To Fight Pollution, He’s Reinventing The Mongolian Tent

To Fight Pollution, He’s Reinventing The Mongolian Tent

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Odgerel Gamsukh has a started a company to create a green community in the unplanned and polluted sprawl outside of Ulaanbaatar.

Katya Cengel for NPR


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Odgerel Gamsukh has a started a company to create a green community in the unplanned and polluted sprawl outside of Ulaanbaatar.

Katya Cengel for NPR

It takes the taxi driver three tries to find the neighborhood and at least another three wrong turns on narrow unpaved roads before he locates the company’s front gate. Each time he gets turned around the driver reaches for a cell phone. On the other end of the line Odgerel Gamsukh directs the driver to Gamsukh’s garage door business. Neither man seems bothered by the multiple interruptions and resulting delay. Mongolians are used to it taking a little extra time to get around, especially in the ger areas of Ulaanbaatar.

If street addresses mean little in the city center, where residents commonly give directions based on landmarks instead of street names, they mean even less in the surrounding ger areas, named for the circular felt tents in which many residents live. In these neighborhoods, the route that takes you from one place to another is sometimes a grass-covered hill. That is because the government has yet to catch up with the city’s rapid growth. Sixty years ago only 14 percent of Mongolia’s population lived in the capital of Ulaanbaatar, the country’s largest city. Today it is approximately 45 percent, more than one million people. The majority of them, 60 percent, live in ger areas that often lack basic services such as sewer systems, running water and trash collection. The coal that area residents burn to warm their homes is the main cause of winter air pollution that now rivals Beijing’s.

It is out of this unplanned and polluted sprawl that Gamsukh is determined to create a green community. If that sounds difficult, his next goal – honoring Mongolia’s nomadic past while at the same time creating a sedentary community – seems almost impossible. Yet that hasn’t stopped the 34-year-old power plant manager turned architect, just like he didn’t let the frozen ground stop him from attempting to install underground pipes last winter.

It did slow him down, just as a lack of funding slowed construction of his company’s environmentally friendly office and warehouse. It is Gamsukh’s doggedness that others working in the ger areas admire, including Badruun Gardi, whose non-profit social enterprise, GerHub, is also focused on making individual gers and ger neighborhoods more eco-friendly.

Gardi is not an engineer or an architect or even an entrepreneur like Gamsukh. He studied cultural psychology. Like Gamsukh, he is in his 30s and is working in the same district, Songino Khairkhan. He was drawn to the ger areas because of the extreme pollution and a need for a solution. Gamsukh grew up in the ger area where he built the company office and remembers how empty it used to be, a natural playground where he could catch grasshoppers. In time more and more immigrants came, each claiming a little more of the land for their families until the open area was divided into small plots of land marked by large fences. Under Mongolian law, every Mongolian is entitled to a free plot of land, making it hard for the government to control growth.

Blame The Mountains, The Valley — And Coal

In December 2016, Ulaanbaatar experienced pollution levels five times higher than in Beijing, sparking a public outcry. Despite a new national program aimed at reducing air pollution, the situation has not markedly improved. Heavy coal burning combined with unfortunate geography – a valley surrounded by mountains – have helped the city become one of the world’s most heavily polluted. According to a 2011 study published in Air Quality, Atmosphere and Health by Ryan Allen, an assistant environmental health professor with Canada’s Simon Fraser University, one in ten deaths in the capital can be attributed to air pollution.

Those most affected are children whose immune systems and lungs are not fully developed. Fine particulate matter — PM 2.5 — increases the risk of respiratory infection in children. In Ulaanbaatar PM 2.5 is usually six to seven times the World Health Organization allowance, but can be as much as 25 times higher. One of the leading causes of death for children under 5 here is acute lower respiratory infection, accounting for 15 percent of under 5 childhood mortality cases under age 5.

On January 30, PM 2.5 levels of 3,320 micrograms per cubic meter were reported in the capital, 133 times above WHO recommendations, according to UNICEF Mongolia. A joint report by UNICEF and the Mongolian National Center for Public Health titled “Mongolia’s air pollution crisis: A call to action to protect children’s health” warns that the financial cost of treating air pollution related diseases in children will increase by 33 percent by 2025 if levels do not decrease.

Gardi does not have biological children of his own, but he worries about his two young nieces. “It’s so heartbreaking to see” the physical effects of air pollution on children, he says. “So I think everyone has to be trying to do something.”

“He’s also kind of trying to inspire people,” says Gardi. “To show what the possibilities are.”

Gamsukh’s designs are displayed on his desk.

Katya Cengel for NPR


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Gamsukh’s designs are displayed on his desk.

