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Chances are you've heard of hybrids and biofuels, but what about oil-producing yeast and turbinelike buoys that transform ocean waves into electricity? Those are just a couple of the alternative-energy sources that may power the future according to Fred Krupp, president of the Environmental Defense Fund and coauthor, with Miriam Horn, of the new book Earth: The Sequel (Norton). "Everyone knows the current story of melting glaciers, rising sea levels, worsening hurricanes, dying coral reefs," said Krupp. "'The Sequel' is the story of what happens next." Newsweek's Katie Paul talked with Krupp about ... the next industrial revolution. Newsweek: You seem to be a big fan of solar energy. Why do you think there's so much promise to it? Fred Krupp: We have two chapters on solar energy at the beginning of the book because we think there's tremendous potential there. Every hour, the sun provides the earth with as much energy as all of human civilization uses in an entire year. So, if you could capture just 10 percent of it on a ... 100-mile square piece of land, you could power the entire United States. With solar thermal energy, capturing heat instead of immediately going to electricity, one advantage is that you can store hot water much more cheaply than you can store electricity. There is tremendous potential there, even before advanced batteries are developed, and reason to think solar energy can compete. [Newsweek:] And besides solar? How are they addressing some of the negatives associated with biofuels? [Krupp:] I think we've come to understand that the current generation of biofuels has problems and that we need a whole new generation.

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The idea is deceptively simple. Forget about fancy batteries, regenerative braking, and alternative fuels. Instead, make a car that's elegant in its minimalism and efficiency. The Loremo's German designers revisited the basics — engine efficiency, low weight, and minimal drag — to create a car that offers fuel-efficiency in the neighborhood of 130 to 150 miles per gallon. The Loremo is likely to dazzle drivers not with its acceleration, but with its ability to drive from New York to L.A. with only three stops at the pump. Loremo stands for low resistance mobile, and its engineers have stuck obsessively to this idea. By building the car around a 2-cylinder turbodiesel engine, and cutting back on weight, drag, and other excess fat such as side-opening doors, the Loremo puffs out a mere 50 grams of carbon dioxide per kilometer. This is about 40 grams less per kilometer than the tiny diesel smart. According to its creators, this will make the Loremo the most efficient production car ever sold. If the Loremo showed up as a concept on an auto show pedestal, it would certainly garner some attention. But the Loremo is not a car for dreamers; not only will it enter mass production next year, it will sport a base price attainable by mortal motorists: 15,000 euros (about U.S. $22,000). After its 2009 release in Europe, the Loremo will be redesigned to reach the North American market the following year. A $30,000, 3-cylinder GT model will also become available, offering better acceleration (0-60 in roughly 10 seconds, vs. 16 for the base model). Both hybrid and fully electric versions are also in the works.

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Thane Heins is nervous and hopeful. In four days the Ottawa-area native will travel to Boston where he'll demonstrate an invention that appears ... to operate as a perpetual motion machine. The audience, esteemed Massachusetts Institute of Technology professor Markus Zahn, could either deflate Heins' heretical claims or add momentum to a 20-year obsession. Zahn is a leading expert on electromagnetic and electronic systems. In a rare move for any reputable academic, he has agreed to give Heins' creation an open-minded look rather than greet it with outright dismissal. The invention ... could moderately improve the efficiency of induction motors, used in everything from electric cars to ceiling fans. At best it means a way of tapping the mysterious powers of electromagnetic fields to produce more work out of less effort, seemingly creating electricity from nothing. Heins has modified his test so the effects observed are difficult to deny. He holds a permanent magnet a few centimetres away from the driveshaft of an electric motor, and the magnetic field it creates causes the motor to accelerate. Contacted by phone a few hours after the test, Zahn is genuinely stumped – and surprised. He said the magnet shouldn't cause acceleration. "It's an unusual phenomenon I wouldn't have predicted in advance. But I saw it. It's real. To my mind this is unexpected and new," he [said]. "There are an infinite number of induction machines in people's homes and everywhere around the world. If you could make them more efficient, cumulatively, it could make a big difference."

