Author: tsport100

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Volkswagen ID. R uses DRS Formula 1 technology for Nürburgring run

Volkswagen has set itself a new challenge with the ID. R this year – the Nürburgring-Nordschleife instead of Pikes Peak. A race track instead of a hill climb. Full-throttle sections instead of hair-pins. Because of this, the fully electric-powered ID. R has been continuously developed with respect to its aerodynamics.

“Though almost identical in length at roughly 20 kilometres, the Nordschleife presents a completely different challenge for aerodynamics in comparison to the hill climb at Pikes Peak,” says François-Xavier Demaison, Technical Director of Volkswagen Motorsport. “In the USA it was all about maximum downforce, but because the speeds are a lot higher on the Nordschleife, the most efficient possible battery use is of much greater importance with regard to the aerodynamic configuration.”

On the Nordschleife, it is not primarily about downforce, but low drag as well. Furthermore, the air in the Eifel, which sits about 600 metres above sea level, is much denser in comparison to Pikes Peak, where the finish line is 4,302 metres high. “This results in completely different basic data for the measurements of the aerodynamic aids,” explains Hervé Dechipre, the engineer responsible for the ID. R’s aerodynamics.

As well as an adapted floor and a new spoiler at the front of the vehicle, the ID. R will also sport a newly designed rear wing. It will be much lower than the variant used at Pikes Peak, in order to provide less surface resistance to the flow of air. The new multi-wing rear of the ID. R will nevertheless produce high downforce in the medium-fast turns of the 73-corner Nordschleife.

A difference to Formula 1: saving energy instead of overtaking

To further reduce the drag in certain sections, the rear wing will deploy technology known from its use in Formula 1 – the so-called Drag Reduction System (DRS). In the pinnacle class of motorsport, DRS is used in order to facilitate overtaking by allowing for higher speeds. During the ID. R’s solo-drive, however, the opening element of the rear wing will be used exclusively to preserve the remaining energy reserves. “Between when the rear wing is fully deployed and when it is flat, the difference in downforce is about 20 per cent,” explains Dechipre.

DRS will be particularly significant when the ID. R reaches the ‘Döttinger Höhe’, an almost three-kilometre-long straight at the end of the Nordschleife lap. “With an activated DRS, the car requires less energy to maintain its top speed over the entire Döttinger Höhe,” says Dechipre. “The ID. R reaches its top speed quicker and with a lower use of energy.”

With the ID. R as the racing spearhead of the future fully-electric production vehicles from the ID. family, the high potential of electric drive is combined with the emotion and fascination of motorsport. In this respect, there are not only technical, but aesthetic parallels as well. Similar to the future production vehicles from the ID. family, the ID. R also requires comparatively few openings in the bodywork to allow cooling air to flow. “The electric motors operate with little cooling,” says Dechipre. “The ID. R therefore requires fewer air intakes than conventional race cars, which brings with it a great aerodynamic benefit.”

Tests in wind tunnel with models and the actual vehicle

As with the preparations for the record-breaking outing at Pikes Peak last year, Volkswagen has tested the ID. R’s aerodynamics in the wind tunnel – initially with a 1:2 model. The next step was to continue this detailed work with the original sized race car. “By doing this, we could simulate the movements of the ID. R when braking or steering, as well as the resulting changes in aerodynamics,” describes Dechipre.

In order to be able to test as many variants as possible of the aerodynamic components that were also constructed using computer simulations, Volkswagen Motorsport once again took advantage of 3D printing. As a result, particularly complex designed plastic vehicle parts (that undergo only minimal loads) can be made in a short time and with high cost savings. “A good example of this is the air deflectors in front of the rear wheel arch, which optimise the airflow around the rear wheel,” says Dechipre.

On the high-speed sections of the 20.832-kilometer Nordschleife, these can make all the difference to the ID. R’s ability to undercut the existing electric lap record of 6:45.90 minutes, and thereby lay down a clear statement as to the performance capabilities of electric drive from Volkswagen.

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Audi e-tron climbs 85% gradient slope at Austrian downhill course

In late January, Audi sent its first fully electric-powered SUV onto the slopes where the world’s best ski racers battle for victory in the Hahnenkamm Race. The specially equipped Audi e-tron climbed the “Mausefalle” on the legendary “Streif”. With an 85 percent gradient, it is the steepest section of the spectacular downhill course.

With an 85 percent gradient, the “Mausefalle” is the steepest section of the famous “Streif” downhill course in Kitzbühel. To climb this passage, the Audi e-tron technology demonstrator was equipped with the triple motor powertrain originally shown when the e-tron SUV concept made it's debut in 2015.

With two electric motors on the rear axle and one electric motor on the front axle, (the production e-tron has only one motor per axle) the technology demonstrator achieved a total boost output of up to 370 kW and wheel torque of 8,920 Nm (6,579.1 lb-ft). This ensured full performance on the steep gradient. Audi also modified the software with respect to drive torque and torque distribution for the special conditions on the “Streif”. 19-inch wheels with spikes developed specifically for this driving event provided the necessary grip on snow and ice.

“Conquering an 85 percent gradient sounds impossible at first,” says Mattias Ekström, who was behind the wheel of the Audi e-tron technology demonstrator. “Even I was impressed with the way this car handles such difficult terrain,” adds the World Rallycross champion and two-time DTM champion. He considers this event to be one of his most extraordinary experiences.

For the greatest possible safety, the Audi e-tron technology demonstrator was equipped with a roll cage and a racing seat with a six-point harness. The vehicle itself was equipped with a belay, through which a safety cable was run. There was no pulling device.

Audi had a strong partner at its side for this project: the Austrian beverage producer Red Bull. The two companies are long-standing partners of the Hahnenkamm Race and conducted this event together. The Audi e-tron technology demonstrator also illustrated this collaboration with a special set of decals.

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BorgWarner Forms Cascadia Motion – Acquires RMS & AM Racing

BorgWarner has acquired two Oregon-based EV powertrain businesses. BorgWarner formed Cascadia Motion LLC to acquire assets and merge the operations of the companies – Rinehart Motion Systems LLC and AM Racing Inc. Cascadia Motion will explore the wide variety of electric and hybrid propulsion solutions for niche and emerging applications.

"Rinehart Motion Systems and AM Racing are two established companies in the speciality electric and hybrid propulsion sector," said Hakan Yilmaz, Chief Technology Officer at BorgWarner. "Bringing them together as Cascadia Motion will allow us to offer design, development and production of full electric and hybrid propulsion systems for niche and low-volume manufacturing applications."

BorgWarner have progressively acquired a portfolio of electric powertrain businesses including Remy in 2015 for $950 million and Sevcon in 2017 for $200 million.

Cascadia Motion will leverage the proficiencies of both companies into a start-up atmosphere designed to incubate new technologies. Rinehart Motion Systems brings expertise in propulsion inverters and controls for electric and hybrid electric vehicles in professional motorsports, motorcycles, specialty road cars, bus, and heavy duty sectors. AM Racing designs and manufactures single- and dual-core electric motors (based on Remy cores) and gearsets used in all these same market segments.

The new merged company will expand the company's ability to support a wide variety of customers with small scale projects, specialty products, and low volume manufacturing needs. In addition, BorgWarner's global production facilities can be utilized as Cascadia Motion customers grow to require high-volume production.

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ZF Electric driveline to premiere in Formula E

The world's first racing series for all-electric Formula vehicles is growing steadily in popularity. Following in the footsteps of manufacturers like Audi, Jaguar and Mahindra, the fifth season will see BMW and Nissan joining the series with factory teams. Mercedes and Porsche are planning a factory-backed entry in season six.

