prosperous tomorrow,” said Governor Doyle. “A quality transportation system serves as the foundation of our state’s economy. And good roads are an extremely valuable economic asset that can play a vital role in determining where a business will locate or expand.”

Brandon Nesler, site Foreman on the Highway G project, was laid off from his construction job last year after 16 years of service. After several months of unemployment, Mr. Nesler was hired by Relyco, Inc., to oversee grading work on the recovery project.

“Whenever the government spends money to create work for people that are willing to strap on boots, pack a lunch and go to work, it’s a good thing,”said Mr. Nesler. “We need it; the state needs it; and so do all these men and women.”

source: http://www.dot.gov

Looking to gain an early lead in the emission-free vehicle market, Mitsubishi Motors Corp. Friday launched a compact, 4-door electric car that it will market in Japan to corporate customers starting in late July.

The lithium-ion battery powered i-MiEV, which can travel 160km (kilometers) (99.2 miles) on a single charge, is the 1st step into the eco-friendly car market by the small Tokyo-based auto maker better known for its brawny SUVs like the Pajero.

By bringing its electric car to market this year, Mitsubishi is hoping to gain a lead over Nissan Motor Co., Japan’s 3rd largest auto maker by sales volume, which plans to mass market its own electric vehicle starting in 2010.

But sales volume will be small. Mitsubishi expects to sell 1,400 vehicles in Japan in the fiscal year ending March 2010, raising sales to 5,000 vehicles next fiscal year when it starts individual sales in Japan. Worldwide, Mitsubishi plans to ship i-MiEV in limited quantities to the U.K., New Zealand, Hong Kong and Singapore starting this year. It has also agreed to supply i-MiEVs to PSA Peugeot Citroen SA in late 2010 or early 2011.By 2020, Mitsubishi says its expects electric vehicles will make up 20 percentages of its overall production volume.

For now, Mitsubishi’s ambitions are constrained by its production capacity and by the high cost of electric vehicles. Mitsubishi plans to produce about 2,000 electric cars in the fiscal year ending March 2010, ramping up to 30,000 vehicles by 2013, as its lithium-ion battery production operations are expanded at Lithium Energy Japan, a joint venture run by Mitsubishi, G.S Yuasa Corp. and Mitsubishi Corp. Nissan, which is putting the finishing touches on its own lithium ion battery plant outside Tokyo, plans to roll out 50,000 electric cars in the 1st year of production.

With a 4.59 million yen price tag, i-MiEV may also struggle to find buyers during the worst recession to hit Japan since World War II. Mitsubishi is counting on generous government incentives to stimulate the market for the vehicles. The national government is currently offering subsidies of up to 1.39 million yen on “clean energy” vehicles like i-MiEV. Some local governments are also offering additional subsidies that could bring the price of i-MiEV down to as low as 2.2 million yen.
Still, many auto makers and analysts remain skeptical of the potential for large scale sales of electric cars because of their limited range and the need to build more recharging stations to support them.

The Mitsubishi Motors Corp. i MiEV (Mitsubishi Innovative Electric Vehicle)

Mitsubishi is selling its electric car to corporate customers in Japan first in order to allow more time for local governments and businesses to set up more recharging stations around the country to support electric car drivers.

Mitsubishi, however, is confident that the Japanese government’s commitment to promoting electric vehicles through various incentives will help the market here grow substantially. By 2020, the Japanese government expects next generation eco-cars like electric vehicles, hybrids and plug-in electric vehicles, powered by both batteries and gas, will make up half of all new car sales.

Source: http://online.wsj.com/article/SB124417212155988023.html

The electric sports car is one of the stars of this year’s London Motorexpo.

The electric sports car is one of the stars of this year's London Motorexpo.

It is a shame the Lucy Clayton Finishing School for young ladies are no longer in Knightsbridge. I understand they used to have a wooden door and car seat combo for teaching "the right sort of gel" to origami in and out of low-slung automotive exotica with dignity intact. Opening on June 25, the UK showroom for Tesla’s remarkable all-electric Roadster is right around the corner, and having just crumpled behind the wheel with all the dignity of a pantomime horse toppling into an orchestra pit, I could really use a lesson.