Katya Cengel for NPR

In Gamsukh’s office those possibilities seem endless. Books, papers and sketches cover a desk and table. Dressed in jeans and a t-shirt, Gamsukh, whose dark hair has a slight orange tint, comes off as artistic. But the sketches he produces are not dreamy musings. They are technical drawings supported by mathematical calculations. They are solid, like the sturdily built Gamsukh. Many are already being implemented, including a partially completed passive solar heated immobile ger that adds windows, insulation and solar collectors to the traditional model. Passive solar heating design uses windows, walls and floors to collect, store and distribute heat in the winter and reject it in the summer. Designs vary depending on the climate in which they are built, but shade can be used to block the sun in summer without taking away from warmth in winter because the sun is higher in summer.

When it is finished, Gamsukh plans to call it home. He is also testing another modified ger that uses solar power and those underground pipes he tried to dig in winter for heat.

The only project he has not yet attempted to take beyond the drawing board stage is the neighborhood kindergarten. Like other government-provided services, schools are in short supply in ger areas. The design itself is modeled after his company office – his first experiment in sustainable architecture. His inspiration was Earthship, a passive solar house first constructed in New Mexico in the 1970s made of natural and upcycled materials by pioneering architect Michael Reynolds. Gamsukh thought the model would work well in ger areas because it didn’t require a lot of infrastructure or outside building materials.

“You can just build wherever you are, like the earth you’re sitting on,” says Gamsukh.

Old Tires Aren’t Cheap — But Dirt Is

Odgerel Gamsukh has constructed a greenhouse as part of his company’s environmentally friendly building.

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Odgerel Gamsukh has constructed a greenhouse as part of his company’s environmentally friendly building.

Katya Cengel for NPR

And that is pretty much what he did when he began constructing his office in 2013. Of course, his Mongolian model had a few alterations. Old tires, the material used for exterior walls in original models, are not cheap in Mongolia, so he went with something that was – dirt. Gamsukh points to the inside wall of the office’s main room, it is held up by bags of dirt. He moves into the kitchen, pointing out how the ceiling is supported by scaffolding salvaged from a construction site. The strawberries in the sink come from the indoor garden warmed by the south-facing wall made entirely from sheets of salvaged glass.

Because Gamsukh had limited funds ­– the entire project cost five million Tugriks or about $2,000 – he wasn’t able to include as much insulation as he would have liked. As a result the structure is only 70 percent effective at heating itself, which is not enough in an Ulaanbaatar winter when temperatures can fall to 20 below zero Fahrenheit. Gamsukh built a rocket stove, an efficient stove made from found materials that sucks smoke or soot into a burn tunnel where they combust instead of being blown out as they would in a normal fire to make up the difference. He claims the stove is so efficient at burning coal that the end product is not black smoke but a white vapor. Like everything else, he learned about it in a book and through YouTube videos. That is because in Mongolia both the problem, air pollution, and the solution, green building, are relatively new. Although traditional Mongolian culture involved a close relationship with nature, modernization has changed that, says Tungalag Ulambayar, adviser to the Minister of Environment and Tourism.

When nomadic people moved to towns they didn’t question whether the ger, perfect for the uncertainty of the Mongolian plateau, would be suitable for urban areas.

“People think, that’s our home so we can just bring it, settle in,” says Ulambayar.

A 21st-Century Ger

Portable, lightweight, cool in the summer and easily warmed in the winter by burning animal dung, gers are the perfect housing for nomadic herders, explains Gardi of GerHub. In the city though, they become “one of the worst kinds of housing” options. Without access to livestock and their dung, ger inhabitants rely on coal for heating. It is the same fuel they use to heat the simple wood homes that some build to replace their gers. Because Mongolians lack experience building houses, the buildings are poorly insulated and often lack basic infrastructure, says Gardi.

Instead of starting from scratch, Gardi and his team at GerHub struck on the idea of building off what almost every Mongolian already has, a ger. They plan to slowly make them more efficient by plugging each into an assembly that has a lot of the infrastructure that’s missing in the ger district such as a toilet system with gray water recycling, a shower with its own tank and electric heating through a radiator and under floor heating system. Many ger residents can access electricity thanks to a government program that offers free electricity at night to ger area residents in an effort to encourage them to use electricity instead of coal. The plug-in is incremental and affordable, andresidents can customize, choosing the features they want “almost like a Lego,” says Gardi. Over time he expects owners to remove the ger and use the plug-in as the foundation on which they build a house.

Working with Rural Urban Framework at the University of Hong Kong and other partners, GerHub completed a plug-in prototype in the summer of 2017. The cost, $14,000, is too high in a country where the average annual income was $3,550 in 2016, according to the World Bank. Gardi wants to get it down to $8,000, about what he has seen people pay to build simple wood homes in ger areas. GerHub will not be building dozens of plug-ins, instead they want to use the plug-ins to inspire other individuals and groups to continue to experiment with the model and improve on it.

“We’re showing the possibilities,” says Gardi.

Those possibilities don’t end with the plug-in. GerHub is also looking at smaller more affordable fixes like a $20 polycarbonate sheet that can temporarily seal the opening in the top of a ger. The clear seal will allow light in but also keep cold out. Gardi is testing the invention this winter. Even if it fails, Gardi will consider it a success of sorts.

