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Over the last decade, companies have continually claimed to be a few years away from releasing air-powered cars to market. At the head of the pack has been the French company Motor Development International (M.D.I.), which partnered with Indian giant Tata Motors in 2008. Its director, Guy Nègre, however, has a blighted reputation, having claimed to design an F1 engine for a racer that never actually raced.
Recently, the design for a seemingly more credible air engine has surfaced from a duo of mechanical engineering professors in India. The two plan to refit India's scooters with an air-compression motor that is about three-quarters of a foot in diameter. Sonic bloom night beats rar. In the engine's schematics, a tank of compressed air fires into the chambers of a turbine whose axis is set off-center from its housing. The vanes of the turbine extend as they rotate, allowing the chambers to accommodate the volume of air as it expands and contributes to the drive.
The engine can run off the pressure it takes to fill a tire at the gas station (about 60 pounds per square inch). In comparison, the prototype air car at M.D.I. requires 4350 psi in its tanks, which would require stations to outfit new high-tech air pumps—an unlikely transition in a developing country like India.
Bharat Raj Singh and Onkar Singh have spent the last four years developing their prototype. For inspiration, they looked outside their lab windows and found that more than half of the vehicles that crowd India's interminably gridlocked streets are two-wheelers. Singh says he's at the foot of an Indian transportation revolution. 'This is going to cut down about 50 to 60 percent of the CO2 released from tailpipes,' he says, if his plan to sell the engine to two-wheelers across the developing world takes off. But, of course, there are issues.
The design first needs to overcome a number of hurdles. For starters, although the engine can run at the same speed as a gasoline-powered scooter, its twin tanks, welded to the sides of a motorcycle's frame, only provide for reaching about 18 miles before they need more air. Another hitch: the engine puts out 7 lb-ft of torque. Matt hoffman pro bmx 2 pc crack: full version software. 'Think of all those Mickey Mouse movies where the tire goes pssssh and Donald Duck gets shoved across the room,' says Lee Schipper, a project scientist at the Global Metropolitan Studies program at University of California–Berkeley. 'This is like a guy blowing up a balloon—it certainly won't get me up the hills in Berkeley.'
By way of comparison, the $10,000 California-made Zero S Electric Motorcycle puts out 60 lb-ft of torque and is already on sale.
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Beyond these engineering challenges is the fallacy that the air vehicles actually run on air. Companies manufacturing air vehicles usually fail to consider that the energy needed to compress the air into their tanks comes from the electrical grid, Schipper says. 'Everyone considering compressed-air storage for motors overlooks the cost of the compressor and the power plant needed to run the compressor,' Schipper says. 'A compressed-air vehicle is an electric vehicle using compressed air as storage.'
Last year, Schipper co-authored a study showing compressed air's inefficiency: per volume, it contains only 12 percent of the energy in lithium-ion batteries and 1 percent in that of gasoline. Worse: as clean as it sounds environmentally, the air vehicle isn't all that clean—but the emissions come from the power plant instead of the tailpipes.
Because of its poor mileage, air vehicles must constantly return to the air compressor to siphon more energy from the grid. In a country such as India, which runs on coal, that means more coal emissions. Though his study focused on the M.D.I. car, Schipper found that an air vehicle of an equivalent size ultimately releases more than double the CO2 of a gasoline vehicle.
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'He [Singh] is about 50 years too late,' Schipper says. 'Batteries have him beat.'
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