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Showing posts with label Startup. Show all posts

Friday, February 15, 2019

Mercedes Benz Spark Plugs For correct Engine Start-up

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Friday, August 31, 2018

Startup supplier Tula Technology worries about CAFE rollback

The 2019 Chevrolet Silverado's engine, below, uses Tula Technology's Dynamic Skip Fire feature to boost fuel economy.

WASHINGTON — Tula Technology Inc. is a late-stage powertrain startup that is finally producing revenue, hitting the market with innovate software designed to optimize the power output and fuel efficiency of internal combustion engines.

The company's algorithm selects the best combination of cylinders to fire to match torque demand at a given moment, delivering a 15 to 20 percent efficiency boost compared with conventional engines. The Dynamic Skip Fire technology just launched into full production with General Motors which will include it in 2019 Chevrolet Silverado and GMC Sierra pickups and roll it into full-size SUVs next year.

Tula, a 60-person outfit in Silicon Valley, is on the verge of landing contracts with other automakers and hiring. But growth could be jeopardized if the Trump administration gets its way in weakening Obama-era fuel economy standards.

The 2019 Chevrolet Silverado's engine, below, uses Tula Technology's Dynamic Skip Fire feature to boost fuel economy.

CEO Scott Bailey, a former Delphi Automotive executive, worries that without the pressure to meet the aggressive targets laid out in 2011, customers may be more conservative and dial back orders for advanced fuel-saving technologies. And that means a slower return on investment for Tula.

"I spent my whole life in the auto industry," Bailey told Automotive News. "Implementing a new technology is not trivial. It takes time, a lot of engineering effort and capital. Throw a lot of potential uncertainty and market risk on top of the technology risk, and I think what you'll end up with is, 'Nah, I don't think I'm going to go down that path.'?"

The current targets, implemented in 2012 under an agreement among federal regulators, automakers and California, would result in fleetwide fuel efficiency rising steadily to 46.7 mpg in the 2025 model year, according to the latest estimates. The EPA, which regulates greenhouse gas emissions, and NHTSA, which regulates safety and fuel economy, this month issued a proposal to freeze fuel economy standards at the 2020 level, rather than continue the graduated increases.

According to an internal EPA document made publicly available last week, the administration's proposal could result in the loss of up to 35,000 jobs per year. Suppliers such as Tula are most likely to feel the pinch because they stuck their necks out for automakers by investing in r&d for advanced fuel management systems, emissions controls, lightweight materials, electrification and other advanced technologies.

Predictable rules

While car companies lobbied President Donald Trump to revisit the corporate average fuel economy rules in hopes of winning some compliance flexibility, suppliers have pushed to prevent any significant changes that would undercut their investments. They argue that the fuel economy mandate has contributed to job growth in automotive technologies and that they need predictable rules to justify investments.

According to a report last year from the BlueGreen Alliance, a coalition of labor and environmental groups, 288,000 supplier jobs were tied to making components and technology that improve fuel efficiency.

"We're still confident that we can continue a dialogue with the administration and California to communicate the industry's need for progress with the standards," said Laurie Holmes, senior director of environmental policy at the Motor & Equipment Manufacturers Association. She said her optimism is based on the industry's united front in seeking a single national program and compliance flexibility, but the Trump administration has tended to ignore the auto industry's appeals for modest tweaks to trade agreements and the CAFE rules.

Bailey is convinced the CAFE rules played a major role in GM's 2012 decision to invest in Tula, become a development partner and license its technology. Dynamic Skip Fire is well-suited to GM's strongholds: full-size pickups and SUVs, powered by big V-8 engines.

Tula did proof-of-concept work on a GM Yukon Denali with a V-8, and approached GM when it was comfortable with the results. During a two-year advanced development phase, GM incorporated the fuel management technology in one of its engines. Once the automaker was convinced it was ready, it coordinated with suppliers to retool the engine heads so individual cylinders could be deactivated and then scaled for production — a process that took another three years.

Support from GM

The program has helped GM keep pace in terms of efficiency with Ford, which switched to aluminum bodies for its current-generation F-150, and Ram, which has integrated a mild hybrid system into some versions of its latest 1500 pickup.

"The truth of the matter is, GM played a really large role in our ability to commercialize our product," Bailey said. "They might have done that anyway, but I think it's highly likely that the federal standards that were in place helped facilitate their interest in exploring a new technology."

Absent aggressive fuel economy rules, Tula might have moved overseas, where governments are pushing automakers to develop clean cars.

"If we take away that pressure, we'd be struggling to get traction in the U.S.," he said. "And perhaps the concept of Dynamic Skip Firing never makes it, or alternatively, since we believe in the concept, we would have just turned our attention immediately to Europe or Asia and focused efforts there. And perhaps Tula ends up growing up on another continent.

"But I know it was certainly beneficial for us to have a strong interest from a domestic manufacturer," Bailey said.

"And as a small company, it's a lot easier to work in your backyard than a couple continents away."

Putting on a broader policy hat, Bailey expressed concern that loosening fuel efficiency and emissions rules would erode U.S. leadership in developing advanced vehicle technologies.

"The home market is where a lot of early development takes place and new technologies tend to be introduced first by global automakers," Bailey said. "They start at home and then move into other regions. And if home isn't demanding any requirements or new aggressive development, that's not a good thing.

"Independent of what you may think about global warming," he added, "it makes little sense to abdicate a strong competitive position to others for no apparent gain."

View the original article here

Thursday, August 30, 2018

Driverless startup Zoox removes CEO

Zoox Inc., an autonomous driving startup recently valued at $3.2 billion, dismissed its CEO, Tim Kentley-Klay, after closing a massive financing round in July. Kentley-Klay tweeted on Wednesday that the firing came "without a warning, cause or right of reply." "Today was Silicon Valley up to its worst tricks," he wrote.

Jesse Levinson, the company’s other co-founder and chief technology officer, will be promoted to president, said a person familiar with the decision who asked not to be identified because the discussions are private. The person declined to offer an explanation for the move. Carl Bass, the former CEO of Autodesk and a Zoox board member, was named executive chairman for the company.

In an emotional missive on Twitter, Kentley-Klay criticized the board for their decision. "Rather than working through the issues in an epic startup for the win, the board chose the path of fear," he wrote, charging that the directors were "optimizing for a little money in hand at the expense of profound progress."

Zoox stood out in the crowded field of self-driving newcomers and corporate titans for its outsized ambition and financial backing. The four-year-old company, which has raised about $800 million to date, including $500 million in July, aims to create a fully driverless vehicle ready for the road by 2020. Bloomberg Businessweek recently profiled the young company’s rapid ascendance in Silicon Valley, which was driven largely by the unorthodox entrepreneurial zeal of Kentley-Klay, an Australian native with no prior automotive experience.

"We are a startup pitted against the biggest companies on the planet,” Kentley-Klay told Businessweek. “But we believe deeply that what we’re building is the right thing. Creativity and technical elegance will win here.”

Before starting Zoox, Kentley-Klay was offered a job with Google’s self-driving project, now called Waymo. He turned it down, and has touted Zoox’s strategy of building its own vehicles for full autonomy as wiser than the standard approach of retrofitting existing cars that Alphabet Inc.’s Waymo and others are taking.

The Zoox board, which includes Levinson, voted to oust Kentley-Klay, said the person familiar with the situation. A spokesperson for the company declined to comment.

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VW pursued self-driving startup Aurora, report says

Volkswagen AG is on the hunt for self-driving technology and recently tried to buy Aurora Innovation, an autonomous-driving startup founded by veterans of Tesla Inc. and Alphabet Inc., according to people familiar with the matter.

The German carmaker has been scouring Silicon Valley for targets or partnerships that can help it develop self-driving cars and other mobility technology. Volkswagen had talks to buy Aurora, which is already a partner, only to be rebuffed because the Palo Alto, Calif.-based company wanted to maintain its independence and work with multiple carmakers, said the people, who asked not to be named because the discussions are private.

For Volkswagen, the search to purchase self-driving technology is a play to catch up to rivals that have forged ahead for several years. Alphabet’s Waymo unit is seen as the leader, and rival automakers have bought self-driving technology developers. Buying Aurora or another company would follow moves by rivals to align with AI specialists. General Motors Co. paid more than $1 billion to acquire Cruise Automation in 2016 and Ford is investing $1 billion to take a stake in Argo AI.

A Volkswagen spokesman declined to comment. Aurora, which has raised $90 million in venture capital, declined to comment.

Robotaxi race

Automotive manufacturers are racing to develop self-driving vehicles to get into the business of selling transportation as a service with robotaxis, rather than just selling cars. GM Cruise LLC attracted a $2.25 billion investment from Japanese private equity fund SoftBank Vision Fund in May, which effectively valued the unit at $11.5 billion.

Aurora is the brain child of Sterling Anderson, the former director of autonomy for Tesla, Drew Bagnell from Uber Technologies Inc. and Chris Urmson, who headed Alphabet’s self-driving car project before it was named Waymo. Volkswagen and Aurora announced a partnership at the CES technology show in Las Vegas in January. Volkswagen said it planned to use Aurora’s self-driving system, including sensors, hardware and machine-learning and artificial-intelligence software, in its vehicle platforms.

At CES, Aurora also announced a similar partnership with South Korea’s Hyundai Motor Co., which is integrating Aurora’s technology into the Nexo fuel-cell vehicle.

Crucial pivot

VW Chief Executive Officer Herbert Diess, in the job since April, has pledged to adapt the world’s biggest automaker to accelerating industry change, highlighting innovation as a key pillar in that quest. Presiding over a sprawling 12-brand empire that includes supercars costing more than 1 million euros ($1.16 million), mass-market delivery vans and motorcycles, Diess is trying to emerge from the long shadow of the diesel-engine emissions cheating crisis.

The company plans to form new partnerships or make acquisitions of software companies, Diess told German newspaper Handelsblatt in an interview this week. Volkswagen hopes to present results in the coming months, he said. Automakers’ survival will depend on mastering the digital transformation, a task even more important to tackle successfully than the switch to electric vehicles, Diess told the newspaper.

VW Chief Digital Officer Johann Jungwirth left that position in July to set up a new business for the automaker in California focusing on mobility as a service. He aims to start commercial operations with a fleet of self-driving taxis in the U.S. in 2021, according to his LinkedIn profile.

Volkswagen may have to find another player to acquire. At CES, Urmson told Bloomberg in an interview that the company’s goal is to deploy its technology into many vehicles. He said he was attracted to working with Volkswagen and Hyundai because they sell millions of cars in markets around the globe.

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