Tesla Model Y with green, “liquid electricity” in the tank – not in the battery

Tesla Model Y with green,

One of the first Tesla Model Y, which is traveling in Germany, does not drive with full battery, but full tank. Its energy relates to the stromer from the synthetic fuel methanol, which is considered in German politics as one of the most important basic building blocks for the climate-friendly conversion of key industries, as it also takes CO2 from industrial exhaust gases. But how is it??

The Tesla Model Y with green, “liquid electricity” in the tank comes from the creative feather of the Obrist Group, which have built the vehicle as prototypes to make your own vision of the “liquid stream” tangible. Obrist PowerTrain, an Austrian engineering office, is convinced that the electrician should forget the battery for the most part. Instead of relating the driving energy from a 500 or more kilograms weighing battery, weight and price of the power store should remain low – and in part are replaced by “liquid current” in the form of synthetically prepared methanol. Obrist itself refers to this fuel as AFUEL® (Emethanol).

The AFUEL® is to be produced by solar energy, hydrogen from the water electrolysis and CO2 directly from the atmosphere. All processes that exist today, but not yet or only partially interconnected are merged with obrist. “The Modern Forest”, as the manufacturing plant is designated by Obrist, consists of a huge solar panel field, a water treatment plant, an electrolysis station, a CO2-air filter system and the emethanol synthesis system. By integrating a CSENKE system in which CO2 is converted into a solid form, even the possibility of producing a CO2-negative fuel is generated.

Federal Research Minister Anja Karliczek is thrilled by this approach: “Climate protection is only possible with green hydrogen. Therefore, we support research to the use of green hydrogen today, with massive massive today, with the efforts to be increased again in the next few years. Especially in industry and traffic we will also need chemical energy sources in the future. And: not all industrial processes can be completely decorated. It will continue CO2. For this we need solutions.”

With the rather unusual Tesla Model Y you suggest a very interesting bridge from your point of view. The use of methanol from “recycled” CO2 of the industry as fuel in road traffic. “My house provides additional 10 million euros for the exploration of this value chain,” Karliczek continues. At the moment this is a unique model Y converted, a kind of “innovation shop window”. From the point of view of the Federal Research Minister, the serial hybrid drive is a good solution in perspective, especially where no charging column is available.

“The urgency of climate protection requires the rapid and comprehensive entry into regenerative energy. In a global renewable energy market, carbonaceous energy sources such as methanol are central building blocks. The presented concept of serial hybrid drive combines the advantages of efficient electrical drive and energy density and easy-to-access synthetic fuel methanol. This concept is to further optimize through the research project presented here, “says the statement of prof. Robert SchlOgl, director of the Max Planck Institute for Chemical Energy Conversion and Carbon2Chem Project Coordinator.

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8 thoughts on “Tesla Model Y with green, “liquid electricity” in the tank – not in the battery”

  1. What harmonizes excellent is this ugly vehicle with this ugly drive. That was how it was praise. Otherwise, one is technically completely in the dead end and also the reasoning is not sound.

    First of all, weight in electric car is less harmful. This lesson was allowed to learn on the occasion of the BMW i3. And: If a battery weighs 500 kilos, he will weigh for equal capacity in a few years 300 kilos and later 180 kilos. So there is a degression foreseeable. In addition, an electric motor weighs significantly less than an internal combustion engine and the gearbox is significantly slimmer. The point where a Bev is easier than a hybrid, is quickly reached, the timable is the time when a BEV will be lighter than a burner.

    CO2 can and must be considered as a raw material and use. Four products can be created: salicyloeures, cyclic carbonates, urea, methanol. Should it be methanol, you can make it better plastics.

  2. QUESTION: What will be in power from the methanol in the conversion?
    Yes, clear -> CO2 and H2O.
    So we did not win anything, although we have put in a huge energy expenditure (= costs) there!
    Methanol is not a permanent sink for CO2 but only one C-> CO2 circulation with constantly high transformation losses (= Energy expenditure) and therefore I hold a general “methanol economy” off the chemical industry under the line So for a CO2-source.

  3. Methanol from “recycled” CO2 – possibly CO2 directly from the exhaust sleeves?

    But that’s not how easy – but the CO2 must first be cleaned very elaborately, because according to experts is the CO2, Z.B. from CO2 capsules for beer or water sprinkler, too dirty for it.

    So it is used to use a lot of energy for hydrogen production, then much energy for the CO2 cleaning and the merger of H2 and CO2, thus becoming methanol.

    I have here 19 days ago Already to the car of Obrist wrote a comment – see excerpt.


    But how high is the consumption of methanol still the first 100 km when the battery is empty?

    That would be about 8 liters of methanol to 100 km when the 50% efficiency of the methanol combustion can be achieved, but also only then.

    If you go from “methanol: 0.79 kg / l”, then 8 liters would be 6.32 kg x 12 kWh / kg CA. 76 kWh electricity, almost the 4-fold amount of electricity over a battery electric car.

    And here an excerpt from the article by then.

    As the company requires, in this plant from two kilograms of seawater, 12 kWh solar energy and 3.370 kilograms of air conclusive A kilogram of AFUEL® and 1.5 kilograms of oxygen.

    Here is out of 12 kWh eco flow for 1 kg of afuel (referred to as “emethanol”).

    Whether it requires less kWh when taking exhaust gases with CO2 and many other undesirable fabrics from the exhaust gases and it very, very complex cleansed so that it is cleaner than the CO2 we use for beer and water breasts? – Maybe that can explain the Federal Minister of Research.

  4. This nonsense makes me something of angry! “Recycled CO2”? Ass!
    This is greenwashing of the finest. Net it remains: additional (fossil) CO2 of the atmosphere is supplied. Just because I still have it through another process that is not better.
    Quite apart from that Exceptionally all CCS projects have not been able to capture approximately the targeted CO2 approximately.
    And the car itself is a complete malformation that could not be worse. Take a low-wear, almost completely maintenance-free, low and efficient BEV and build an internal combustion engine therein? And the whole thing is still promoted by the state? Who skipped those into the brain?

  5. Which fascinates me with these whole articles on the subject of obrist again and again is the ingenuity of this company – unfortunately only in terms of new terms.
    Since the serial hybrid becomes hybrid for hyper hybrid, from emethanol is afuel and finally “liquid stream”. And a plant for the production of emethanol will “The Modern Forest”.
    If the engineers are as good at the Obrist as the marketing department, maybe the cause may be. But I have my doubts.

  6. It is calculated one of the most efficient BEVs, from a manufacturer,
    The exclusively BEVs produced to “upgrade it” with a burner?
    That looks like a postillion article &# 128512;
    Presumably, you want to achieve a lot of attention,
    To show the layman: see, the electric car is improved!

  7. Say, how do you see that with the carbon monooxide which is created in the splitting of CH3OH (methanol)? I my right here is co-directly produced and ejected, which is not at the BEV and with H2 fuel cell.
    So I see that critically with the methanol, or did I make a mistake in splitting?

  8. Unfortunately, in discussions of this kind, also in the media, does not consider that the combustion in the engine does not expire “laboratory-perfect”. Even with the combustion of methane with air (around 78% nitrogen), nitrogen oxides and other classic exhaust gases are produced by the formation of longer chain hydrocarbons.


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