New rules this year will usher in many changes. The Gen2 car will celebrate its debut on the track with double the battery energy storage capacity of its predecessor, the Gen1 car. This means it can complete the entire race without the mid-race car swap previously necessary. The Gen2 car has increased power output of 250 kW, accelerates from 0 to 100 km/h in 2.8 seconds and has a top speed of 280 km/h. Venturi will be sending former Formula 1 drivers Felipe Massa (BR) and Edoardo Mortara (SUI) on the hunt for points this year. The German HWA Racelab team will enter the Formula E as a Venturi customer team and acquire its vehicles from Monaco-based Venturi. Accordingly, the electric ZF driveline will be in no less than four vehicles in the starting line-up for the new season.

Cooperation to be expanded

As part of their partnership, ZF has supplied the Monaco-based Venturi team with shock absorbers for its cars and developed a new transmission for season four. Mid-December will mark the first time Venturi takes to the track with a complete newly developed driveline from ZF. In addition to an improved transmission, the driveline also includes newly developed power electronics and electric motor.

"The speed of development in professional motorsports is extremely fast. Because the requirements for the overall system were unclear for such a long time, we had to make many short-term changes and build contingencies into our development work," explains Tobias Hofmann, Technical Project Manager Electric Axle Drive Formula E. "In the end, our success hinged on good, Group-wide cooperation. In addition to the E-Mobility division, ZF Race Engineering and ZF Advanced Engineering also played key roles in the development of the driveline."

Classic know-how meets next-generation technology

The entire system is the first electric driveline from ZF that has been developed purely for use in motorsports. In addition to extreme performance and torque density, the Formula E driveline has much greater efficiency than typically seen in series applications. It clearly exceeds most key performance data from season four. An entirely new concept has also been implemented for the interplay regarding the suspension of the electric motor and the transmission.

Because engine output is regulated in Formula E, power transfer is extremely important. "In order to stay competitive in the fight for best lap times, we needed to make significant changes to the transmission design. For the first time, this new transmission uses a single-gear concept as well as new materials, such as a metallic lightweight alloy for the transmission housing. The new concept has enabled us, once again, to reduce the transmission weight substantially; by nearly 40% compared to the previous season’s design," says Hofmann. "The new driveline has enabled a significant increase in efficiency as well."

The inverter, also newly developed, is ZF's first power electronics product with high-performance silicon-carbide modules. The casing for the inverter is made entirely of carbon fiber reinforced plastic. The intelligent control software is based on years of testing in volume production and has been specially adapted to the special demands of motorsports.

Norbert Odendahl, CEO of ZF Race Engineering, is looking forward to an exciting season: "In addition to our classic core motorsports products such as shock absorbers and clutches, we now want to use the new ZF electric driveline to highlight our competence in top flight motorsports and electromobility, particularly under the toughest of conditions. Formula E provides the optimum platform for us to do just that."

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BMW unveil ultra-fast 450 Kw EV charging station

BMW and industrial companies involved in the research project “FastCharge” yesterday presented the latest advancements in the field of fast and convenient energy supply for electrically powered vehicles. The prototype of a charging station with a capacity of up to 450 kW was inaugurated in Jettingen-Scheppach, Bavaria. At this ultra-fast charging station, electrically powered research vehicles created as part of the project are able to demonstrate charging times of less than three minutes for the first 100 kilometres of range or 15 minutes for a full charge (10-80 % State of Charge (SOC)).

The new charging station can be used free of charge right away and is suitable for electric models of all brands with the Type 2 version of the internationally widespread Combined Charging System (CCS), as is commonly used in Europe.

The research project “FastCharge” is being run by an industry consortium under the leadership of the BMW Group; its other members are Allego GmbH, Phoenix Contact E-Mobility GmbH, Dr. Ing. h. c. F. Porsche AG and Siemens AG. “FastCharge” is receiving total funding of EUR 7.8 million from the Federal Ministry of Transport and Digital Infrastructure. The implementation of the funding directives is being coordinated by NOW GmbH (National Organisation Hydrogen and Fuel Cell Technology).

Fast and convenient charging will enhance the appeal of electromobility. The increase in charging capacity up to 450 kW – between three and nine times the capacity available at DC fast-charging stations to date – enables a substantial reduction in charging times. “FastCharge” is investigating the technical requirements that need to be met in terms of both vehicles and infrastructure in order to be able to tap into these extremely high charging capacities.

The basis is provided by a high-performance charging infrastructure. The Siemens energy supply system being used in the project enables researchers to test the limits of the fast-charging capacity demonstrated by vehicle batteries. It can already handle higher voltages of up to 920 volts – the level anticipated in future electrically powered vehicles. The system integrates both the high-power electronics for the charging connections as well as the communication interface to the electric vehicles. This charge controller ensures the output is automatically adapted so that different electric cars can be charged using a single infrastructure. The system’s flexible, modular architecture permits several vehicles to be charged at the same time. Thanks to high-current, high-voltage charging the system is suitable for a number of different applications, including fleet charging solutions and, as in this case, charging along highways. In order to link the system to the public power grid in Jettingen-Scheppach as part of the project, a charging container was set up with two charging connections: one provides an unprecedented charging capacity of max. 450 kW while the second can deliver up to 175 kW. Both charging stations are now available for use free of charge for all vehicles which are CCS-compatible.

The Allego charging station prototypes now presented use the European Type 2 version of the well-established Combined Charging System (CCS) charging connectors. This standard has already proved successful in numerous electrically powered vehicles and is widely used internationally.

In order to meet the demands of fast charging at high capacity, cooled HPC (High Power Charging) cables made by Phoenix Contact are used, which are fully CCS-compatible. The cooling fluid is an environment-friendly mixture of water and glycol, allowing the cooling circuit to be half-open. This makes maintenance comparatively straightforward as compared to hermetically sealed systems that use oil, e.g. in terms of refilling the cooling fluid.

One challenge was ensuring that the cooling hoses in the charging line were not squeezed when connected to the charging station, as would happen with a conventional cable gland. In the present instance this would impair the cooling flow and therefore cooling efficiency. This problem was solved by Phoenix Contact by means of a specially developed wall duct with defined interfaces for power transmission, communication and cooling as well as integrated tension relief.

Depending on the model, the new ultra-fast charging station can be used for vehicles fitted with both 400 V and 800 V battery systems. Its charging capacity automatically adapts to the maximum permitted charging capacity on the vehicle side. The time saved as a result of the increased charging capacities is demonstrated in the example of the BMW i3 research vehicle. A single 10-80 % SOC charging operation now only takes 15 minutes for the high-voltage battery, which has a net capacity of 57 kWh. This can be achieved on the vehicle side by means of a specially developed high-voltage battery combined with an intelligent charging strategy. The latter includes precise preconditioning of the storage temperature at the start of charging, temperature management during the charging operation itself and a perfectly coordinated charging capacity profile over time. The charging operation is carried out via a novel multi-voltage network on the vehicle side using a high-voltage DC/DC (HV-DC/DC) converter, transforming the required 800 V input voltage of the charging station to the lower 400 V system voltage of the BMW i3 research vehicle. The HV-DC/DC system also gives the vehicle reverse compatibility, allowing it to be charged at both old and future charging stations. A key factor in ensuring reliable operation is secure communication between the vehicle and the charging station. For this reason, standardisation issues relating to interoperability are also being investigated and submitted to standardisation bodies.

The Porsche research vehicle with a net battery capacity of approx. 90 kWh achieves a charging capacity of more than 400 kW, thereby allowing charging times of less than three minutes for the first 100 km of range.