It is entirely apposite that the previous victim of my panzer approach to sports car access should have been an Elise, because Lotus and Tesla have much in common. Wishing to establish a performance DNA for its all-electric power train, Tesla took exactly 8 seconds to recognize that the Elise’s all-aluminums and glass-fibre construction offers just the required lightness to ping the Roadster at the horizon with all the alacrity of a bullet fired from a gun that steadfastly refuses to go “BANG”.

In the engine bay lurks a 248bhp electric motor no larger than the size of a KFC family bucket, 6,831 painstakingly temperature-controlled lithium-ion batteries and an electronic power-management system with the IQ of a small planet. By conventional, internal-combustion standards, this is the world’s simplest power train. Two bearings constitute the sum of motor moving parts subject to wear and tear, there’s only one forward gear and maximum torque of 276lb ft is delivered from a standstill…..

Thus armed, the Tesla will shift silently from 0 to 60mph in 3.9 seconds and on to a governed top speed of about 130mph. Claimed maximum range is some 220 miles, with a full charge taking 16 hours, or 4 if you happen to have a 3-phase generator lying around. The harder you use it, though, the shorter the range.

Flick it into drive; remove foot from brake and the Tesla creeps just like any other automatic. There’s no power assistance to the helm but, to be honest, I never really noticed, not even in Knightsbridge. And the only real difference to driving a standard automatic in town is that you rarely seem to need the brakes. The retarding effect of a motor that serves as a generator to recharge the battery is so strong that for the first few miles I find myself inadvertently stopping well short in traffic, and then driving up to the car in front.
The other difference, of course, is the notable absence of noise – all you can hear is the sound of a very small executive jet taxiing beneath the bodywork. Ironically, however, settled at lorry exhaust height in traffic, there’s so much of a racket going on that the benefits of silence are completely lost?

Tesla Roadster review

Stamp your foot to the floor when pottering at 30mph and the result is little short of astonishing. The Tesla belts away with the seamless surge of a catapult launch, leaving you feeling almost short-changed at the absence of commensurate bellow. The ride is, however, rather more crash-bang than Lotus’s legendary blend of supple, subtle and taut. Maybe it’s the added weight. Despite entirely carbon-fibre couture, the Tesla is a good deal heavier than an Elise and, yes, you certainly do feel the effects of 300 bags of sugar stowed behind your head.

Once you get over having spent £90,000 on a car without an exhaust pipe, the range issue remains a problem. If this is ever to be anything other than a rich man’s toy, it will have to be addressed. Don’t get me wrong: 200 miles allied to this performance is little short of astonishing for an all-electric car, and the average commute won’t constitute a problem. That said, could you commute comfortably in a Lotus?

Fact is, if I wish to coax my popsy any real distance for a filthy weekend, we will be setting out on Wednesday and returning on Tuesday – the frequent overnight stops required for a 16-hour recharge are somewhat more taxing than the Tesla’s toothbrush and squishy grip luggage capacity.

Only 30 per cent of the energy generated by a combustion engine actually drives a car, compared with 85 per cent of that generated by an electric motor, and – assuming a fossil-fuel power station generates your electricity – the Roadster effectively returns CO2 emissions of just 63g/km and an overnight recharge costs less than £5 of cheap-rate electricity, so the Tesla still constitutes a huge step in an interesting direction. Daimler certainly thinks so and, eager to benefit from the unprecedented efficiency of Silicon Valley’s battery- and power-management technology, has recently acquired a 10 per cent stake in the company.

Moreover, with the impending Model S, a four-door saloon with a 300-mile range and a recharging time of as little as 45 minutes, Tesla is quick to point out that, in the context of a clear century of combustion engine development, it isn’t exactly dragging its heels.

Facts: