That is the view of Martin Eberhard, a man who sprang to prominence when he co-founded the Tesla electric sports car company in July 2003.

One of the world’s most forthright advocates of electric cars, he was ousted from control of Tesla in 2007 and became electric vehicle engineering director at Volkswagen’s Electronics Research Laboratory (ERL) in Palo Alto, California, in early 2009.

Here, he answers Autocar’s questions about the future of EVs in general and about VW’s electric offerings in particular.

What does VW’s ERL do, and where do you come in?

The ERL is the Volkswagen Group’s biggest R&D centre outside of Wolfsburg. We employ around 100 people, we opened in 1998, and we focus mainly on the development of new driver assistance systems and new human-machine interface technologies, as well as improving the multimedia functionality and connectivity of Volkswagen Group cars.

We developed the new Google Earth functionality for Audi’s A8 and A7 sat-nav systems, and worked with Stanford University on VW’s driver-less DARPA Challenge cars. We’re also working on the development of the power electronics and battery systems for Volkswagen Group’s forthcoming breed of electric cars, which is where I come in.

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Which EVs are you working on right now?

Our biggest projects at the moment are the development of the lithium-ion battery packs for Volkswagen’s Blue-e-motion Golf, the E-Up city car and the Audi e-tron. We’re working exclusively with ‘18650’-type lithium-ion cells. They’re the same size as the ones you’ll find in most laptop computer battery packs; that’s why they’re referred to as ‘consumer cells’.

Why use laptop batteries when other manufacturers are developing bespoke cells for automotive applications?

Because 18650 cells are at the leading edge of battery development, and by using them we can benefit from state-of-the-art technology straight away. Put simply, 18650s develop faster than any other kind of battery because there’s more demand for them; the industry is already making two billion of them a year.

To illustrate the point, the lithium-ion cells we’re currently working with contain 2.9 amp-hours of power; five years ago the ones we were using at Tesla only had 1.4 amp-hours. That rate of development has already had an impact on the cars we’re working on. The batteries we used in the original Audi e-tron prototype, for example, gave it 60kWh of power and a range of just over 150 miles.

But with the 3.4 amp-hour cells we’re about to take delivery of, it should have 100kWh and do close to 300 miles on a charge.

Is there a cost advantage involved with using existing batteries?

Of course. Even with the latest-generation 18650 cells, we’ll be looking at a commodity price of about 200 euro per kilowatt-hour. (Nissan’s batteries for the Leaf reportedly cost around 400 euro per kilowatt-hour). Using more, smaller cells also gives us greater built-in redundancy in our battery packs. If one cell dies, you wouldn’t notice in a battery pack containing thousands of them.

So when can we expect the fully mature electric car?

At the current rate of progress, I’d say we will have banished the range anxiety problem, and will be making EVs with greater than 500 miles of operational range, within 10 years. At that point, the further development of fast charging infrastructure won’t be so important — because how often do you drive more than 500 miles in a day?

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VW has just reaffirmed its plans to deploy electric vehicles in the United States and Canada.

In August of 2012, a hybrid version of the Jetta will make its way on our market. It will be followed in 2013 by either the E-Up! or the Golf blue-e-motion, as both will be available in Europe by then. The Passat Hybrid will also arrive in 2013, although it hasn’t been confirmed for North America yet.

Volkswagen’s mission is clear: they want to become the market leader in E-mobility by 2018.

Technorati Tags: Touareg, vw, VW Touareg Hybrid

Wolfsburg / San Francisco, 20 July 2010 – Of all the European brand saloons in America, the Jetta is the most successful. What’s more: with 9.6 million units sold, it is a world bestseller. Now, there is a new generation Jetta. Larger and more comfortable, sustainable and dynamic – with entirely new styling. As a tribute to the US market, in June Volkswagen introduced the new model in a world premiere at New York’s Times Square. Volkswagen is also showing its loyalty to America in its choice of location for the successful model’s international driving presentation – it is being held on the West Coast in San Francisco. The sixth generation Jetta will begin its market introduction phase in the heart of California.