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Mercedes-Benz EQ silver arrow EV concept

At Pebble Beach in California, Mercedes-Benz is unveiling the Vision EQ Silver Arrow show car during Monterey Car Week, which is being held from 18 to 26 August 2018. The event attracts car aficionados and collectors from all over the world. The one-seater vehicle is also an homage to the successful record-breaking W 125 car from 1937. The paintwork in alubeam silver is reminiscent of the historic Silver Arrows which, for weight reasons, did not have a white paint layer. The interior is dominated by traditional, high-quality materials such as genuine leather, polished aluminium and solid walnut. The digital cockpit, meanwhile, points directly into the future: It includes a curved panoramic screen with back projection, as well as a touchscreen integrated into the steering wheel.

"Over 80 years ago, the historic Silver Arrows demonstrated that Mercedes-Benz was a pioneer when it came to speed thanks, among other things, to their streamlined shape," says Gorden Wagener, Chief Design Officer at Daimler AG. "The Vision EQ Silver Arrow draws on that legacy. Intended for acceleration and driving pleasure, it embodies progressive luxury and provides an insight into the future of our design. As a result, the show car drives the design idiom of our new EQ product and technology brand to the top."

The EQ brand is shaped by the avant-garde, distinct aesthetic of Progressive Luxury. This arises from the combination of a previously unknown beauty, the conscious clash of digital and analogue elements as well as the seamless merging of intuitive and physical design.

The exterior: sporty silhouette

With its clear, seamless design, the design idiom of the Vision EQ Silver Arrow is a brand-specific embodiment of the design philosophy of Sensual Purity. The streamlined silhouette of the approximately 5.3-metre long and approximately one metre shallow one-seater vehicle is slender yet sensuous.

The show car's body structure is made of carbon fibre. The multiple layers of paintwork in alubeam silver appear like liquid metal over the top. This concept represents the design polar opposites of "hot" and "cold". Functional attachment parts made of carbon fibre such as the front splitter epitomise the cool and rational aspect of this philosophy. The same applies to the front trim designed as a display, as well as the continuous lighting strip at the front. The side skirts also feature a lighting strip and the large, recessed EQ lettering in front of the rear wheels is illuminated blue as is characteristic of the brand.

Other highlights include the driver's cockpit, which can be folded forwards, and the partially free-standing multi-spoke wheels. The non-rotating hub caps and the partial trim on the wheels are other stylish and innovative highlights. The 168 spokes per wheel are made of lightweight aluminium and are painted a rose gold colour as is typical for EQ.

Offering exceptional traction and correspondingly fast acceleration, the Vision EQ Silver Arrow has slick 255/25 R 24 tyres at the front and 305/25 R 26 tyres at the rear. Attesting to the attention to detail, tyre partner Pirelli has helped to realise a star pattern on the tread.

The rear diffuser is reminiscent of motorsport. Two extendible rear spoilers act as an air brake by increasing the wind resistance when deceleration is desired.

Interior: between tradition and modernity

The interior of the Vision EQ Silver Arrow represents the values of Progressive Luxury. The design idiom combines timeless aesthetic appeal with futuristic visions.

When the driver's cockpit is folded forwards, it provides a view of the surprisingly wide interior. A contrast brings it to life: On the one hand, it uses traditional, high-quality materials. These include saddle brown genuine leather on the seat and steering wheel, polished aluminium throughout the interior and solid walnut with darker coniferous wood pinstripes on the floor. This creates a bridge back to the historic racing cars of the Silver Arrow era. On the other hand, modern, high-tech solutions such as the large projection surface for the panoramic screen and innovative user experience solutions such as the virtual race option (see below) represent the EQ's typically visionary character. This contrast is an intentional merging of past and future.

The sitting surface and backrest have an unusual pattern which is aligned with the seat contour: Stars have been stitched in with the help of laser engraving. AIRSCARF neck-level heating is integrated into the seat. A four-point seatbelt inspired by motorsport holds the driver securely in place. The pedals can be adapted to the driver's specific stature, with a controller located on the seat for adjusting the pedals.

To match the exterior paint finish in alubeam silver, the side walls of the interior are covered in a luxurious, grey suede.

Double screen and virtual racing

The driver of the Vision EQ Silver Arrow is encompassed by a large panoramic screen on which a 3D image of the surroundings is projected from behind. As a pointer to future possible charging technologies, the lane of the roadway on which inductive charging is possible is superimposed onto the screen.

With the help of artificial intelligence it is possible to engage in a virtual race against historic or present Silver Arrow racing cars. For this a virtual racetrack is superimposed onto the real roadway on the panoramic screen and the driver sees their opponent either ahead of them or behind them as a "ghost". The Virtual Race Coach assistance function helps you become a better driver by giving instructions during the race.

There is also a touchscreen on the steering wheel. The driver can use it to select programs such as Comfort, Sport and Sport+, which offer different driving characteristics. Sound settings can also be configured here: Choices include the sound of a current Formula 1 Silver Arrow or a Mercedes-AMG V8 engine.

Emission-free drive system

The Vision EQ Silver Arrow is conceived as an electric vehicle. This soundless Silver Arrow has an output of 550 kW (750 hp). The thin rechargeable battery in the underbody has a useable capacity of approx. 80 kWh and enables a calculated range of over 400 km according to the WLTP. Side air vents help to cool the battery.

The EQ concept vehicles: outlook for electric cars in all segments

With the Concept EQA, Mercedes-Benz demonstrated how the EQ strategy can be translated to the compact class at the 2017 Frankfurt Motor Show. Featuring one electric motor on the front axle and one at the rear, this electric athlete has a system output of over 200 kW. The drive characteristics can be altered by varying the permanent all-wheel drive's front to rear torque distribution. The Concept EQA shows which drive program has been selected on a unique virtual radiator grille.

At the 2017 Frankfurt Motor Show, smart presented the smart vision EQ fortwo – an electric and autonomous vision for highly efficient and flexible local public transport. Autonomous and electric-powered, the smart vision EQ presents a consistent concept for the future of urban mobility and the future of car sharing. The vehicle picks up its passengers directly from their chosen location and has no steering wheel or pedals.

The Concept EQ, unveiled at the 2016 Paris Motor Show, heralded the new EQ product and technology brand – a concept vehicle with the looks of a sporty SUV coupé that pre-empted many elements of the Mercedes-Benz EQC, which comes onto the market in 2019.

The inspiration: the world record-breaking vehicle from 1937

The role model for the Vision EQ Silver Arrow is the W 125 twelve-cylinder, record-breaking car which Mercedes-Benz built in 1937 on the basis of the Grand Prix racing car.

For the new body in 1937, Mercedes-Benz was inspired greatly by the aviation industry: Examples include the recommendation from the development departments of the aircraft factories of Ernst Heinkel and Willy Messerschmitt to shorten the front overhang and to make the front more rounded. The front was also extended further down and ended more steeply at the tip. As desired, this reduced lift on the front axle. A longer and more strongly raised rear reduced lift on the rear axle. One striking feature – and inspiration for the designers of the Vision EQ Silver Arrow – was the round cockpit glazing modelled on a drop of water in terms of outline and cross-section.

With it, Rudolf Caracciola achieved 432.7 km/h on the A5 autobahn between Frankfurt and Darmstadt based on the average speed travelling there and back. This speed record on public roads stood until November 2017.

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Audi reveal 500 kW AWD PB18 e-tron concept car

For the first time, Audi is presenting a design and technical concept car at Pebble Beach Automotive Week in Monterey, California. The all-electric Audi PB18 e-tron presents a radical vision for the high-performance sports car of tomorrow. Broad and flat, visibly inspired by the wind tunnel and the race track, its very presence signals that it is destined to push boundaries. Its concept and exciting lines were created in the new Audi design studio in Malibu, California – where the brand’s design is consistently being updated for the future. The technical concept of the PB18 e-tron has benefitted from Audi's many years of winning the Le Mans racing series. The experts at Audi Sport GmbH, the high-performance subsidiary of Audi, were responsible for implementation. The abbreviated name “PB18 e-tron” refers both to the Pebble Beach venue for the premiere and to the technological DNA it shares with the successful LMP1 racing car Audi R18 e-tron.