Gamsukh’s company foreman, Chingis sits in his family’s ger with his wife, Suydaa, and son Burkas, 3.

Katya Cengel for NPR


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Gamsukh’s company foreman, Chingis sits in his family’s ger with his wife, Suydaa, and son Burkas, 3.

Katya Cengel for NPR

“I think people just have to try things out,” he says. “So for GerHub, what we do at any given time, we want to have say ten projects going in tandem all with different partners. And nine of them may completely fail.” If one project is successful, that is enough for Gardi.

Everybody’s Coming To Ulaanbaatar

Gamsukh’s company foreman, Chingis, is incorporating a number of heat-saving techniques into the wood home he is building in Songino Khairkhan, including thick insulation and south facing windows. Chingis believes anything that helps reduce the amount of coal burned in winter is worth the effort. Although more coal is burned in the ger areas than in other areas of the city, he still prefers living here.

“I want to build something with my hands. My wife wants to grow vegetables,” he explains. “In city center you can’t do that.”

Gamsukh also sees the freedom and possibility but recognizes that most outsiders view ger areas in a different light.

“Foreign visitors talk about ger district (area) like a ghetto,” he says.

That isn’t what Gamsukh sees. He sees young men, former nomads like Chingis, who moved to Ulaanbaatar after high school in search of a better future. People filled with energy who understand the danger air pollution poses and want to do something to change the way they live.

Climate change is one reason cited for the migration. In recent years, Mongolia’s rate of average temperature increase has been three times higher than the global rate. This dramatic change in temperature has been blamed for an increase in the number of dzuds, extremely cold winters following dry summers that result in the death of a large number of livestock. The dzuds in turn have been cited as one of the driving forces of migration to Ulaanbaatar. The government has tried to prohibit migration to the capital.

Experts like Ulanbayar, with the Ministry of the Environment, believe migration is influenced by a number of factors such as family, education and a general trend toward urbanization. In Ulaanbaatar this urbanization results in ger areas. Although they are often called ger districts, they are in fact neighborhoods or khorros within the city’s nine districts, explains Enkhtungalag “Tunga” of the non-government Ger Community Mapping Center.

“It’s not informal settlement,” says Tunga. “It’s just unplanned settlement.”

Kids boat in the community lake.

Katya Cengel for NPR


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Kids boat in the community lake.

Katya Cengel for NPR

While she hopes the government will eventually service the ger areas, Tunga believes the best solution in the meantime is for residents to be proactive in improving their own living situations. It is the people living in the ger areas after all who know the problems and possible solutions best, she says. People like Ulzii Togtoh who turned a trash-filled crater in the 12th Khorro in Chingeltei District into a scenic lake where people can boat in summer and ice skate in winter.

“Life in the ger area is hard. Starting from the soil there is not much greenery in the ger area,” says Togtoh.

He wanted a place where children could play in the outdoors so he leased the land from the government and invested his own money in cleaning it and building a lake house for the community. Solutions like this are not something the government is in a position to provide at present, says Tunga.

“You can’t really simply expect the government, who’s already in a lot of debt, to be providing infrastructure to ger areas,” she says.

A Shortage Of Kindergartens

Ganbat Badamtsetseg is governor of the 31st Khorro in Songino Khairkhan District where Gamsukh is working. The khorro was founded in 2011 and still doesn’t have a paved road, sewage system, running water or adequate schools. There are 2,000 kindergarten-age children and just one kindergarten originally designed for 50 children, says Badamtsetseg. Her annual budget is whatever she can talk the government into providing. This year she asked for about $8,433,000 to pave a road and build a school and kindergarten.

She received about $8,500. Unlike in the khorro where she last worked, which was composed of apartments and not gers, there are no large businesses in the ger area to help fund improvements. There is also no space. Badamtsetseg unfurls a large map of her khorro pointing out where her 13,000 residents live and the lack of empty space.

“The problem with building a kindergarten and school is the public land,” Badamtceceg says. “There is no land to build it on.”

Like Tunga, her hope for change lies with local residents, people like Gamsukh.

“Right now, since we can’t build a big apartment here and put everyone in it, this passive solar building is our best way to reduce the pollution and give more comfort,” she says.

She credits Gamsukh with being the first person to unite and organize people toward green and sustainable building to reduce air pollution in the 31st Khorro. For the last half decade he has come to almost every khorro meeting to talk about green building. Now, she believes, people are listening. This year ten 31st Khorro families won a government-funding competition for their proposal for an electrical heating system and another 38 families are applying for non-governmental funding for central heating.