* The saloon – developed in Germany and built in Mexico – makes great strides forward in both concept and styling. Never before was a Jetta this large. The new model is 182.7 inches long in the US version and 4.64 metres long in the European version, 57.1 inches (1.45 metres) tall and 70.1 inches (1.78 metres) wide. This makes the Volkswagen 3.54 inches (9 centimetres) longer than the previous model. The interplay of its exterior dimensions generates a powerful ratio of proportions. In parallel, the new Volkswagen “design DNA” sharpens its style. This has resulted in clear precise lines and athletically muscular surfaces, which give the saloon an image of timeless elegance and dynamic styling.

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* Designers and engineers have also crafted the interior right down to the last detail; now, the five-seater’s quality and perfection in details clearly go beyond class boundaries. The extended wheelbase of the five-seat Jetta has enabled a rear seating layout that is significantly more comfortable. Compared to the previous model, legroom has now increased by 2.6 inches (6.7 cm) to 38.1 inches (96.7 cm).

* German engineering is the key word that captures the attention of many customers in the USA. German engineering and craftsmanship reflect the highest level of quality and efficient technology. The new Jetta is a prime example; a look at its range of engines (77 kW / 105 PS to 147 kW / 200 PS) makes this abundantly clear: As a turbodiesel with the latest common rail direct injection, it sets standards in fuel economy. The US version with a 103 kW / 140 PS TDI Clean Diesel (conforming to the BIN 5 emissions standard) attains a top fuel economy of 42 mpg Highway (combined cycle: 34 mpg); this makes the Jetta one of the most fuel-efficient vehicles on the market. In Europe, Volkswagen will be introducing a 77 kW / 105 PS engine as its smallest TDI in 2011. Its fuel economy in the BlueMotion Technology version: a sensational 4.2 l/100 km – a best value for a saloon in the 4.6 metre class.

* Volkswagen has systematically tailored its US equipment versions (S, SE, SEL, TDI and GLI) to the wishes of American car drivers, and has developed one of the most attractive saloons in its class. The already well-equipped base version will launch at prices starting at 15,995 US dollars (European prices will be announced for the Jetta Trendline, Comfortline and Highline when ordering begins in individual countries). In parallel, Volkswagen has designed a second version of the safety chassis specifically for America.

* By 2018, Volkswagen of America aims to triple its annual sales volume to about 800,000 vehicles between the East and West coasts. The new Jetta will play a key role here. Today, Jettas are already being sold in the USA at a rate of up to 110,000 units annually, and Volkswagen intends to grow this figure. One of its recipes for success: a clear focus on the customer and not just on the competition. That is what has made Volkswagen unique among high-volume carmakers, ever since the days when Ferdinand Porsche built the Beetle.

* The Jetta takes this philosophy into the future with its excellent fuel economy and a comprehensive safety concept. ESP and a tyre pressure monitoring system are standard features in this car, and the previous model was already named “Top Safety Pick” in crash testing by the US organisation IIHS. Along with its optimal occupant crash safety, the car has further advanced pedestrian safety features as well. The workmanship quality is pioneering. The new Jetta addresses the automotive challenges of our time better than the vast majority of the competition – with a remarkably comfortable interior, a stylish and powerful design and maximum efficiency.

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Driving a hip, stylish vehicle without taking a 20-pound sledgehammer to the piggy bank is something most car shoppers strive for. Unfortunately, there are few vehicles on today’s market that won’t have you laughed out of the valet line at your local nightclub while still holding onto enough cash to tip the attendant. The 2010 Volkswagen CC Sport is one of those vehicles.

We’re all familiar with the CC’s crisp, swoopy lines and stylized interior. When it hit the market in late 2008, it was undeniably inspired by the Mercedes-Benz CLS “four-door coupe” styling trend, trading and a little bit of practicality — mostly in rear seat headroom — for the sake of looking good. Most buyers won’t care. What they will care about is the driving experience. Two engines are available in the CC: a brawny 3.6-liter V-6 and the familiar 2.0-liter turbocharged, direct-injected I-4. The latter, good for 200 horsepower and 207 pound-feet of torque, is the unit found in our test car, a CC Sport model.

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The add-on body kit does its part to slightly shift the CC’s appearance from elegant to aggressive, and the combination of side skirts and 19-inch wheels visually lowers the car, making it look sucked to the ground. That rear lip spoiler is reminiscent of those on certain AMG Mercedes models. It’s a convincing package, but does it hold up on the road?