Consistently focused concepts for use
At first sight, the Audi PB18 e-tron shows its kinship with another spectacular concept car from the brand – the Audi Aicon from 2017. This holds true not only for characteristic design elements like the side windows that angle inwards and the extremely extended wheel arches. The two concept cars from 2017 and 2018 also share their electric drive with solid-state battery as energy storage.

But their respective, consistently focused concepts for use make them polar opposites. While the Aicon was designed as a fully automated, long-distance luxury vehicle – a business jet for the road – the creators of the PB18 e-tron designed it as a radical driving machine for the racetrack and road. Dynamics and emotion top its list of specifications. Parameters like propulsive power, lateral acceleration and perfect ergonomics determine each detail. And driver-orientation is in a completely new dimension.

The internal working title at Audi for the showcar project was “Level Zero” – as an explicit way to differentiate it from the Levels 3, 4 and 5 of autonomous driving currently in focus at Audi. In the Audi PB18 e-tron, the driver is the one steering and stepping on the gas or brake pedal. There are therefore no complex systems for piloted driving on board and no comfort features to add weight. In their place are a driver’s seat and cockpit that are integrated into an inner monocoque shell that can be slid laterally. When driven solo, the monocoque can be positioned in the center of the interior as in a monoposto – the perfect location for the racetrack. This is made possible not least by the by-wire design of the steering and pedals; a mechanical connection of the control elements is not needed.

Gael Buzyn is Head of the Audi Design Loft in Malibu – where the Audi PB18 e-tron was born. He describes the most important item in the specifications: “We want to offer the driver an experience that is otherwise available only in a racing car like the Audi R18. That’s why we developed the interior around the ideal driver’s position in the center. Nevertheless, our aim was to also give the PB18 e-tron a high degree of everyday usability, not just for the driver, but also for a potential passenger.”

When the driver’s monocoque is slid into the side position, from where the PB18 e-tron can be steered in everyday driving like a conventional road vehicle, there is room for a passenger. An additional seat can be accessed on the other side, integrated low above the ground and equipped with a three-point seatbelt. The driver also benefits when getting in and out from the easily accessible outside position of the monocoque, which can be moved when the door is open up to the sill.

Inspiration drawn from motorsport
The Audi PB18 e-tron package follows the traditional architecture of a mid-engine sports car with a cab that is positioned far forward. The car’s center of gravity is located behind the seats and in front of the rear axle – which benefits the driving dynamics. This does not involve the engine-transmission unit, as in a car with a conventional drive system, but rather the battery pack.

A mix of aluminum, carbon and multi-material composites ensures the body of the Audi PB18 e-tron has a low basic weight. Not least thanks to the innovative and comparatively light solid-state battery, a total weight of less than 1,550 kg (3,417.2 lb) can be expected.

The PB18 e-tron is 4.53 meters long, 2 meters wide and just 1.15 meters tall (14.5 x 6.4 x 4.6 ft). These dimensions alone speak of a classical sports car. The wheelbase is 2.70 meters (8.9 ft) and the overhangs are compact. Viewed from the side, the eye is drawn to the gently sloping roof line which is pulled far to the back and features massive C-pillars. Together with the large and almost vertical rear window, this design is reminiscent of a shooting brake concept – the synthesis of a coupé with the rear of a station wagon. The result is not only a distinctive silhouette but also, with 470 liters (16.6 cubic ft), a clear bonus in terms of cargo space – usually a deficit in sports cars. An exclusive luggage set customized to fit the cargo space helps to make optimum use of the luggage compartment – even if the luggage in this car frequently consists of nothing but a helmet and racing overall.

A flat red band of lights extends across the entire width of the rear and underscores the horizontal orientation of the vehicle body. The cabin, placed on the broad shoulders of the wheel arches, appears almost dainty from the rear. The rear diffuser air outlet has been raised high – another functional feature borrowed from motorsport. The diffuser can be moved downward mechanically to increase downforce. The rear spoiler, which normally is fixed, can be extended rearward for the same purpose.

The widely extended wheel arches located opposite the central cabin are noticeable from every angle. They emphasize the extremely wide track of the PB18 e-tron and thereby illustrate the lateral dynamic potential of the car and the obligatory quattro drive. The large 22-inch wheels, each with eight asymmetrically designed spokes are reminiscent of turbine inlets – together with the air inlets and outlets of the wheel arches, their rotation ensures excellent air supply to the large carbon brake discs.

The front is dominated by the familiar hexagon shape of the Singleframe grille, with an emphatically wide and horizontal cut. The brand logo is placed above at the front of the hood, in the typical Audi sports car style. Large air inlets to the left and right of the Singleframe supply the necessary cooling air to the brakes and the front electric motor. Wide and flat light units with integrated digital matrix technology and laser high-beam headlights complete the face of the PB18 e-tron.

The laser high-beam headlight with its enormous range is especially emblematic of the transfer of know-how from motorsport: This technology made its debut in the Le Mans R18 racing car, where the maximum light output at speeds above 300 km/h offered a crucial safety advantage at night as well.

The Audi designers have taken a new tack for air flow through the front hood. The hood dips deeply and acts as a lateral bridge running across the nose, connecting the two emphatically accentuated fenders and also doubling as an air deflector. A design that is thoroughly familiar from racing prototypes.

At the same time, this layout offers the driver a unique quality of visibility, and not just on the race track. Looking through the large windshield from the low seating position, the driver sees precisely into the opening of the ventilated hood and onto the road, and can thus perfectly target the course and apex of the curve. Mounted within the field of vision is a transparent OLED surface. The ideal line of the next curve can be shown on it, for example, precisely controlled with data from navigation and vehicle electronics. In normal road traffic, on the other hand, the direction arrows and other symbols from the navigation system find a perfect place here in the driver’s field of vision, analogous to a head-up display.

The large-format cockpit itself is designed as a freely programmable unit and can be switched between various layouts for the racetrack or the road, depending on the scenario for use.

Three electric motors and quattro drive
The concept uses three powerful electric motors – one up front and two in the rear. The latter are centrally located between the steering knuckles, each directly driving one wheel via half-shafts. They deliver power output of up to 150 kW to the front axle and 350 kW to the rear – the Audi PB18 e-tron is a true quattro, of course. Maximum output is 500 kW, with boosting, the driver can temporarily mobilize up to 570 kW. The combined torque of up to 830 newton meters (612.2 lb-ft) allows acceleration from 0 to 100 km/h (62.1 mph) in scarcely more than 2 seconds – a speed that differs only marginally from that of a current LMP1 prototype.

In normal road traffic, the driver can limit the maximum speed in favor of range. This limitation is easy to deactivate on the racetrack and can be adapted to local conditions.

The focus is on not just powerful performance but also maximum efficiency. While being driven, the Audi PB18 e-tron recovers large amounts of energy: up to moderate braking, the electric motors are solely responsible for decelerating the vehicle. The hydraulic brakes only come into play for heavy braking.

The concept of separate electric motors on the rear axle offers major advantages when it comes to sporty handling. The Torque Control Manager, which works together with the Electronic Stabilization Control (ESC), actively distributes the power to the wheels of the front and rear axles as needed. This torque control provides for maximum dynamics and stability. Thanks to the virtually instantaneous response of the electric motors, the control actions are lightning-quick. The drive concept of the Audi PB18 e-tron adapts perfectly to every situation, whether involving transverse or longitudinal dynamics.