In addition to the groups Badamtsetseg mentions, Gamsukh has established his own neighborhood association. He counts several hundred members, 34 of whom pay dues. One of them is a 43- year-old metal worker who goes by the nickname Bilge. When he first moved to the capital, Bilge stood on the side of the road with a sponge and bucket and washed cars. His home was an empty ger. Now he lives in a wooden house, which includes an adjacent metal working workshop. Having his home and business in the same location is one advantage of the ger area, but Bilge wants to see more resources in the 31st Khorro like internet and banks.

“I’m tired of waiting for the government to take action,” says Bilge. “It’s like empowerment, we can make change.”

Like Gamsukh, Bilge is a self-starter. When he wanted to incorporate some of the traditional Mongolian culture into his modern life he found someone to teach him archery and someone else to instruct him in throat singing. He has been known to interrupt conversations to demonstrate his skills in the guttural style of singing.

“As Mongolians we have a lot of great traditions, but under communism it was separated,” says Gamsukh, who is also learning throat singing. “Now our generation is trying to figure out our traditions.”

That is why even though Chingis will soon have a new efficiently heated wood house he will still keep his ger, ensuring the ger areas maintain their name and cultural history without the pollution. Chingis plans to use his ger as a guesthouse and summer play area for his kids so he doesn’t have to “just lay it down”.

“Me and my wife grew up in a ger,” says Chingis. “We want to keep the tradition alive to pass to our children.”

Katya Cengel is the author of the upcoming “Exiled: From the Killing Fields of Cambodia to California and Back.” She reported from Mongolia on a fellowship from the International Reporting Project (IRP). You can find her on twitter @kcengel

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March 4, 2018 at 06:03AM

This Glorious Madman Stuffed A Tesla Drivetrain Into A 1981 Honda Accord

This Glorious Madman Stuffed A Tesla Drivetrain Into A 1981 Honda Accord

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Can your Honda Accord go from 0 to 60 mph in 2.7 seconds? Jim Belosic’s can. Belosic turned a car that he bought as a replica of his high school ride into a rear-wheel-drive Gasser-style electric car using drivetrain bits from a Tesla Model S P85. He calls this roughly 536-horsepower frankencar the Teslonda, and believe it or not, he plans to turn it into a daily driveable car.

The Teslonda in action.

Belosic first became enamored with the idea of an electric car through a friend’s Nissan Leaf, of all things. While he said it was the “least impressive electric you can buy,” he saw great potential there to soup it up. It was quiet, smooth and torquey.

He and his friends have been hot rodding cars for years, wrenching on everything from a Delorean to a steam-powered car. Given the rise of electric cars, they figured that it was time to build an EV so their skills wouldn’t become obsolete. Belosic first thought of picking up a salvage Leaf to tinker with, but found salvaged Tesla parts first, which would give him the power he craved right out of the box.

Jim Already Had The Perfect Car

Belosic bought a salvage 414 kW Tesla Model S P85 motor and inverter from HSR Motors, but then they needed to find a car to swap it into. Fortunately, it was right under his nose: a 1981 Honda Accord.

It was a car Jim had bought because it was exactly like his first car from 1996. The first car—as with many of our first cars—had long been destroyed, so he initially bought this one our of nostalgia. He spent five years looking for one with the exact same trim as his old car: a 1981 Accord in Oslo Ivory paint with a five-speed manual transmission. But he wasn’t driving it much anymore and had considered selling it.

As with any car you love, Jim said, “if they’re sitting a while, it hurts.”

Future-proofing the car—in case conventional gasoline fuel ever goes away—sounded like a much better idea. Better yet, the idea of stuffing a Tesla drivetrain into a tiny, lightweight 1980s sedan would cause people to “lose their frickin’ minds.”

Testing out the new drivetrain before it goes into the car.

Out with the old front end.

Belosic’s Tesla swap shockingly didn’t add a lot of weight to the car. The Accord weighed only 2,350 pounds from the factory, and after the swap—as it sits right now—it was 2,418 lbs. That 2,418 lbs doesn’t include the carpet, which Belosic still needs to reinstall, but does include the backseat and an afghan his grandma knitted for him to cover his original Accord’s backseat, which was in rough shape.

Automakers didn’t think a lot about saving weight in the early 80s, so the components he took out of the Honda were heavier than you might expect. Lighter weight materials like aluminum didn’t become common until later, so the original Californian emissions-choked engine was pretty heavy. The engine, transmission, subframe, rear suspension, gas tank and exhaust of the Honda all had to come out to make way for the swap.

The Honda engine was sold on Facebook, and lives on in an Accord enthusiast’s restoration project. Waste not, etc., you know the drill.

A closer walkaround of the Teslonda’s battery pack and how it all fit into the car.

Putting It All Together

While the Teslonda’s main parts came from the Model S, other parts were often bought based on what fit in a given space and still work with the car. They didn’t plan this build so much as put things together and see what fits. Belosic’s final build sheet has a hilarious variety of donor vehicles as a result.