Around town, the CC acquits itself admirably. The ride is comfortable, yet controlled, in typical VW fashion, and the car feels relatively nimble without coming across as tinny. We’d probably stick to some smaller wheels as the 19s impart just a hint of harshness and increased road noise compared with the standard 17-inchers. The 2.0-liter turbo is punchy, even in this 3200-pound application — a feeling backed up by a 0-to-60-mph time of 6.8 seconds in our instrumented testing. Put the hammer down away from a stoplight, and the CC exhibits very little torque steer, quelling a concern inherent to many high-output, front-drive vehicles.

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The outgoing Volkswagen Touareg range has always lived on the wrong side of the tracks in America. It was a big, expensive Volkswagen. Notice that we can’t just say it was a big, expensive vehicle, because those adjectives are almost as much the norm as anything else – we must qualify those descriptors with the word “Volkswagen.” And we can’t help but think that’s part of the reason this go-almost-anywhere SUV never really made a splash anywhere in the U.S. except in puddles.

The new 2011 Touareg is roomier, more powerful, more efficient and lighter. Much lighter. That’s how we like our VWs. And now it comes in hybrid form. We spent a few hours in one to see what a Touareg reset looks like. Our first impressions: So good, this is what the first Touareg should have been like. Follow the jump for the story.

Car buying is a little different in Europe than it is in America. Consumers take home an order sheet and lovingly choose each option, then submit it to a dealer and wait for weeks for their car to be built. In America, we show up at a dealer lot and expect to get the ride we want right now.

This is one of the reasons that the current Touareg endured a stiff sales climate. With something like 170 build combinations, potential buyers had lottery-like chances of finding the one they wanted on any given day. Play around with the configurator on the VW site and you’ll see that even wheel choices will change your interior option selections.

Of course, there has also been the matter of price. Touaregs aren’t cheap – again, “for Volkswagens.” A 2010 Touareg V6 FSI starts at $40,850, the V6 TDI diesel at $44,350. Add the technology package to the cheaper model to get DVD navigation and you are at $46,850. From there, $50,000 is just a whisper away. VW said buyers were cross shopping the GMC Acadia, and it maxes out at about $47,000 if you throw everything possible at the top-of-the-line SLT2, a vehicle that may be less capable off-road, but it’s also significantly larger than the Touareg and seats eight. The Acura MDX is priced similarly to the VW, is a seven-seater and gets about the same miles per gallon… but it has a bit more aspirational clout.

The additional size outside and the 1.5-inch longer wheelbase translates into more roominess inside, with anywhere from 1.75 inches to 2.7 inches more elbow, shoulder and knee room. There is more room for cargo as well, something the previous Touareg didn’t exactly lack.

Volkswagen has pulled off this enlargement the right way, though. The new Touareg is about 400 pounds lighter than the last, due to the use of aluminum and high-strength steel, tailored blanks and lighter sound insulation. And yes, that includes the Hybrid. Serious weight loss came from the 4Motion Torsion limited-slip diff setup replacing the 4XMotion air suspension and center and rear differentials. In a case of VW designing a vehicle to be used the way people actually drive it, the hardcore 4XMotion can be ordered as part of a Terrain Tech package, but the 4Motion system alone is left to handle the speed bumps and gravel access roads the average Touareg will find its greatest challenge.

Making sure you’ll never be left out in the cold, though, the 4MOTION system has electronic differential locks at all four wheels, 31 degrees of climbing angle and an off-road driving program that tunes the ABS, EDS and ASR for off-road duty, activates Hill Descent Assist and adjusts the automatic gearshift points.

Should you need more, the Terrain Tech package uses a familiar rotary switch to set the system to one of five levels: on-road; off-road, which adds automatic control of the mechanical locks; low, which adds reduced gearing, higher shift points and no automatic upshift in manual mode; a fourth mode that locks the center diff; and a fifth mode that locks the rear diff.

The curb weight of the European Touareg V6 FSI is 4,477 pounds, quite a drop from the portly 5,086 pounds of the outgoing U.S. model. Ours has a bit more standard equipment and so has a higher base curb weight, but the loss is clearly there and dramatic. The Euro V6 TDI is 4,618 pounds, and the Hybrid is 4,928 pounds.