The liquid-cooled solid-state battery has an energy capacity of 95 kWh. A full charge provides for a range of over 500 kilometers (310.7 miles) in the WLTP cycle. The Audi PB18 e-tron is already designed for charging with a voltage of 800 volts. This means the battery can be fully recharged in about 15 minutes.

The Audi PB18 e-tron can also be charged cordlessly via induction with Audi Wireless Charging (AWC). This is done by placing a charging pad with integral coil on the floor where the car is to be parked, and connecting it to the power supply. The alternating magnetic field induces an alternating voltage in the secondary coil fitted in the floor of the car, across the air gap.

High-tech from the LMP1 sport: the suspension
The front and rear have independent suspension on lower and upper transverse control arms, and, as commonly found in motor racing, a push-rod system on the front axle and pull-rod system on the rear – in both cases with adaptive magnetic ride shock absorbers. The suspension of the Audi R18 e-tron quattro Le Mans racing car served as the model for the basic architecture.

The wheels measure 22 inches in diameter and are fitted with 275/35 tires in the front and 315/30 in the back. Large carbon brake discs with a 19-inch diameter, in conjunction with the electric brake, safely and steadily decelerate the Audi PB18 e-tron even in tough racetrack conditions.

The path to volume production – electric mobility at Audi
Audi has been developing vehicles with all-electric or hybrid drive since back in the late 1980s. The first production offering of a car combining a combustion engine with an electric motor was the Audi duo from 1997, which occupied the body of an A4 Avant. A landmark technological development for electric cars was the R8 e-tron, which was unveiled at the 2009 Frankfurt Motor Show and in 2012 set a record lap time for an electric car on the North Loop of the Nürburgring.

Audi added a first plug-in hybrid to its range in 2014 in the guise of the 150 kW (204 hp) A3 e-tron – its battery units can be recharged by recuperation and cable, and give it an all-electric range of up to 50 kilometers in the NEDC. The Q7 e-tron made its debut in 2016: It is powered by a 3.0 TDI engine combined with an electric motor, with a combined 275 kW (373 hp) and 700 Nm (516.3 lb-ft) of torque. It accelerates from a standing start to 100 km/h (62.1 mph) in 6.2 seconds and is particularly efficient. In all-electric mode, it has a range of up to 56 kilometers (34.8 miles) while producing zero local emissions. It is also the world’s first plug-in hybrid with a V6 compression ignition engine and quattro drive.

Another concept car unveiled by Audi in 2015 at the Frankfurt Motor Show, was the e-tron quattro concept – the forerunner of the brand’s first all-electric-drive production automobile. As a radically reconfigured SUV it offers a range of more than 400 kilometers (248.5 miles) in the WLTP cycle with the spaciousness and comfort of a typical full-size automobile from Audi. The production version of this groundbreaking e-SUV, named Audi e-tron, will debut in September 2018.

Roadtrip, circuit or piloted city-mobile – a new mobility service
Audi has meanwhile been building a new family of visionary automobiles since 2017 as a preview for the next decade – electrically powered and precisely focused on their respective use scenarios. Cars currently in the market are always conceived as a versatile synthesis between highly conflicting requirement profiles – in practice, this often means compromises must be made. In contrast, the current concept cars will occupy a new, consistent position in an increasingly diversified market. The Audi Aicon long-distance luxury vehicle started things off at the IAA 2017; the PB18 e-tron is now marking another milestone. Additional vehicle concepts, such as those for example for urban traffic, are already being developed and will make their public debut in the coming months.

As part of a premium sharing pool with highly individual models, they will all sharpen the profile of the Audi brand even further in the future – as custom-tailored products and services for highly demanding customers who want to combine mobility, emotion and experience in every situation of their lives. These customers can then decide whether they only want to use the vehicle of their choice temporarily and exchange it for another when needed, or if they would rather purchase it permanently, as today.

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VW increase stake in solid-state batteries with $100M investment

Volkswagen will increase its stake in the California technology company QuantumScape Corporation and form a new joint venture.

VW says it is paving the way for the next level of battery power for long-range e-mobility. Dr. Axel Heinrich, Head of VW Group Research, who will take a seat on the board of directors of QuantumScape, says: “We want to accelerate the commercialization of QuantumScape’s solid-state batteries. And we combine forces to leverage Volkswagen’s experience as a production specialist and QuantumScape technology leadership. Volkswagen is thus taking another step toward a sustainable, zero emission mobility for our customers in the future.” Volkswagen will invest 100m USD in US-based QuantumScape and will become the innovative enterprise’s largest automotive shareholder. Closing of the transaction is subject to regulatory approval.

Since 2012, Volkswagen Group Research has already been collaborating closely with the Stanford spin-off. Based on the significant technical progress that this cooperation has made, QuantumScape and Volkswagen will work together within a newly formed joint venture with the aim to enable an industrial level of production of solid-state batteries. One of the long-term targets is to establish a production line for solid-state batteries by 2025.

“Volkswagen is the world’s largest automotive manufacturer and leads the industry in its commitment to electrification of its fleet,” says Jagdeep Singh, CEO of QuantumScape. “We are thrilled to be chosen by Volkswagen to power this transition. We think the higher range, faster charge times, and inherent safety of QuantumScape’s solid-state technology will be a key enabler for the next generation of electrified powertrains.”

Founded in 2010, QuantumScape is headquartered in San José, California and holds approximately 200 patents and patent applications for solid-state battery technology. Its deep expertise makes the company a leading pioneer in the development of this form of energy storage. “The solid-state battery will mark a turning point for e-mobility”, says Axel Heinrich of Volkswagen Group. “By increasing our stake in QuantumScape and forming the joint venture we strengthen and deepen our strategic cooperation with an innovative partner and secure access to the promising QuantumScape battery technology for Volkswagen.”

Solid-state battery cell technology is seen as the most promising approach for the e-mobility of the future. For example, a solid-state battery would increase the range of the E-Golf to approximately 750 kilometers compared with the present 300 kilometers. This battery technology has further advantages over the present lithium-ion technology: higher energy density, enhanced safety, better fast charging capability and – above all – they take up significantly less space. A solid-state battery of the same size as a current battery package can achieve a range comparable to that of conventional vehicles. While the approach has a lot of promise, advances have been difficult to attain and no other battery supplier has been able to achieve automotive performance. Volkswagen successfully tested QuantumScape early-stage solid-state battery sample cells in Germany running at automotive rates of power—an industry first.

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Schaeffler debut 880 kW AWD Concept Electric Audi RS3 [VIDEO]

The “Schaeffler 4ePerformance” concept vehicle demonstrates with its impressive driving performance how quickly modern motorsport technology can be put on the road.

The “Schaeffler 4ePerformance” is a good example of how technology is transferred from motor racing to a close-to-volume-production drive concept. The fully-electric vehicle is powered by four Formula E motors with a total power output of 880 kW (1,200 PS) that come from the ABT Schaeffler FE01 Formula E racing car. All of the four drives have been in use throughout the entire second Formula E season – and very successfully. What is more, these electric motors were the basis for world champion Lucas di Grassi’s electric drive from his 2016/2017 championship season.

Schaeffler has been active in ABB FIA Formula E, the world’s first electric racing series, from the first season. This makes the automotive supplier one of the pioneers of electric mobility that have believed in the vision of electric motorsport. The electric racing series is an ideal test field for the development of electric mobility technologies and perfectly suits the company’s corporate strategy “Mobility for tomorrow”, with which the globally active technology group helps shape the future of mobility.