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In 2000 Jonathan Goodwin, a self-described "gearhead", bought his first Hummer, an old H1, in Denver, Colorado. "The thing did eight miles to the gallon and nought to 60 in about two days," he recalls. On his drive home to Wichita, Kansas, it broke down three times. The engine died. Rather than fix the engine, he replaced it with a new Duramax diesel and doubled the fuel economy to 20 miles per US gallon (equivalent to 24 miles per Imperial gallon), tripled the horsepower to 600 and quadrupled the torque to 1,200ft lbs. Driven by his quest for more power and less consumption he had inadvertently stumbled across a solution for America's SUV-loving masses. The byproduct of the system he installed is lower emissions - a greener output for these thirsty beasts. "Now we can have our cake and eat it," he says. "It's difficult for these huge companies. The technology is there to make cars that have vastly improved consumption figures already, but they're driven by the need to sell all the cars they currently make," Goodwin says. "If they announced they were bringing out a 100mpg car then no-one would buy the old line." Goodwin sees three stages to a process of change: converting all autos to diesel which can then run on biofuel, making the step to bio-electric and finally to hydroelectric, meaning cars will run on water.

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Safeway grocery trucks no longer just deliver vegetables. In a sense, they now run on vegetables, too. Safeway, the nation's third-largest grocery chain, said Friday that its entire nationwide trucking fleet now uses biodiesel, a renewable fuel that can be made from plant oils, used cooking grease or animal fat. In Safeway's case, the biodiesel comes from soy oil or canola oil. It is blended with regular petroleum diesel before being pumped into the company's more than 1,000 trucks. The move is part of Safeway's broader effort to green its operations. The Pleasanton company buys much of its electricity from wind farms, has switched to energy-efficient refrigeration and lighting, and is installing solar panels on 24 of its California stores. Biodiesel generally produces less air pollution than diesel made from petroleum. And it helps rein in greenhouse gas emissions because the plants used to make it absorb carbon dioxide from the atmosphere. Safeway won't reveal how much fuel it's buying or the price it's paying. Biodiesel typically costs more than regular diesel. The price increased last year as some farmers switched from growing soybeans to growing corn, hoping to tap into the growing market for another alternative fuel - corn-based ethanol. Safeway estimates that using the biodiesel blend will cut the company's carbon dioxide emissions by 75 million pounds each year, the equivalent of taking 7,500 cars off the road.

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IBM Corp., Nokia, Sony and Pitney Bowes are expected to announce Monday that they have put 31 inventions into an "Eco-Patent Commons" designed to make these Earth-friendly manufacturing and waste-reduction processes more widely available. "This is an open source effort along the lines of the Creative Commons," said IBM assistant general counsel David Kappos, who is responsible for the company's intellectual property. The open source movement, symbolized by the free Linux operating system, believes that innovation occurs more quickly when new ideas and processes are open to the public for anyone to troubleshoot and improve. The Eco-Patent Commons adopts this activist tactic in certain fields - like waste reduction - where the participating firms have decided that the societal benefit of having every willing manufacturer adopt these cleaner processes outweighs any potential advantage they might gain by keeping the idea close to the vest. One of the newly freed eco-patents is an IBM invention for using a specially folded piece of corrugated cardboard to cushion electronic components against shock during shipping - replacing the Styrofoam products that can easily become an environmental headache. Likewise, Nokia is giving away a patent designed to help safely dispose of mobile phones by reusing their components in other gadgets such as digital cameras. Kappos said the Eco-Patent Commons would be run by an independent, nonprofit group, the World Business Council for Sustainable Development, and expressed hope that other companies would follow the lead and add real clout to what is more a symbolic than substantive effort to make global business a little greener.