The heaviest parts went in first. The new motor, inverter and subframe were all from a Model S P85, weighing 528 lbs on their own. A 436-pound battery pack from a Chevrolet Volt went in the engine bay. The battery pack was shipped in from a salvage yard in Texas, and was chosen because it would fit the space relatively well and provide the car with adequate power for what they wanted to do.

What’s fascinating is that the motor isn’t really what determines the horsepower of an EV—the inverter and battery pack do. Any contacts, fuses and cables needed to be rated appropriately for that system. They quickly learned this when the factory fuse for the Chevy Volt battery pack blew, as it was only rated for 300 amps.

As this was his first EV build, Jim limited the output of his electrical system to 1,200 amps and 400 volts out of safety concerns. Whenever he tried adding more power, there would be spikes of power upon launching the car.

Space had to be cut into the floor to accommodate the Volt battery pack.

The addition of these items didn’t all fit neatly under the Honda at its stock ride height—they added about six inches of height in the front. Gasser-style drag builds from the 1960s inspired Jim to leave his Honda riding high. Also, the idea of an electric Gasser—a contradiction in terms if there ever was one—made him chuckle.

So, the rear came up to meet the front. Belosic’s solution was to chop the rear fenders and fit huge, 305/45 R18-size Mickey Thompson ET Street R street-legal drag tires in the back that evened out the height of the car.

Modified front end installed (left) and a detail shot of the magnificent leaf springs as they were being installed (right).
Leaf springs and Wilwoods: why not?

Making the battery pack work for the space was a real challenge as well. The Volt battery pack took up the space where the Accord’s front suspension and steering box would usually go. That was fine because the Model S drivetrain was rear-wheel-drive anyway, thus necessitating a big departure from the Honda’s front-wheel-drive tech. So, Belosic sourced the front steering and suspension parts used on Fords between 1928 and 1941 to make it all fit.

The Ford straight axle and leaf springs took up far less space in the front of the car than the stock Honda parts. The new assembly moved the front suspension further inboard and made the front steering radius a bit tighter. Yet actually turning the car will take some effort. A manual steering box from a Chevrolet Vega was found to mate with the rest of the Teslonda’s front end, and it takes a full five turns to go from lock to lock.

The Accord’s stock rear end: not meaty enough.

The rear-wheel-drive conversion also involved reinforcing the subframe in the back of the car, else the car might fold in on itself. This rear-wheel-drive conversion was the biggest challenge of the build, as Belosic was dealing with a lot of power that was set to be connected to really cheap, thin metal in the back of the Accord. Honda didn’t send any power to the rear wheels, so there wasn’t much reason to reinforce the rear of the car when it was built.

The car certainly has power now. While there’s room in the software to adjust the throttle to different settings, in its current guise, the car is making around 536 horsepower. Torque notoriously hard to measure for electric drivetrains on, say, a conventional dyno, so Belosic simply noted, “It makes all the torque.”

Strengthening the rear was like building an entire second chassis underneath the car, as Jim wanted it to be safe to do excellent wheelies with all that torque. New metal was welded to the chassis to shore it up.

Belosic said that if he builds another Tesla-powered electric conversion, he’ll probably start off with a car that was already rear-wheel-drive to make this part a lot simpler—but still loves the character of this build.

Adding the drivetrain into the newly shored-up Accord was relatively easy in comparison. Parts for EVs are fairly modular. Only four bolts mount the Tesla subframe to the car.

This allowed the Teslonda to be an insanely fast build. Belosic and his friends started researching the car about two weeks before Christmas, and ordered the battery pack and Model S drivetrain parts over Christmas break. They started cutting into the car the first week of January and had it driving by February 7.

From there, the car received a cornucopia of other parts that made it work. The radiator came from a 500-cc Polaris quad, because it was a good cheap aluminum one that would fit. The water pump came from an Audi S4 because it was designed to keep running after the car shut down to better take care of the hot forced induction S4 engine. The rear assembly from the Tesla included the Model S’s Brembo disc brakes, so Wilwood disc brakes were added on the front axle to complete the system.

Last but not least, a charging port was added where the Accord’s fuel filler used to be, under the filler door. This was one of the trickiest parts to source, as it involved using Google Translate to navigate Chinese websites for auto suppliers that made them.

Using a stock unit from another EV would have been extremely difficult to reverse engineer to work with his car, as they all come programmed to work with various cars’ CAN bus systems out the door. So, he bought an un-branded Chinese version called a “TC Charger.” There were no instructions, but they made it work.

Shag-covered seats, now with a little extra battery in between.

It’s Still A Normal Accord Inside

Inside the car, it all looks relatively normal. Jim’s coworker Mike Mathews made a retro-style dashboard for the car using an HSR Motors-supplied CAN bus controller. There, they can get motor temperature, inverter ROM, power, throttle input and other vital car data.

Test footage of the dashboard in action.

From here, Belosic needs to finish out the interior a bit to make it daily driveable. There’s no heater, so he added heated seats. He also has the air conditioner from a Nissan Leaf. It’s down to adding in the little comfort and luxury items like the interior carpet, and making sure the seatbelts and windows work.