The relevance of the development close to volume production is especially reflected by the “Schaeffler 4ePerformance” concept vehicle, where knowledge of comprehensive systems expertise, drives, and software and battery management is transferred directly to all of the Schaeffler Group's development departments. In the case of the “Schaeffler 4ePerformance”, the relevant expert areas of Schaeffler Motorsports, the Schaeffler E-Mobility business division, and the company’s subsidiaries Schaeffler Engineering and Compact Dynamics have worked closely together, and were complimented by ABT Sportsline’s expertise with regard to the entire vehicle. The impressive high-performance vehicle is based on the steel body of a high-volume production vehicle. The implementation of this project resulted from a joint idea by Lucas di Grassi and Prof. Peter Gutzmer. The objective of this idea was to gain the best possible learning results from Formula E and apply them to volume production.

The “Schaeffler 4ePerformance” is powered by no fewer than four Formula E drives from the winning ABT Schaeffler FE01 racing car, each of which provides a power output of 220 kW. In total, an all-electric drive power of up to 880 kW (approx. 1,200 PS) is available, accelerating the concept racing car from 0 to 200 km/h in less than 7 seconds. Each individual motor is directly connected to a wheel by means of a spur gear unit, while two motors share one gearbox housing and thereby form an electric twin axle. This architecture enables selective control of drive torque to individual wheels (torque vectoring). The power required for this is provided by two batteries with an overall capacity of 64 kWh. “For Schaeffler, this vehicle is a test laboratory on wheels thanks to its free scaling options for the drive power. We are currently testing and developing our own driving dynamics control system, which is based on physical vehicle and wheel modeling. We have been learning a lot especially in the area of software-based driving dynamics control systems”, says Simon Opel, Director Special Projects Motorsports at Schaeffler.

“In the same way as Schaeffler has contributed its technical expertise to Formula E from the very beginning, it also plays a pioneering role and is a partner for components and complete system solutions when it comes to applying electric mobility to volume production vehicles and putting them on the road”, says Prof. Peter Gutzmer, CTO of Schaeffler. The automotive supplier offers a wide range of products for electric mobility and the electrification of the entire drive train: From technologies for 48-volt hybridization and high-voltage hybrid modules that have been tested in volume production through to modular electric axles that will soon also be applied in renowned upper-class electric vehicles in Europe, after first volume-production solutions have been offered in China. “Schaeffler 4ePerformance” could be a supplement to volume-production drive concepts for electric high-performance sports cars.

The facts at a glance

  • Motors from the Abt Schaeffler FE01 Formula E racing car (season II)
  • Integration of four electric motors with a power output of 220 kW each (Pmax)
  • Overall power output of 880 kW (approx. 1,200 PS)
  • MGU with 320 Nm of peak torque
  • From 0 to 200 km/h in less than 7 seconds
  • Selective wheel drive
  • Battery capacity: 64 kWh
  • Concept and overall vehicle design: Schaeffler Technologies
  • Overall design and manufacturing of the gearbox: Schaeffler Engineering
  • Vehicle design: Schaeffler Technologies & ABT Sportsline
  • Motor and gearbox efficiency of approx. 95 percent under full-load conditions.

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    Mercedes-Benz EQC: Development and testing info


    2019 will see the launch of the EQC - the first all-electric Mercedes-Benz model from the new product and technology brand EQ. Between January and March, prototypes of the new model series completed tough winter testing in northern Sweden. The next waystations on the road to series production are more suspension/powertrain tests as well as integrated complete-vehicle high-temperature testing in southern Europe. Systematic complete-vehicle validation serves to guarantee our high quality standards and is one of the extensive measures in the development process of every Mercedes-Benz model series.
    Before going into production, a new vehicle must reach a maturity level specifically defined by Mercedes-Benz.
    Testing: a vital precursor to the launch of every vehicle
    • Totally digital: Digital testing covers all key areas of vehicle development: from simulation and validation of construction feasibility to crash performance, aerodynamics, ride & handling, NVH (noise/vibration/harshness), weight through to consumption and range.
    • From computer screen to test bench and onto the road: Despite all the advantages of digital testing in terms of speed, data availability and efficiency – no vehicle goes into series production without extensive real-world testing. The focus here is on the durability of components such as drivetrains on the test bench and the functional testing of the entire vehicle under various climatic conditions on the road. In the case of the EQC, of course, special attention is paid to the electric powertrain and the battery. They too are tested and approved in accordance with Mercedes-Benz's extremely strict standards.
    • Everything a question of proportion: A special role is also played by the acoustics of an electric vehicle, as, unlike in a combustion-engined vehicle, there is hardly a sound from the powertrain. This makes sounds such as the rolling of the tyres or wind noise more prominent. To meet these special requirements, we rely on our many years of experience in the area of NVH (Noise, Vibration, Harshness).
    • One third/two thirds: With a ratio of 35% to 65% between digital testing and real-world testing, we combine the best of both worlds – in the interests of the customary high quality standards of Mercedes-Benz.
    • Almost 200: That's how many prototypes and preproduction vehicles are built and tested for this purpose in our workshops.
    • Several hundred: Before being released for production, the vehicle must be tested and validated by numerous individuals from many different development departments. A total of several hundred experts are involved in testing. From the specialist departments, which approve their components and modules, through to testing/endurance testing of the complete vehicle.
    • Around four years: All in all, the EQC will have been in development for around four years.
    • Three winters and three summers: The EQC will be subjected over three winters and three summers to extreme conditions from minus 35° to over plus 50° Celsius.
    • A true cosmopolitan: Before coming to market in many countries around the world, the EQC will have undergone extensive testing in Germany, Finland, Sweden, Spain, Italy, Dubai, South Africa, the USA and China.
    To meet the targets for every component and the complete vehicle, the EQC will soon undergo a stress programme in the heat of Spain. Here the effects of temperature during driving is tested under extreme conditions, and also other particularly challenging aspects for an electric vehicle, such as air conditioning and charging. Because one thing is clear: the EQC must offer the quality and driving experience of every Mercedes-Benz.


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    Audi e-tron Vision Gran Turismo: From the PlayStation to the race track

    With the fully electric “Audi e-tron Vision Gran Turismo” concept car Audi is now turning electric mobility into a tangible experience in a unique way. Originally developed exclusively for virtual races on PlayStation 4, Audi is making the new race car reality in conjunction with Formula E. Starting with the race in Rome on Saturday, April 14, the Audi e-tron Vision Gran Turismo will be deployed as a race taxi.

    “E-Mobility is rapidly gaining importance,” says Peter Mertens, Member of the Board of Management, Technical Development, AUDI AG. “That is why in 2017 Audi was the first German manufacturer to enter Formula E with a factory-backed commitment. In our development laboratory motorsport, we are continuously expanding our expertise in e-mobility and gathering valuable experience also in extremely demanding conditions. With the Audi e-tron Vision Gran Turismo race taxi we are turning electric mobility into a tangible experience for our customers and guests as part of the Formula E races – in the middle of the world’s metropolises.”

    The customers and guests of the brand with the four rings will be able to experience Formula E’s city circuits as passengers in the Audi e-tron Vision Gran Turismo starting at the race in Rome (April 14). Employees at Audi’s pre-production center developed and produced this one-of-a-kind car within the space of just eleven months based on the example of the Audi e-tron Vision Gran Turismo from the “Gran Turismo” PlayStation game. The million-selling “Gran Turismo” game has long acquired cult status with gamers around the globe. Audi has been working together with Sony and Polyphony Digital – the creators of “Gran Turismo” – for nearly 20 years. Audi designers created the Audi e-tron Vision Gran Turismo for the “Vision Gran Turismo” competition that was launched on the market on the occasion of the popular game’s 15th anniversary. Numerous automobile manufacturers developed virtual race cars for the contest.