In the looks department, we feel that this new Touareg is also hugely superior to the outgoing model. We enjoyed the previous Touareg even as we had no problem admitting it appeared to have been squeezed out of a tube. This Touareg has replaced mere brawn with curves and shoulders and scallops, so even though it’s bigger, it looks smaller, sleeker and vastly more sporty. The body-colored panels and shaped, integrated exhaust tips only add to the complete picture.

We do think the facial treatment could have been given a special detail or two – something more prominent than the headlights and U-shaped line of LEDs, that is – instead of having an enlarged version of the New Corporate VW front. But that’s just us. Ultimately, no matter how you take it in, the new Touareg looks like one would expect a VW SUV to look.

Perhaps the designers saved those curves no longer needed up front for the interior. It is convex and concave all over and truly nicer, with cross-stitching accenting the new hills and valleys. The redesigned front seats are comfy going the distance, the transmission tunnel has been reshaped to provide more legroom and the center console moved forward to provide more support. Ensconced on the new back bench with the front seats placed where we had plenty of room, there remained more than two inches between our legs and the front seats. The back bench also slides six inches fore-and-aft and reclines a few degrees.

The 6.5-inch touchscreen DVD system, which will be standard in the U.S., is easy to navigate and has a 3-D view with major landmarks built in. A 60-GB hard drive has 18 GB set aside for you to download your media. It works in conjunction with the seven-inch, 15:9 aspect ratio multifunction display in the dash, between the gauges. Color and brightness for both screens was excellent in every light condition we encountered.

In fact, the new Touareg is replete with premium touches like an electronic parking brake, an electronic engine oil level display that replaces the dipstick, a start-stop button on the keyless entry model and a key that can be turned right or left to start the car on all models, an electronic tailgate that can be programmed to open to a preset height (to avoid scraping in low-hanging garages), ambiance lighting in the footwells and doors, four Area View cameras that provide a 360-degree view around the car, a panorama sunroof, park distance control (PDC), and the aforementioned bi-xenon headlights with LED daytime running lights.

Yet the full story isn’t all “more” with this car, “less” and “fewer” play parts as well and not just concerning weight. There will be fewer option choices. On the V6 FSI and TDI there are three build choices. Base includes bi-xenon and LED driving lights, 18-inch wheels, DVD navigation and rearview camera, and 12-way power driver and passenger seats. The next level adds Vienna Leather, memory seats, the panoramic sunroof, wood trim and 19-inch wheels. The top of the peak model throws in the 12-speaker, 620-watt Dynaudio system; PDC; Smart Key; heated rear seats and steering wheel and 20-inch wheels. The Hybrid will be available only in that top trim level, albeit riding on 19-inch wheels wearing all-season low-resistance tires. Throw in the Terrain and Tow packages, and Volkswagen has reduced build options from more than 170 to about 20.

The first of those options, and the one that will surely be the least expensive when VW announces pricing, is the V6 FSI. More efficient than the current Touareg2 V6 FSI, the turbocharged, direct-injection lump will have 275 horsepower and 265 pound-feet. The one above that will be the BlueMotion V6 TDI, a common-rail turbodiesel with 236 hp and 405 pound-feet that comes on from 2,000 rpm. They both do the 0-to-62-mph run in 7.8 seconds.

In Europe, those engines will get Stop-Start, but we won’t. We will, however, get the eight-speed automatic transmission that is now standard throughout the range. The gearbox, which shifts faster than the current six-speeder and has a 20-percent larger spread, uses the top two gears as long-distance fuel-consumption-reducing ratios. At 80 mph the tach rests at just 2,200 rpm. Volkswagen hasn’t released EPA cycle numbers yet, but you can expect something better than the 14 city/20 highway miles per gallon of the VR6 FSI and 18/25 of the current V6 TDI models.

It is the Hybrid that gets the marquee space, though. It mates a supercharged, direct-injection V6 TSI with 333 horsepower and 324 lb-ft of torque to a Hybrid Module powered by a nickel metal-hydride battery pack in what would be the spare wheel recess under the cargo area. The 288-volt battery pack with 240 individual cells has a peak output of 38 kW. It can propel the Touareg on electric power alone for about a 1.5 miles at speeds up to 32 mph. Stomp on the gas from a standstill and you get to 62 in 6.5 seconds because the combined power numbers jump to 375 hp and 428 lb.-ft.