When the weather gets warmer, he also wants to do some shakedown wheelies and go test it at a drag strip. He’s not quite sure what the range is just yet as a result, but expects to get 60 to 70 miles out of one charge given the fact that the Volt battery pack gets around 40 to 50 miles per charge in the heavier Volt.

Do Try This At Home

Overall, Belosic said that jumping from tinkering with more conventionally-powered vehicles to electrics was a pretty steep learning curve, but he believes that much of the aversion to tinkering with EVs is probably due to their unfamiliarity. It’s still relatively new technology, and as we get more used to electric cars, they will become less scary to work with.

The battery pack in particular was an item they approached with care. The first couple times they went to attach it, someone else was standing ready with a broom to swat anyone who got shocked and went down. Luckily, Belosic said he only got shocked by the system once, and it really wasn’t that bad.

At the end of the day, his EV build has the same primary issue as any other build in history. “Every time you fix something, there’s a new problem,” Belosic said.

Putting the effort into making his humble Accord utterly insane made Belosic fall in love with it all over again. It went from being just another car where the nostalgia wore off to a creation all his own with the electric conversion.

“Once more car guys experience get to experience what it’s like to drive an electric, they’ll be stoked,” said Belosic.

Even the most hardcore EV-hater would have a hard time saying that this over 500 horsepower build isn’t an improvement over the stock Accord engine, which only made about 40 to 50 horsepower with all the extra California-mandated emissions equipment.

This won’t be his last electric build, either. Next up, he’d like to build a full-size version of an RC10 radio control car. That’s our kind of toy, for sure.

You can see more of the Teslonda build in progress on Belosic’s Instagram here.

We’re featuring the coolest project cars from across the internet on Build of the Week. What insane build have you been wrenching on lately? Drop me a line at stef dot schrader at jalopnik dot com with “Build of the Week” somewhere in the subject line if you’d like to be featured here.

Tech

via Gizmodo http://gizmodo.com

March 3, 2018 at 12:09PM

Mazda rotary engine returning in 2019 as EV range extender, exec says

Mazda rotary engine returning in 2019 as EV range extender, exec says

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It seems that a range-extended Mazda electric car with a rotary engine is for real, and coming sooner than expected. An automotive news outlet from the Netherlands called AutoRAI spoke with Mazda’s European vice president for sales and customer service. He told the outlet that Mazda has an electric car coming In 2019, and it will be available with a rotary engine as a generator.

Among the details about this car and its powertrain, he said it would be similar in size to the Mazda3, and it might even be a crossover. It will also be based on Mazda’s upcoming modular small car platform. The rotary engine will only generate electricity and will only have one rotor. Not only that, it will be mounted horizontally. This is particularly unusual as every rotary Mazda has had the engine mounted upright.

We’ve reached out to Mazda representatives in the U.S. and Europe. An American representative couldn’t comment on what type of range-extender options may be coming in the future. We say this specifically because Mazda has confirmed previously that an EV with an available range extender is coming in 2019. We have not heard back from a European representative at the time of publishing.

Despite this, a return of the rotary as a range extender looks probable. Besides the dates fitting with Mazda’s electric plans, there are other tidbits from the past that support the idea. Mazda has been experimenting with the idea for years, and even created a functioning Mazda2 EV with a rotary range-extender. The company has also filed patents in the U.S. for the setup as recently as last year, and there have been other recent rumors.

Related Video:

Source: AutoRAI

Tech

via Engadget http://www.engadget.com

March 3, 2018 at 10:33AM

Clicker Heroes maker compares new lawsuit from “patent troll” to extortion

Clicker Heroes maker compares new lawsuit from “patent troll” to extortion

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Enlarge /

This is a screen grab from the forthcoming

Clicker Heroes 2

.

Tech

via Ars Technica https://arstechnica.com

March 3, 2018 at 10:44AM

Here’s Why Environmentalists Are Cheering The Latest Burger At Sonic Drive-In

Here’s Why Environmentalists Are Cheering The Latest Burger At Sonic Drive-In

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A classic blended beef-mushroom burger. The idea is that mixing chopped mushrooms into our burgers boosts the umami taste, adds more moisture, and reduces the amount of beef required for a burger. And reducing the need for beef has a big impact on the environment. This type of burger will soon debut on menus at fast-food chain Sonic Drive-In.

The Mushroom Council


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The Mushroom Council

A classic blended beef-mushroom burger. The idea is that mixing chopped mushrooms into our burgers boosts the umami taste, adds more moisture, and reduces the amount of beef required for a burger. And reducing the need for beef has a big impact on the environment. This type of burger will soon debut on menus at fast-food chain Sonic Drive-In.

The Mushroom Council

It’s a long way, metaphorically speaking, from the campus of the Culinary Institute of America in Hyde Park, N.Y., to the Sonic Drive-In burger joints that line America’s highways and small towns, particularly in the South.