    Many of these concept cars were subsequently built as full-scale models as well and presented at trade shows. The Audi e-tron Vision Gran Turismo, however, is the first concept car of this range to be deployed to real-world race tracks as a fully functional vehicle. “This is what we are particularly proud of,” says Audi’s chief designer Marc Lichte. “Although the design of a virtual vehicle allows much greater freedom and the creation of concepts which are only hard to implement in reality, we did not want to put a purely fictitious concept on wheels. Our aim was a fully functional car. The Audi e-tron Vision Gran Turismo shows that electric mobility at Audi is very emotive. This car incorporates numerous elements of our new design language such as the inverted single frame in the vehicle’s color that will be typical for our new e-tron models.”

    Audi has deliberately taken up design elements and the color of the legendary Audi 90 quattro IMSA GTO with which the company in 1989 thrilled motorsport fans in the North American IMSA-GTO racing series with drivers like Hans-Joachim Stuck, Walter Röhrl, Hurley Haywood and Scott Goodyear. Featuring a combination of systematic lightweight design and quattro drive paired with a powerful five-cylinder turbo engine, the car was far ahead of its time back then.

    The Audi e-tron Vision Gran Turismo has permanent all-wheel drive as well, the fully electric e-tron quattro all-wheel drive with variable power distribution. Three electric motors, each with output of 200 kW, propel the concept car. Two electric motors drive the rear axle and the third one the front axle, using individual components from the future Audi e-tron. System output is 600 kW (815 hp). With a curb weight of 1,450 kilograms the electric race car has a power to weight ratio of 1.78 kilo­grams per horsepower with ideal 50:50 percent weight distribution between the front and the rear axle. The Audi e-tron Vision Gran Turismo accelerates from 0 to 100 km/h in less than 2.5 seconds.

    The futuristic race taxi will be deployed at all European Formula E races and numerous other events in 2018. At the wheel will be former DTM driver Rahel Frey from Switzerland or Le Mans winner Dindo Capello from Italy.

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    Electric planes to race from London to Darwin in 2019

    Electric aircraft will race from London to Darwin next year to mark the centenary of the Great Air Race.

    The race and a series of other events in the Top End will celebrate 100 years since Captain Ross Smith, Lieutenant Keith Smith and Sergeants Wally Shiers and Jim Bennett won the first event.

    "The 1919 Great Air Race captured the imagination of people across the globe," Northern Territory Chief Minister Michael Gunner said on Saturday.

    "Under the command of Captain Ross Smith, the journey has been described as the flight that changed the world and paved the way for national and international air travel."

    The 2019 event, to be known as the Centenary E-Race, will start in London late next year and stop over in at least 15 countries before making its way to Darwin.

    It is hoped that world-leading technology companies including Tesla, NASA, Airbus, Virgin and Boeing will enter in celebration of a century of aviation innovation and achievement by engineers, designers and aircraft constructors.

    The advantages of electric aircraft are huge, however, achieving long distance flight in an electric aircraft is still the greatest challenge. There are currently three approaches to tackling this problem, battery electric, hydrogen fuel-cell electric, and hybrid combustion-engine electric.

    Captain Smith and his colleagues flew a Vickers Vimy Biplane more than 18,000km in 28 days in 1919, with the race acting as a catalyst for international travel and improved communications.

    John Storey, an expert in battery and solar technology, said the 2019 race would fast-track renewable flight technology by years and contribute to improving the e-aviation industry.

    "The event is technically feasible, however, completing the route in an electric aircraft is by no means a foregone conclusion," Professor Storey said.

    "That makes 2019 the right time to stage it. In 2009 it would have been impossible, in 2029 it will be routine."

    The program of celebrations in Darwin will include an air show, centenary ball, commemorative ceremonies and education programs for schools.

    The Ross Smith Memorial at Fannie Bay will also undergo significant conservation work.

    Source: Great Air Race

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    Volkswagen reveal ID-R all-electric prototype Pikes Peak racer

    Volkswagen has named its latest motorsport project the I.D. R Pikes Peak. This all-electric prototype racing car will compete in the Pikes Peak International Hill Climb on 24 June in Colorado.

    The four-wheel-drive racing car points to the sporting potential of the I.D. family of all-electric vehicles and is also the first step towards a closer relationship between Volkswagen R and Volkswagen Motorsport.

    The Volkswagen brand plans to offer more than 20 fully-electric cars by 2025. Manufacture of the first production model of the I.D. family is scheduled to start at the end of 2019 in Zwickau, Germany.

    "We want to be at the forefront of electro-mobility with Volkswagen and the I.D. family. Competing in the most famous hillclimb in the world with the I.D. R Pikes Peak is a valuable test for the general development of electric cars."
    —Dr. Frank Welsch, Volkswagen Member of the Board of Management with responsibility for Development

    The international Pikes Peak Hill Climb, also known as the “Race to the Clouds”, has been held since 1916 near Colorado Springs in the Rocky Mountains. The 12.4-mile route starts at just above 9,000 feet and climbs to the summit at 14,115 feet above sea level.

    Volkswagen last entered the Pikes Peak hillclimb in 1987 with a spectacular dual-engine Golf, which generated 652 horsepower. However, Volkswagen did not win.

    "It is about time we settled the score. The I.D. R Pikes Peak represents an extremely exciting challenge for us, to show what is possible in motorsport with an electric drivetrain. The entire team behind our driver Romain Dumas is highly motivated to set a new record for electric cars."
    —Volkswagen Motorsport Director, Sven Smeets

    The record in the electric prototype class currently stands at 8:57.118 minutes, set in 2016 by New Zealand’s Rhys Millen.

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    World Rallycross Championship all-electric in 2020

    Volkswagen's push for the development of an all-electric rallycross supercar were revealed by EV News in March 2016 with plans for electric cars to be introduced into the World RX structure announced in August of last year, but a source has now indicated that electric cars will take the place of conventional internal combustion engine Supercars in the headline category after next year.

    “Electric cars will be the world championship. They absolutely, categorically will be the world championship,” the source told Autosport.

    “Fifteen cars are required to begin in 2020. Nine different manufacturers have been engaged in the discussions and negotiations so far, but the ability to buy the required components and build a car has to be open to privateer teams if they want to go that way too.”

    It’s understood that the new electric cars will be based on a common carbon monocoque tub and safety structure that will be supplied as part of a chassis kit, expected to also include suspension and braking systems.

    The FIA is expected to issue an invite to tender for the chassis kit in the coming weeks, with an additional invite to tender for batteries.

    It’s believed that motors won’t be from a single supplier and neither will the composite body shells that will sit on top of the carbon chassis’, allowing for different models of cars to be used.

    Competitive development of quad-motor all-wheel-drive torque vectoring electric powertrains could provide the missing link between electric motorsport and road-car technology.

    Volkswagen have made clear that its electric Pikes Peak programme is designed as a learning project towards a future factory electric RX entry.

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    Magna To Unveil etelligent Drive Systems @ CES 2018

    Magna’s etelligentDrive systems will be on display at CES 2018. The company’s e1 concept vehicle will be used to demonstrate different electric-drive (e-drive) concepts and systems, as well as demonstrate Magna’s vehicle integration capabilities. The e1 system consists of one highly integrated e-drive system on the front axle and one on the rear axle with two electric motors (e-motors).

    Magna says the demo car achieves superior longitudinal and lateral dynamics combined with excellent vehicle stability for more safety. Each e-drive system in the demo vehicle uses 3x 140-kilowatt AC induction motors, adding up to an overall performance of 420-kilowatt peak.

