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BMW, Nissan eye Formula E entry

BMW has been involved with the all-electric Formula E racing series since the beginning. It provides the safety car in the form of the eye-catching i8, with the i3 performing medical car duties. BMW's i division even sponsored the 2016 Berlin ePrix. Nissan has also been involved with Formula E – though more tangentially so – as its French partner Renault has provided the car each team used for the first season, and sponsors its own team as well (which won the Teams' Championship both seasons so far). Now that more automakers are joining the field (notably including Jaguar's return to open-wheel racing), BMW and Nissan are reportedly considering getting in the mix to try to win some races, too. Multiple sources tell Autosport that both automakers are looking into being on the grid as early as the 2016/2017 season. Since the series already has its ten teams confirmed for the third season, Nissan and BMW would have to join an existing team for the time being, which is what Autosport's sources are saying is being discussed. Nissan refers to its consideration as a "fact-finding" mission. BMW had said earlier that it wouldn't compete as long as mid-race car swaps were part of the practice. Formula E is looking to move toward a single car format as early as the 2018/2019 season, which could make BMW's direct involvement more palatable to the automaker. As for Nissan, it would have to garner approval from the Renault-Nissan Alliance to compete against its sister company in the same racing category. Either way, it's unlikely that either manufacturer would be able to provide powertrain technology should they join teams for the upcoming season. Still, both Nissan and BMW have made strong commitments to consumer electric vehicles. To be directly involved in the competition would not only be a great way to showcase their prowess in the world of electric motoring, it could also help to bring more attention to Formula E. Related Video: Related Gallery Jaguar Formula E News Source: Autosport via Inside EVsImage Credit: Formula E Green Motorsports BMW Nissan Green Automakers Electric Racing Vehicles Formula E electric racing

Infiniti's new VC-T changes the rules of small turbocharged engines

The upcoming Infiniti QX50 crossover does not get our pulse racing, no matter how shapely the QX Sport Inspiration concept that previews it may be. No midsize SUV does, to be fair. But it has something special under the hood – the world's first production variable-compression-ratio engine. That means the QX50's 2.0-liter turbo four, which makes 268 horsepower and 288 pound-feet of torque, will have up to 27 percent better fuel economy. Here's how it works. The trend of moving to smaller, turbocharged engines carries with it one big falsehood. Under low load when the turbo isn't needed, these engines are less efficient than an equivalent engine without a turbo because of the low compression ratio the turbo requires. That is, if you never need the extra power, you're wasting fuel. Turbocharged (and supercharged) engines use a lower compression ratio to prevent detonation. When you force extra air in a cylinder and mix it with fuel, it's more likely to prematurely go boom. Lowering the compression ratio prevents this problem, but it's less efficient. Infiniti's VC-T promises the best of both worlds, with a compression ratio that ranges from 8.0:1 for high-power turbo needs to a 14.0:1 ratio for fuel-sipping efficiency. At its heart the VC-T engine is a simple idea, but it's complicated to explain. Consider yourself warned. The photo below from Infiniti serves as a good visual overview. For the truly nerdy, this patent application covers the mechanical concept. Instead of having the pistons connected to the crankshaft, Infiniti's engine has a pivot arm with a connection on each end. One end connects to the piston, the other connects to a second lower shaft, which is controlled by an actuator arm. At any given time the engine's pistons move up and down according to the lobes on the crankshaft. But the actuator arm can change the angle of the pivot arm up and down. That is, the pistons still move in the same motion with the same stroke, but phase the entire stroke up or down. Move the pivot up and there's less room at the top, which means a higher compression ratio. Move the pivot down and the compression ratio goes down, too. As an added bonus, the lower shaft eliminates the need for counter-rotating balance shafts. Infiniti says this system works constantly and can vary the compression ratio to any number between 8:1 and 14:1. It also uses electronic variable valve timing on the intake valves to switch into Atkinson-cycle combustion for greater efficiency.

Chevy City Express headed for dealers

With competition coming from the Ford Transit Connect, it's high time Chevrolet got in on the compact hauling action and took the fight to its cross-town rival... and it's doing so with a little help from Nissan. The Chevy City Express, a badge-engineered Nissan NV200, is now arriving at dealers, giving Bowtie fans a counter to Dearborn's compact van.
"Our existing customers will love getting behind the wheel of the City Express when it's at their Chevrolet dealership," Ed Peper, GM's vice president of fleet and commercial vehicles said in a statement. "But we're most looking forward to giving potential new customers the opportunity to experience one of many Chevrolet commercial vehicles that best fit their needs."
Prices for the 2015 City Express start at $22,950. Scroll down for the official announcement from Chevrolet.