Come Monday, though, two new items on Sonic’s menu will make that leap. They’re blended beef-mushroom burgers, a food that the CIA has boosted through its “menus of change” initiative. According to the CIA, this is the kind of menu change that’s “a powerful, and previously underappreciated, way to drive improvements in our health and our planet.”

The idea is that mixing chopped mushrooms into our burgers boosts the umami taste, adds more moisture, and reduces the amount of beef required for a burger. And reducing the need for beef has a big impact on the environment. According to the World Resources Institute, if 30 percent of the beef in every burger in America were replaced by mushrooms, it would reduce greenhouse emissions by the same amount as taking 2.3 million vehicles off of our roads.

Sonic, though, isn’t stressing the saving-the-planet angle. In a press release, the company’s vice president of product innovation and development, Scott Uehlein, said that its new blended cheeseburgers, which contain 25 percent mushrooms, will “deliver the juicy savory deliciousness you expect from a burger in a way that makes you feel like you’re getting away with something.”

The company promises that people eating the burger will get all this flavor but “none of the guilt,” but does not reveal whether the guilt reduction will come from cutting calories or greenhouse gas emissions.

Richard Waite, from the World Resources Institute, is thrilled. “I think it’s great!” he says. WRI has been pushing the blended beef-mushroom burger as a candidate to become one of America’s most-served menu items, which WRI calls “power meals.” According to Waite, the list of the top 20 meals served by food service companies currently contains only one plant-based item, a veggie wrap. The rest are meat-centric, including four versions of the classic hamburger.

Many niche burger makers and school cafeterias have joined the blended burger bandwagon. In the dining rooms of Stanford University, Waite says, it’s the only kind of burger you’ll find. But Sonic’s 3,500 drive-in restaurants represent a huge boost to the concept.

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March 2, 2018 at 04:40PM

Russia’s New Nukes Are Similar to a Risky Project the U.S. Abandoned

Russia’s New Nukes Are Similar to a Risky Project the U.S. Abandoned

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Part of Russian Pres. Vladimir Putin’s state of the nation speech Thursday sounded like something from a 1960s James Bond film. Putin announced his country has developed and recently tested a cruise missile and an underwater drone that are nuclear-powered as well as hypersonic missiles capable of flying at up to 20 times the speed of sound. Putin’s words were punctuated by video and computer graphics the Russian leader used to drive home the point that the weapons would render NATO’s U.S.-led missile defense systems “useless.”


For the West, the prospect of Russia having all three of those new weapons is unsettling to say the least. But the nuclear-powered cruise missile, in particular, harkens back to a weapons system the U.S. Air Force began developing at the height of the cold war and later abandoned. Project Pluto (pdf), an initiative commissioned in 1957, had the goal of developing nuclear-powered engines for use in Supersonic Low-Altitude Missiles (SLAM). The Pentagon tested prototype engines with 500-megawatt reactors at the Department of Energy Nevada Test Site in 1961 and 1964, but soon after had second thoughts about the project.


Scientific American spoke with Edwin Lyman, a senior scientist in the Union of Concerned Scientists’ Global Security Program, about the eerie parallels between Putin’s nuclear-powered missile and Project Pluto—including the Pentagon’s reasons for ending the project, and the lessons about the dangers of nuclear power and weaponry that seem to have been forgotten.


[An edited transcript of the conversation follows.]


In what ways does Putin’s nuclear-powered cruise missile appear similar to Project Pluto?


Project Pluto was going to use a ramjet engine to draw in air at a supersonic speed, use a nuclear reactor to heat the air to get it to expand, and then use that expanded air to generate thrust. So the U.S. did contemplate a similar idea, the advantage being the use of long-lived nuclear fuel to keep the missile airborne for a long time, evade defenses, maneuver extensively and reach its target with a high level of accuracy.


Would the U.S. missile’s nuclear fuel also be part of its payload when striking its target?


Based on the plan for the U.S. program, the missile itself—even before reaching its target—would be a flying death factory [in addition to any nuclear payload that might be attached to the projectile]. The reactor would presumably not have any lead or concrete radiation shielding, because that would have made the missile too heavy. Such an unshielded missile would have generated a very intense flux of neutrons, so simply being in close proximity to it would have been lethal. The missile would have drawn air from the outside, heated it to a very high temperature with direct contact with nuclear fuel and then expelled the air. So fission products and radioactive particles would continuously be expelled into the environment.


How close was the U.S. Air Force to developing a working nuclear-powered missile?


They had a proof-of-principle reactor on the ground, but my impression is that at the time the project was canceled there was probably still a substantial amount of engineering work that needed to be done, not to mention flight testing. Amazingly, the prospect of testing this monster —even during the height of the cold war—was too horrific for the Air Force, which tells you something about the weapon they had in mind.