    The Tesla Model S based e1 concept vehicle demonstrates improved stability and handling with electronic torque vectoring (eTV). The powertrain features an integrated eDrive 140 kW peak AC induction on the front axle while the rear axle has an integrated eDrive with 2 x 140 kW AC induction motors connected to a summation gearbox and axle lock clutch operated by the eTV control system to provide torque vectoring.

    Magna is responsible for providing the e-motor, electronic control module/inverter and the transmission for the Ford Focus BEV and Magna has supplied Volvo with the electrified rear axle drive system (eRAD) featured on the Volvo V60 and S60 plug-in hybrid models. Magna’s eRAD system offers multiple hybrid driving modes while also adding electric all-wheel-drive capability.

    More recently, the company announced a joint venture partnership with Hasco in China to produce a high volume e-drive system for a German automaker.

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    Airbus, Rolls-Royce, and Siemens team up for electric aircraft

    Airbus, Rolls-Royce, and Siemens have formed a partnership which aims at developing a near-term flight demonstrator which will be a significant step forward in hybrid-electric propulsion for commercial aircraft.

    The three companies together announced the groundbreaking collaboration, bringing together some of the world’s foremost experts in electrical and propulsion technologies, at the Royal Aeronautical Society in London.

    The E-Fan X hybrid-electric technology demonstrator is anticipated to fly in 2020 following a comprehensive ground test campaign, provisionally on a BAe 146 flying testbed, with one of the aircraft’s four gas turbine engines replaced by a two megawatt electric motor. Provisions will be made to replace a second gas turbine with an electric motor once system maturity has been proven.

    “The E-Fan X is an important next step in our goal of making electric flight a reality in the foreseeable future. The lessons we learned from a long history of electric flight demonstrators, starting with the Cri-Cri, including the e-Genius, E-Star, and culminating most recently with the E-Fan 1.2, as well as the fruits of the E-Aircraft Systems House collaboration with Siemens, will pave the way to a hybrid single-aisle commercial aircraft that is safe, efficient, and cost-effective,” said Paul Eremenko. “We see hybrid-electric propulsion as a compelling technology for the future of aviation.”

    The E-Fan X demonstrator will explore the challenges of high-power propulsion systems, such as thermal effects, electric thrust management, altitude and dynamic effects on electric systems and electromagnetic compatibility issues. The objective is to push and mature the technology, performance, safety and reliability enabling quick progress on the hybrid electric technology. The programme also aims at establishing the requirements for future certification of electrically powered aircraft while training a new generation of designers and engineers to bring hybrid-electric commercial aircraft one step closer to reality.

    Paul Stein, Rolls-Royce, Chief Technology Officer, said: “The E-Fan X enables us to build on our wealth of electrical expertise to revolutionise flight and welcome in the third generation of aviation. This is an exciting time for us as this technological advancement will result in Rolls-Royce creating the world’s most powerful flying generator.

    “Siemens has been driving innovation in core technology fields at full speed,” said Roland Busch, Chief Technology Officer of Siemens. “In April 2016 we opened a new chapter in electric-mobility with the collaboration with Airbus. Building up electric propulsion for aircraft, we are creating new perspectives for our company and also for our customers and society. With the E-Fan X partnership, we now take the next step to demonstrate the technology in the air.”

    Among the top challenges for today’s aviation sector is to move towards a means of transport with improved environmental performance, that is more efficient and less reliant on fossil fuels. The partners are committed to meeting the EU technical environmental goals of the European Commission’s Flightpath 2050 Vision for Aviation (reduction of CO2 by 60%, reduction of NOx by 90% and noise reduction by 75%). These cannot be achieved with the technologies existing today. Therefore, Airbus, Rolls-Royce and Siemens are investing in and focusing research work in different technology areas including electrification. Electric and hybrid-electric propulsion are seen today as among the most promising technologies for addressing these challenges.

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    Renault Samsung unveil new SM3 Z.E with 36 kWh battery

    Renault Samsung Motors have unveiled the new SM3 Z.E. at the Daegu International Future Auto Expo in South Korea. Determined to upgrade its electric vehicle range to meet customer demand, and buoyed by the EV expertise it has gained over the past eight years, Groupe Renault is continuing to renew its line-up, the latest example being the new version of the SM3 Z.E. which first appeared in 2013.

    The autonomy of the Renault Samsung Motors SM3 Z.E. – the market’s only three-box saloon – has been increased by 57 percent to 213 kilometres based on the Korean type approval cycle.

    Battery power has been upped to 36kWh with no increase in weight and, with the average daily trip in South Korea standing at 40 kilometres in 2016 according to a Korean Transportation Safety Authority (KOTSA) report, the new SM3 Z.E. is capable of running for approximately five days on a single charge.

    This increase in autonomy and the model’s spacious cabin will permit the SM3 Z.E. to address the strong demand expressed not only by retail customers, but also by state-run fleets and taxi operators. Indeed, 1,200 cars were purchased by South Korea’s Ministry of Health and Welfare last April, while the model is also popular as an EV taxi in Seoul, Daegu and Jeju Island.

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    Honda to halve electric cars’ charging time to 15 minutes

    Honda Motor plans to release in 2022 a selection of fully electric cars that can run 240km on a single 15-minute charge. Most electric vehicles now available take at least twice that long to reach an 80% charge even using a high-speed charger.

    Key to this plan is developing a new type of high-capacity battery that can handle the ultra-quick charging. The carmaker sources batteries for its electric-gas hybrid vehicles from Panasonic and others, but plans to create the new batteries in collaboration with a partner to be chosen later. A lighter vehicle body and more efficient power control system will ensure the new cars can go farther on a single charge.

    Before then, Honda plans to release mass-market electric vehicles in Europe in 2019 and in Japan the following year.

    Fast chargers in Japan now provide a maximum output of 150kW, but industry plans call for raising that to 350kW starting in 2020. Europe is expected to have a network of several thousand 350kW charging stations by that year. Honda's next-generation electric vehicles will take advantage of this faster charging infrastructure.

    Nissan Motor's new 2018 Leaf will also offer quicker charging times than the current model and range 30% longer -- more than 500km on a single charge. The automaker has a head start on Japanese rivals Honda and Toyota Motor in mass-market electric vehicles.

    There were 470,000 electric vehicles on the world's roads in 2016, according to Tokyo-based research firm Fuji Keizai, making up 0.5% of the total. That share is expected to climb to only 4.6% by 2035. By offering faster charging and longer range, Honda hopes to give its electric cars an edge with everyday drivers.

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    Hitachi to make electric-vehicle motors in China

    Hitachi will turn out electrified-automobile motors in China as soon as fiscal 2020, aiming to capitalise on a government initiative to boost production of environmentally friendly vehicles.

    Hitachi Automotive Electric Motor Systems, a joint venture of Hitachi Automotive Systems and Honda Motor, established a unit in Guangdong Province dedicated to the development and production of motors for electrified vehicles, including hybrids, according to Monday's announcement.

    Outlays for the production facilities, which will be built on an 88,000-sq.-meter plot, and capacity have not been disclosed. Mass production may kick off in the fiscal year starting April 2020. Hitachi also operates similar sites in Japan and the U.S.

    Under the new initiative, automakers will soon be required to make and sell a minimum number of so-called new-energy vehicles based their overall output. These vehicles must account for 10% of production in 2019 and 12% in 2020, with adjustments made for such factors as models that run for longer distances.

    Global auto manufacturers have indicated plans to upgrade their new-energy vehicle businesses in China.

    Hitachi Automotive Systems, which also makes lithium-ion battery systems for autos, seeks to increase sales 260% in fiscal 2020 from the fiscal 2016 level.