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Introduction
Ethanol-85 powered cars burst into national and international prominence in 2003 when U.S Congressman Zach Wamp first pumped the new fuel from an alternative fuelling station. It was touted as the best alternative to gasoline and petrol to power cars without causing high emissions of carbon dioxide into the atmosphere, thereby heavily contributing to global warming. But when the initial hype about the possibility of reducing global warming died down, it soon became apparent that the wonder fuel came with a literally heavy price tag – greatly exacerbated fuel bills, ushering in a scenario where saving the planet began to be weighed against paying a lot more for fuel (Ellis).
This led to the spawning of alternative suggestions involving the use of ethanol not by itself by as a combination with other fuels. The suggestions did not consider bio-diesel fuel because car producers do not extend warranty protection in case of utilization of a blend that contains true bio-diesel in excess of 5% in it. For example, Ford allows the use of bio-diesel blend at, but not exceeding 5%, and Volkswagen declared in March 2005 that they endorse the use of biodiesel blends up to the 5% mark (Ellis).
The first suggestion
The first suggestion recommends merging the advantages of diesel and hybrids by coming up with a diesel-fuelled hybrid. There is no doubt that this suggestion constitutes a viable proposition in nations that levy much lesser tax on diesel as compared to gasoline. However, it does not make sense in the majority of other countries where fuel consumption of diesel and gasoline engines are nearly on par with each other (Ellis).
The second suggestion
The second suggestion, which is more practical, envisages a dual strategy. On the one hand it involves the upscale of present hybrid offerings into ‘flexible fuel hybrids.’ On the other hand, it assumes total backing from producers that all new hybrid models will be powered by a mixture of gasoline and E85. It is estimated that such a move on the part of producers would add only around $ 200 to their manufacturing costs. This suggestion is backed by the following argument. Assume a specific figure as the present yearly U.S consumption of gasoline. Take a 25% cut out of it on account of ‘aggressive hybridization’ chiefly in city driving. Take another 25% cut on account of superior aerodynamics and engine downsizing chiefly in freeway driving. Take another cut on account of plug-in electric drives and assume that the nation can go on sourcing at least a quarter of its gasoline internally. The overall result is an ethanol objective of less than 25% of present gasoline consumption to enable the U.S to become ‘gasoline independent’ once more. A recent joint report by the U.S Department of Agriculture and the U.S. Department of Energy declared that this amount of ethanol can be comfortably produced without in any way compromising on the present food production capacity of the country (Ellis).
The second suggestion is further strengthened by the fact that E85 already exists, and U.S Congress, in response to the dangers of global warming, Peak Oil, and Energy Insecurity, has added ethanol pump-priming to the new Energy Policy Act thereby assuring the nation that extra pumps would be rapidly operational. In addition, as cellulosic ethanol would be used, its assurance of a ‘one gets you seven’ ratio is equal to an almost ideal carbon dioxide score. For example, the Ford car branch in Sweden proudly publicizes the fact that their flex-fuel Ford Focus models powered by E85 emit only 32 grams of carbon dioxide per kilometer as compared to the diesel powered Toyota Prius model that generates 80 grams of carbon dioxide per kilometer and the gasoline powered Toyota Prius that generates 104 grams of carbon dioxide per kilometer (Ellis).
E85 hybrids
E85 hybrids can realistically capture their intended huge slice in the mass market of vehicle fuel presently dominated to a great degree by gasoline and to a lesser degree by diesel, if two conditions are in place. First of all, agriculturists in the U.S have to make a conscious and commendable effort to expand production of cellulosic feedstock. Secondly, car manufacturers, marketing intermediaries and oil companies must work together to cut the ‘hybrid price premium’ currently in the range of $ 3,000+ to a range lesser than $ 1,000. Japanese carmaker Toyota is one car producer that is concentrating on making this happen as soon as possible (Ellis).
Conclusion
The study of E85 hybrids being the next big step in developing a competitively priced as well as environmentally friendly vehicle fuel is an example of continuing education, which involves the chance and procedure of acquiring new knowledge or skills that is vastly broader in scope to what is learnt during traditional school years. Knowledge and skills acquired in continuing education are an extra bonus to our acquired schooling knowledge , serving to propel us forward in our careers. Continuing education is a must in the modern world of today that is characterized by quick changes and technological advancements that necessitate a highly intelligent, knowledgeable and self-confident workforce.
Reference
Ellis, Chris. “E85 Hybrids: The Next Big Step.” Business Week magazine. 2006. Web.
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