Was the Air Force concerned about the missile detonating during testing?


No, there were concerns about the hazards of operating this reactor in the first place. A brochure put out by the Nevada National Security Site [in 2013] points out that Pluto would “deafen, flatten and irradiate people along its flight path.” Clearly, in that era the Atomic Energy Commission and the Pentagon had shown themselves not to be overly concerned about civilian safety—they were still doing atmospheric testing of nuclear weapons—so their standards were pretty low for protecting the public. The fact that Pluto was too troubling even for them is a worrisome sign, given that Russia seems to have gone ahead with a similar project.


How long would it have taken Russia to create the weapon Putin described, assuming it is similar to the Project Pluto missile?


This may have been in response to the general deterioration of relations between the U.S. and Russia over the past decade and a half, dating back to the George W. Bush administration’s withdrawal from the Anti-Ballistic Missile Treaty in 2002. The U.S. and NATO’s continued development of ballistic missile defense has clearly been a concern for Russia, even though the U.S. and NATO have insisted those systems are intended for use against rogue states like Iran and North Korea rather than Russia. [Other steps in that direction were] the U.S. continuing to pursue a relatively strong posture in its deterrence strategy as well as the [2018] Nuclear Posture Review released by the Trump administration. Russia must have been working on this for some time if they have a successful system.


How likely is it that Russia has, in fact, developed the system that Putin described?


I can’t really say. I would note there was a Washington Post story today, citing Fox News, that says the Pentagon was aware of a Russian test of a nuclear-powered cruise missile—but the system was still under development and had recently crashed in the Arctic. You would think that a flight test of this type of weapon system couldn’t be concealed—so, someone knows. All I can say is that if it’s real, it’s a development of great concern and would show a level of recklessness in Russian decision-making that even the U.S. wasn’t going to engage in during the cold war.


Are the lessons learned decades ago about the devastation of nuclear weapons being ignored?


One had hoped that the 1950s dream of using nuclear energy to power everything had been put to bed. Putin’s new weapons and NASA’s talk of using nuclear reactors to power spacecraft suggest some of those dreams are being revisited. This Pandora’s box does seem to have been opened again on both sides, and all of the old objections as to why you would not want to put nuclear reactors on high-speed vehicles that you’d launch into space still apply. There seems to be a collective amnesia—policy makers and the public have to relearn lessons learned a long time ago.

Tech

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March 2, 2018 at 06:01AM

Near-Zero-Power Temperature Sensor

Near-Zero-Power Temperature Sensor

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A temperature sensor was developed that runs on 113 picowatts of power — about 10 billion times smaller than a Watt. The technology could enable devices that can be powered by harvesting energy from low-power sources, such as the body or the surrounding environment. Potentially, the system could run for years on a tiny battery.

The near-zero-power temperature sensor is integrated into a chip measuring 0.15 × 0.15 square millimeters in area.

The approach involves minimizing power in two domains: the current source and the conversion of temperature to a digital readout. An ultra-low-power current source was built using gate leakage transistors — transistors in which tiny levels of current leak through the electronic barrier, or the gate. Transistors typically have a gate that can turn the flow of electrons on and off. But as the size of modern transistors continues to shrink, the gate material becomes so thin that it can no longer block electrons from leaking through — a phenomenon known as the quantum tunneling effect. Gate leakage is considered problematic in systems such as microprocessors or precision analog circuits. In the new technology, minuscule levels of electron flow are used to power the circuit.

Using these current sources, a less power-hungry way to digitize temperature was developed. This process normally requires passing current through a resistor — its resistance changes with temperature — then measuring the resulting voltage and converting that voltage to its corresponding temperature using a high-power analog-to-digital converter. Instead of this conventional process, the new system digitizes temperature directly and saves power. The system consists of two ultra-low-power current sources: one that charges a capacitor in a fixed amount of time regardless of temperature, and one that charges at a rate that varies with temperature — slower at lower temperatures, and faster at higher temperatures.

As the temperature changes, the system adapts so the temperature-dependent current source charges in the same amount of time as the fixed current source. A built-in digital feedback loop equalizes the charging times by reconnecting the temperature-dependent current source to a capacitor of a different size. The size of this capacitor is directly proportional to the actual temperature; for example, when the temperature falls, the temperature-dependent current source will charge more slowly, and the feedback loop compensates by switching to a smaller capacitor, which dictates a particular digital readout.

The temperature sensor is integrated into a small chip measuring 0.15 × 0.15 square millimeters in area. It operates at temperatures ranging from –20 to 40 °C. One tradeoff is that the sensor has a response time of approximately one temperature update per second, which is slightly slower than existing temperature sensors. However, this response time is sufficient for devices that operate in the human body, and in other environments where temperatures do not fluctuate rapidly.

For more information, contact David Gibbons at This email address is being protected from spambots. You need JavaScript enabled to view it., 858-534-0175.

Tech

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March 2, 2018 at 01:08AM