The heart of the parallel hybrid system is the 121-pound, 15-inch wide circular Hybrid Module, which has a 47-hp electric motor and a disengagement clutch. Essentially what it does is act to engage or disengage the ICE and electric motor from each other or the drivetrain. As in every other hybrid, you can have just the V6 in use or just electricity or both, but by being able to disengage the electric motor completely, VW has kept the Touareg’s off-road and towing performance. The 7,500-pound towing capacity – more than a GMC Sierra Hybrid and the same for all versions of the Touareg – wouldn’t be possible if you couldn’t set the electric motor entirely aside.

Speaking of which, that is what also enables the Touareg to “sail.” When the engine isn’t needed to help move the vehicle, it is disengaged from the transmission. When you are coasting down a hill, for instance, the disengagement clutch in the Hybrid Module unhooks the V6, the engine is shut off and the tachometer falls to zero. You notice you coast a lot further as well because there’s no engine torque to drag on the driveline. This “sailing” can be done up to 100 mph.

How do they go? Don’t let the 7.8-second time and the gap between the traditional and Hybrid version throw you off – none of them are slow and even the base engine, the V6 FSI, delivers fine motoring pleasure. Sure, it doesn’t bolt from the line like the Hybrid, but on the move, its pickup, aided by the quick-shifting and additional cogs of the eight-speed automatic, never let a driver down. The diesel is a bit more peppy, but it is the Hybrid that gets moving most quickly when you sound the klaxon.

With the loss of the air suspension – which is tied to the 4XMotion and so won’t be on any Touareg without the Terrain Tech package – road feel returns to the level of a middle-premium SUV. Cornering isn’t table flat, potholes knock a bit louder, and bad roads make a bit more fuss, but it is all still premium. The engineers have done a good job letting you feel the loss of that 500 pounds, though – the cargo-ship stolidity of the current model is gone, replaced by a more capable, more nimble vehicle that offers more of everything all around. The new Touareg will show itself well when cross-shopped with VW’s target competition.

The Hybrid’s features like stop-start and coasting were superb. As you brake to stop for a light, the engine shuts down and you roll to a stop on electric power. All systems are maintained, so power steering, brake boosting and the like remain on call. When you take your foot off the brake to pull away, you can roll away on electric power alone if you don’t ask for a lot of gumption. If you need to get going right now, peak electric power comes in to move the car the first meter while the ICE comes on, silently, and spools up to take over on-the-go. It exhibits all the refinement you could eve want in such a system, on top of which you can do the off-road thing and pull an enormous trailer.

If Volkswagen prices the Touareg right when it hits the market later this year – and the officials in attendance gave every indication that pricing is a tied-for-first priority – then they won’t need to worry about selling just 500,000 of these new Touaregs over its product life cycle. Provided VW can right the Touareg’s troubled reliability legacy with this new model, we expect more Yankees will show up for this party and wouldn’t even be surprised if enough showed up to request an American-sized slice of the sales pie.

In the end it’s hard to not call this an upgrade or an evolutionary step in the right direction. It looks like they just may finally gain some traction in the crowded crossover market where they failed to gain traction last time. I have always been a big fan of pretty much everything VW, and I’m still not sure why the old model had troubles selling because it did what it was supposed to do better than just about everything else when it comes to being a true SUV. I think there lies the problem though, as XUV’s are more of a station wagon than a truck, and the target market seems to want a little bit of the off road capabilities, with more of the luxury side of things. Well VW should have made them happy with this iteration.

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I’m also liking the exterior lines of the updated styling. It seems to flow very nicely. Will be interested in seeing some first hand driving impressions.

All in all with it being quite a bit lighter, and with more XUV type styling cues, it should make some inroads in the busy XUV market. Make sure you watch the last video with the sand dunes. The engine has a very nice growl to it which should please the sport enthusiasts in us all.

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The greatest way to accomplish this tall task in my opinion is simply getting the foot traffic to the dealers to get behind the wheel. When the customers get to feel the dynamics first hand it’s much easier to get them to sign on the dotted line. I think a lot of incentive towards this end would do them great. Keep making great cars, and get people to try them, and the tall task can become reality. Below is an excerpt from the full article at Fast Company.