Fireworks blossomed on giant video screens, the 2001: A Space Odyssey theme reached its brassy peak, and the world’s most affordable car—the $2500 Tata Nano—rolled out onto the stage. Ratan Tata, chairman of the Tata Group, parked and got out as hundreds of camera flashes speckled the darkened convention hall. Here at the 2008 AutoExpo in India, the Nano’s debut was about much more than a car. The Nano, many tradeshow attendees seemed to believe, would transform the country and then, maybe, the world. The Nano looked underwhelming, [like] a golf cart crossed with a jelly bean. Its journey onto the stage and into history was powered by a 2-cylinder, 33-hp engine, and the spec sheet is best given as what the car has not: no air conditioning, no radio, no power steering, no sun visors. But it carries four people, gets 50 mpg, and costs less than a trendy motor scooter. The Nano is no solution to the traffic problem in big [Indian] cities; a prominent Indian environmentalist called the prospect of these ultra-affordable vehicles flooding the roads a “nightmare.” But the Nano represents both national pride about India’s ingenuity and the promise that the benefits of middle-class life will reach more people. “What can you get for $2500 in the U.S.?” a young man ... asked. “You can’t carry your family for $2500 in a [new] car. But in India we have done this.” His friend, Rajesh Relia, agreed. He makes 6000 rupees a month, about $150. He doesn’t own a car, and carries his family of four, dangerously and cumbersomely, on a motor scooter. The Nano is a car he can actually afford, and he said he will buy one as soon as it becomes available in late 2008. “This is my dream,” he said, beaming toward the stage. “I am very happy today.”

Three hundred miles per gallon and a Jetsons-style look are enough to get anyone excited. But ever since the word got out on it last month, Aptera’s innovative Typ-1 three-wheeler has been the target of relentless theorizing and conjecture across the Web. Is it real? Does it have what it takes to be a practical vehicle for daily transport? Is it stable enough to drive? Does it even actually drive? Well we wondered some of those things, too, so we scouted out if a drivable prototype really exists. It does. This week we visited Aptera’s headquarters in Carlsbad, Calif., and became the very first outside of the company to hit the street in the Typ-1 e. And, as you can see from the video of our 20-mile test drive above, we’re impressed. Aptera has two innovative models that are almost production-ready at $30,000 and below: for next year, the all-electric, 120-mile-range Typ-1 e that we drove; and, by 2009, the range-extended series gasoline Typ-1 h, which Aptera says will hit 300 mpg. A more conventional third model, called “Project X” or perhaps Typ-2, is now in the design phase, with plans for a four-wheeled chassis and seating up for to five passengers. For now, though, the Typ-1 will certainly do. Check out a full gallery for the inside scoop on all the specs from the shop and the street.

Note: To watch the video of the test drive of this exciting new vehicle, click on the article link above. For many exciting reports on new energy technologies and innovative vehicle designs, click here.

Everything that goes into Frank Pringle’s recycling machine — a piece of tire, a rock, a plastic cup — turns to oil and natural gas seconds later. “I’ve been told the oil companies might try to assassinate me,” Pringle says without sarcasm. The machine is a microwave emitter that extracts the petroleum and gas hidden inside everyday objects. Every hour, the first commercial version will turn 10 tons of auto waste — tires, plastic, vinyl — into enough natural gas to produce 17 million BTUs of energy (it will use 956,000 of those BTUs to keep itself running). Pringle created the machine about 10 years ago after he drove by a massive tire fire and thought about the energy being released. He went home and threw bits of a tire in a microwave emitter he’d been working with for another project. It turned to what looked like ash, but a few hours later, he returned and found a black puddle on the floor of the unheated workshop. Somehow, he’d struck oil. Or rather, he had extracted it. Petroleum is composed of strings of hydrocarbon molecules. When microwaves hit the tire, they crack the molecular chains and break it into its component parts: carbon black (an ash-like raw material) and hydrocarbon gases, which can be burned or condensed into liquid fuel. If the process worked on tires, he thought, it should work on anything with hydrocarbons. The trick was in finding the optimum microwave frequency for each material. In 2004 he teamed up with engineer pal Hawk Hogan to take the machine commercial. Their first order is under construction in Rockford, Illinois. It’s a $5.1-million microwave machine the size of small bus called the Hawk, bound for an auto-recycler in Long Island, New York. Oil companies are looking to the machines to gasify petroleum trapped in shale.

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Imagine a solar panel without the panel. Just a coating, thin as a layer of paint, that takes light and converts it to electricity. From there, you can picture roof shingles with solar cells built inside and window coatings that seem to suck power from the air. Consider solar-powered buildings stretching not just across sunny Southern California, but through China and India and Kenya as well, because even in those countries, going solar will be cheaper than burning coal. That’s the promise of thin-film solar cells: solar power that’s ubiquitous because it’s cheap. The basic technology has been around for decades, but this year, Silicon Valley–based Nanosolar created the manufacturing technology that could make that promise a reality. The company produces its PowerSheet solar cells with printing-press-style machines that set down a layer of solar-absorbing nano-ink onto metal sheets as thin as aluminum foil, so the panels can be made for about a tenth of what current panels cost and at a rate of several hundred feet per minute. Nanosolar’s first commercial cells rolled off the presses this year. Cost has always been one of solar’s biggest problems. Traditional solar cells require silicon, and silicon is an expensive commodity. That means even the cheapest solar panels cost about $3 per watt of energy they go on to produce. To compete with coal, that figure has to shrink to just $1 per watt. Nanosolar’s cells use no silicon, and the company’s manufacturing process allows it to create cells that are as efficient as most commercial cells for as little as 30 cents a watt. "It really is quite a big deal in terms of altering the way we think about solar and in inherently altering the economics of solar," says Dan Kammen, founding director of the Renewable and Appropriate Energy Laboratory at the University of California at Berkeley.

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Last winter, inventor John Kanzius was already attempting one seemingly impossible feat -- building a machine to cure cancer with radio waves -- when his device inadvertently succeeded in another: He made saltwater catch fire. TV footage of his bizarre discovery has been burning up the blogosphere ever since, drawing crackpots and Ph.D.s alike into a raging debate. Can water burn? And if so, what good can come of it? Some people gush over the invention's potential for desalinization or cheap energy. Briny seawater, after all, sloshes over most of the planet's surface, and harnessing its heat energy could power all sorts of things. Skeptics say Kanzius's radio generator is sucking up far more energy than it's creating, making it a carnival trick at best. For now, Kanzius is tuning out the hubbub. Diagnosed with leukemia in 2002, he began building his radio-wave blaster the next year, soon after a relapse. If he could seed a person's cancerous cells with nanoscopic metal particles and blast them with radio waves, perhaps he could kill off the cancer while sparing healthy tissue. The saltwater phenomenon happened by accident when an assistant was bombarding a saline-filled test tube with radio waves and bumped the tube, causing a small flash. Curious, Kanzius struck a match. "The water lit like a propane flame," he recalls. "People said, 'It's a crock. Look for hidden electrodes in the water,' " says Penn State University materials scientist Rustum Roy, who visited [Kanzius] in his lab in August after seeing the feat on Google Video. A demo made Roy a believer. "This is discovery science in the best tradition," he says. Meanwhile, researchers at MD Anderson Cancer Center in Houston and the University of Pittsburgh Medical Center have made progress using Kanzius's technology to fight cancer in animals. They published their findings last month in the journal Cancer.

Note: For other compelling articles on this fascinating invention, see recent articles in the Los Angeles Times, ABC News, and especially Medical News Today. And for dozens of astounding major media articles showing clear suppression of potential cancer cures, click here.