Hardworking, exacting, and exceptionally likable, he has crisscrossed the United States like a presidential hopeful, donning cowboy hats for promotional videos, eating corn dogs at auto shows, fielding and answering pointed questions from dealers and the media. (Asked repeatedly why versions of the Golf have sometimes been called a Rabbit, he quips, “We strive to be consistent.”) But he’s on more than a listening tour. Jacoby has spearheaded some very big decisions, moving corporate headquarters out of Detroit to Virginia, ditching ad agency Crispin Porter + Bogusky, and pulling the trigger on what will be the greenest and most modern manufacturing plant in the VW portfolio. The $1 billion commitment in one of the most challenging economies in recent history will bring 2,000 jobs to the very grateful town of Chattanooga, Tennessee (see “Willkommen to Chattanooga,” opposite page). Volkswagen broke ground in December 2008.

It’s clear that Jacoby’s deep dive into American life has made an impression. In September, after previewing the 2010 Golf at a press event in Germany, we rode together from Volkswagen’s international headquarters in Wolfsburg to dinner at the Wolfsburg Castle, the oldest remaining building in the historic German city. “It’s so small here,” he said, watching the tidy cottages and winding streets whiz by. He sounded atypically wistful, like an adult who has returned to his kindergarten classroom only to be surprised by the pint-size desks that once loomed large. “It is just so different in America. Everything is so much bigger.”

Some two months before my trip to Germany, a friendly guy in a VW company shirt showed up precisely on time at my New York apartment and tossed me the key to a black 2009 Jetta TDI. (For those playing at home, it’s a 2-liter, four-cylinder turbocharged diesel, producing 140 hp and 236 lb-ft of torque, and was the first car in the U.S. to meet California’s new fuel-efficiency standards, the country’s most stringent.) Already programmed into the dashboard GPS were directions to VW’s new American headquarters in Herndon, Virginia. I turned a key, pushed a button, and enjoyed a perfectly engineered four-hour drive south. Pulling into a parking lot filled with VW products, I noted that the gas gauge had barely ticked below full. Score one for the clean-diesel dream.

Relocating corporate headquarters from the Detroit suburb of Auburn Hills to the D.C. metro area sent a message — both symbolic and practical — that VW was preparing to woo the American auto buyer aggressively. (And though the company left 600 back-office jobs in Michigan, the move no doubt broke the heart of Governor Jennifer Granholm.) The place screams the future: The six-story building is resplendent with light, glass, chrome, cars, and two stylized wall maps of America with a marketing twist — a point of light flashes every time someone schedules a test-drive for a VW or an Audi. (And a dealer gets his wings, I thought.) “You see how open we are here?” Jacoby asks as he brews me an espresso from a machine in his office and serves it in a porcelain cup (no to-go monstrosities here). “We are now very clearly transparent. Even the CEO door,” he gestures into the airy space, “is 80% open.”

Jacoby has surrounded himself with an eclectic team, with hardly a German in sight. Front and center is COO Mark Barnes, a corn-fed industry lifer, poached two-and-a-half years ago from Chrysler; he has logged nearly 30 years in the industry, first at Ford, then at Nissan and Hyundai. He once had a gun pulled on him by a customer who was dissatisfied with the paint job on his new Ford truck. “We fixed his paint,” he laughs. His primary responsibility at VW is everything — new vehicles, parts, customer satisfaction, dealer training, and whatever else is required to make American car buyers happy. At the dealer meetings, which Jacoby instructed him to turn from PowerPoint-driven lectures into unstructured conversations, he is Jacoby’s partner, down to their matching Montblanc pens. “My report card,” Barnes says, “is the dealer-attitude survey,” the semiannual satisfaction review of all brands conducted by the National Automobile Dealers Association trade group. When Barnes started, VW ranked 30 out of 32. “We’re 7 now.”

Jacoby’s lieutenants spend a lot of time together, and an easy camaraderie has developed. “No one is spared,” says marketing VP Tim Ellis, dubbed “Hollywood,” by Barnes, for his hotel-spa visits on the road. Ellis, who led the transition from Crispin Porter to the recently tapped Deutsch/L.A. agency, recalls taking his new boss to see his beloved New England Patriots, only to watch Jacoby befriend rival fans, then actively root with them. “He doesn’t even like football,” sighs Ellis. “Why six points for one score?” teases Jacoby, a soccer fan. “That’s ridiculous.”

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