As California utilities scramble to buy more renewable energy, Pacific Gas and Electric Co. and a Palo Alto startup will announce plans today to build a solar power plant big enough to light more than 132,000 homes. Ausra Inc. will design and build the plant, which will be located on the Carrizo Plain of eastern San Luis Obispo County and could begin operating as soon as 2010. San Francisco's PG&E has agreed to buy the plant's power for 20 years. Like the rest of California's big utilities, PG&E faces a state-imposed deadline to derive 20 percent of its power from certain renewable sources by the end of 2010. So the company is turning to solar thermal power plants, which can generate large amounts of energy on a reliable basis. In July, the company agreed to buy power from a solar plant planned for the Southern California desert, which will generate 553 megawatts, enough for more than 414,000 homes. PG&E plans to buy 1,000 megawatts of solar thermal energy within the next five years. "Solar works best when it's really hot, and that's when we need a lot of power," said Peter Darbee, the utility's chief executive officer. "So solar is something we're exploring more." Solar thermal plants do not use the solar cells that more Californians are bolting to their rooftops. Instead, they use the sun's energy to heat liquids that turn turbines and generate power. Ausra's technology uses flat mirrors that focus sunlight on tubes carrying water, which then turns to steam. The plants can produce far more electricity than silicon solar cells provide and at a far lower price. Ralph Cavanagh, with the Natural Resources Defense Council, said he's pleased to see the recent attention on solar thermal plants. "They're a very good idea for California, and they're also a really good idea for the world," said Cavanagh, director of the environmental group's energy program. "This is one of the scalable solutions that can make a big difference."

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Berkeley [Cal.] is set to become the first city in the nation to help thousands of its residents generate solar power without having to put money up front - attempting to surmount one of the biggest hurdles for people who don't have enough cash to go green. The City Council will vote Nov. 6 on a plan for the city to finance the cost of solar panels for property owners who agree to pay it back with a 20-year assessment on their property. Over two decades, the taxes would be the same or less than what property owners would save on their electric bills, officials say. "This plan could be our most important contribution to fighting global warming," Mayor Tom Bates said. "We've already seen interest from all over the U.S. People really think this plan can go." The idea is sparking interest from city and state leaders who are mindful of California's goals to reduce greenhouse gas emissions by 25 percent by 2020. Officials in San Francisco, Santa Cruz, Santa Monica and several state agencies have contacted Berkeley about the details of its plan. "If this works, we'd want to look at this for other cities statewide," said Ken Alex, California deputy attorney general. "We think it's a very creative way to eliminate the barriers to getting solar panels, and it's fantastic that Berkeley's going ahead with this." This is how Berkeley's program would work: A property owner would hire a city-approved solar installer, who would determine the best solar system for the property, depending on energy use. Most residential solar panel systems in the city cost from $15,000 to $20,000. The city would pay the contractor for the system and its installation ... and would add an assessment to the property owner's tax bill to pay for the system. The property owner would save money on monthly Pacific Gas & Electric bill because electricity generated by the solar panels would partly replace electricity delivered by the utility.

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The [Panasonic World Solar] Challenge is the world's premier long-distance race for solar-powered vehicles, with competitors traveling 3000 kms [1,800 miles] along the Stuart Highway from Darwin in the far north of Australia to Adelaide in the south in cars powered solely by sunlight. In the process they ... send out a strong environmental message, pushing forward the boundaries of green technology and promoting the benefits of solar power as an alternative energy source. "It's a great adventure," the race director Chris Selwood told CNN, "One that allows the bright young people of the globe to come up with creative solutions to the problem of sustainable transport, while at the same time drawing attention to the importance of lightening the environmental footprint of our personal transport needs." First run in 1987, the race was the brainchild of Danish adventurer and environmental campaigner Hans Thostrup, who in 1982 designed and built "Quiet Achiever," the world's first ever solar-powered car. The inaugural competition featured 23 teams, with the winning vehicle -- the General Motors-sponsored Sunraycer -- completing the distance at an average speed of 67 kilometers per hour (42 miles per hour). The average speed has shot up to 103 kph (64 mph) ... while the competition has expanded to incorporate several different classes of vehicle: the Challenge and Adventure Classes for exclusively solar cars, and the Greenfleet Technology Class for other types of environmentally friendly, low-emission vehicles.

Note: Cars running on nothing but solar power averaging more than 60 mph over 1,800 miles? Why isn't this front page news? For lots more from reliable, verifiable sources on promising new energy and auto designs, click here.

One year ago, a 32-year-old trader at a giant hedge fund named Amaranth held huge sway over the price the country paid for natural gas. Trading on unregulated commodity exchanges, he made risky bets that led to the fund's collapse -- and, according to a congressional investigation, higher gas bills for homeowners. But as another winter approaches, lawmakers and federal regulators have yet to set up a system to prevent another big fund from cornering a vital commodity market. Called by some insiders the Wild West of Wall Street, commodity trading is a world where many goods that are key to national security or public consumption, such as oil, pork bellies or uranium, are traded with almost no oversight. Part of the problem is that the regulator, the federal Commodity Futures Trading Commission, has had a hard time keeping up with the sector it oversees. Commodity trading has exploded in complexity and popularity, growing six-fold in trading volume since 2000 -- the year that a handful of giant energy companies, including Enron, successfully lobbied to get Congress to exempt energy markets from government regulation. Meanwhile CFTC's staffing has dropped to its lowest level in the agency's 33-year history. Its computer systems that monitor trades are outdated. Its leadership has seen frequent turnover. "We are facing flat budgets and exponential growth in the industry," said CFTC Acting Chairman Walter Lukken. "Over the long term this type of budgetary situation is not sustainable." Commodities markets also have become complex with many trading futures contracts as well as financial tools called derivatives and swaps, whose value is based on the risk of futures contracts. Gathering data on these products has been a challenge for the CFTC. The evolution of the markets has led to some tension between the CFTC and the Federal Energy Regulatory Commission.

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Gordon Brown has promised to double the number of "eco-towns" to be built across the UK from five to ten. The prime minister told the Labour conference in Bournemouth that a positive response to the project had encouraged him to expand it. This showed "imagination", he said, adding that eco-towns would help the government meet housebuilding targets. In May, Mr Brown promised [that] communities of up to 100,000 low-carbon and carbon-neutral homes would be built. Mr Brown told the Labour conference: "For the first time in nearly half a century we will show the imagination to build new towns - eco-towns with low and zero-carbon homes. And today, because of the responses we have received, we are announcing that instead of just five new eco-towns we will now aim for ten - building thousands of new homes in every region of the country." This would help boost housebuilding to 240,000 homes a year, he said. The eco-town idea was the first major policy announcement made by Mr Brown as he began his campaign to succeed Tony Blair as prime minister earlier this year. Constructed on old industrial sites, they will be powered by locally generated energy from sustainable sources. The government said that, with a month to go until the deadline, there had been about 30 expressions of interest in building eco-towns from councils, developers and others.

It sounds too good to be true - not to mention the fact that it violates almost every known law of physics. But British scientists claim they have invented a revolutionary device that seems to 'create' energy from virtually nothing. Their so-called thermal energy cell could soon be fitted into ordinary homes, halving domestic heating bills and making a major contribution towards cutting carbon emissions. Even the makers of the device are at a loss to explain exactly how it works - but sceptical independent scientists carried out their own tests and discovered that the 12in x 2in tube really does produce far more heat energy than the electrical energy put in. The device seems to break the fundamental physical law that energy cannot be created from nothing - but researchers believe it taps into a previously unrecognised source of energy, stored at a sub-atomic level within the hydrogen atoms in water. The system - developed by scientists at a firm called Ecowatts [a holding of Gardner Watts] - involves passing an electrical current through a mixture of water, potassium carbonate [potash] and a secret liquid catalyst, based on chrome. This creates a reaction that releases an incredible amount of energy compared to that put in. If the reaction takes place in a unit surrounded by water, the liquid heats up, which could form the basis for a household heating system. If the technology can be developed on a domestic scale, it means consumers will need much less energy for heating and hot water - creating smaller bills and fewer greenhouse gases. The device has taken ten years of painstaking work by a small team at Ecowatts' ... laboratory, and bosses predict a household version of their device will be ready to go on sale within the next 18 months.

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An Erie cancer researcher has found a way to burn salt water, a novel invention that is being touted by one chemist as the "most remarkable" water science discovery in a century. John Kanzius happened upon the discovery accidentally when he tried to desalinate seawater with a radio-frequency generator he developed to treat cancer. He discovered that as long as the salt water was exposed to the radio frequencies it would burn. The discovery has scientists excited by the prospect of using salt water, the most abundant resource on earth, as a fuel. Rustum Roy, a Penn State University chemist, has held demonstrations at his State College lab to confirm his own observations. The radio frequencies act to weaken the bonds between the elements that make up salt water, releasing the hydrogen, Roy said. Once ignited, the hydrogen will burn as long as it is exposed to the frequencies, he said. The discovery is "the most remarkable in water science in 100 years," Roy said. "This is the most abundant element in the world. It is everywhere," Roy said. "Seeing it burn gives me the chills." Roy will meet this week with officials from the Department of Energy and the Department of Defense to try to obtain research funding. The scientists want to find out whether the energy output from the burning hydrogen - which reached a heat of more than 3,000 degrees Fahrenheit - would be enough to power a car or other heavy machinery. "We will get our ideas together and check this out and see where it leads," Roy said. "The potential is huge."

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Millions of inventions pass quietly through the U.S. patent office each year. Patent No. 7,033,406 did, too, until energy insiders spotted six words in the filing that sounded like a death knell for the internal combustion engine. An Austin-based startup called EEStor promised "technologies for replacement of electrochemical batteries," meaning a motorist could plug in a car for five minutes and drive 500 miles roundtrip between Dallas and Houston without gasoline. By contrast, some plug-in hybrids on the horizon would require motorists to charge their cars in a wall outlet overnight and promise only 50 miles of gasoline-free commute. And the popular hybrids on the road today still depend heavily on fossil fuels. "It's a paradigm shift," said Ian Clifford, chief executive of Toronto-based ZENN Motor Co., which has licensed EEStor's invention. "The Achilles' heel to the electric car industry has been energy storage. By all rights, this would make internal combustion engines unnecessary." Clifford's company bought rights to EEStor's technology in August 2005 and expects EEStor to start shipping the battery replacement later this year for use in ZENN Motor's short-range, low-speed vehicles. The technology could also help invigorate the renewable-energy sector by providing efficient, lightning-fast storage for solar power, or, on a small scale, a flash-charge for cell phones and laptops. EEStor's secret ingredient is a material sandwiched between thousands of wafer-thin metal sheets, like a series of foil-and-paper gum wrappers stacked on top of each other. Charged particles stick to the metal sheets and move quickly across EEStor's proprietary material. The result is an ultracapacitor, a battery-like device that stores and releases energy quickly.

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Gerald Rowley keeps his dreams in his garage. There ... he stores an aging Mazda 626 sedan [specially outfitted with a] one-gallon steel box in the trunk connected to fuel lines leading to a gasoline vaporizing device under the hood. The steel box holds one gallon of regular unleaded gasoline. The device beneath the hood is called the VFS, Vaporizing Fuel System. I came here to drive Rowley's VFS-equipped car. For years, I had spurned the invitations of homespun inventors worldwide to travel to distant points to witness first-hand machines that could deliver 100 miles per gallon or 200 miles per gallon. The claims sounded too incredible to believe -- ridiculous, in fact. If such devices really worked, really did what their inventors said they did, why would they still be sitting on shelves in anonymous workshops -- ignored by the driving public and all of the vehicle manufacturers who serve them? What automobile manufacturer in its right mind, especially with rising concerns about future oil availability and with gasoline prices escalating worldwide, would not jump at the opportunity to acquire a device that delivered 100 miles per gallon? Rowley's patented device is nothing new. It's just the latest iteration of an idea already developed by others -- the notion that you could get more miles per gallon out of a traditional gasoline engine if you pre-heated the fuel to about 350 degrees Fahrenheit, thus turning it into a vapor before it enters the combustion chamber. Vaporized fuel, when properly mixed with air, burns more efficiently, saves fuel and emits fewer tailpipe pollutants than traditional fuel-air mixtures in which gasoline is sprayed into a combustion chamber in tiny droplets and then mixed with air before burning. All car companies know this.

Note: Why won't the car manufacturers develop this amazing, proven technology? For a possible answer, click here. And for a treasure trove of exciting reports on new energy developments, click here.

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