Reportedly faster 0 - 30 mph (48 km/h) than a 400 hp V8 E90 BMW M3, BMW North America took an i3 for a silent hot lap around an un-named race track.
The first-ever BMW i3 Hot Lap [VIDEO]
The new technology behind the 2014 Audi R18 e-tron quattro
The 2014-generation Audi R18 e-tron quattro is the most complex race car ever built by Audi. At first glance, the new hybrid sports car appears like a continuous further development of the World Championship winning car and Le Mans winner of the past two years. However, due to the new LMP1 regulations that will come into effect in 2014, Audi Sport factually redeveloped every single component.
“The next Audi R18 e-tron quattro represents a completely new generation of Le Mans prototypes,” explains Head of Audi Motorsport Dr. Wolfgang Ullrich. “The principles of the LMP1 regulations have fundamentally changed. The idea behind this is to achieve similarly fast lap times as in the past with considerably less energy. Making more out of less: a forward-thinking approach.”
Chris Reinke, Head of LMP at Audi Sport, talks about a ‘revolution in thinking.’ “A fundamental approach to motorsport is being abandoned. Instead of power output, energy consumption will be subject to limitations – this is in line with the spirit of our times and opens up great technical freedoms to the engineers. In 2014, we’ll be seeing a wide variety of concepts on the grid at Le Mans.”
The basic elements of the Audi R18 e-tron quattro’s new configuration were defined back in 2012 and the design of all the single components started at the end of 2012. The new LMP1 sports car was rolled out in the early fall of 2013, followed by track tests of the most recent R18.
In the new Technical Regulations, a large number of principal definitions, which concern the powertrain, body dimensions, safety and aerodynamics, were re-determined. With the new R18, Audi Sport has opted for a similar concept as in the past – albeit with innovative detailed solutions and an additional hybrid system. The key details:
New approaches to powertrain technology and energy management
Never before has a race car been powered by technology as complex as the one used in Audi’s new LMP1 sports car. The TDI engine, which sets the benchmark in terms of efficiency, remains a time-tested and important element of the overall concept. The further developed V6 TDI unit of the Audi R18 e-tron quattro makes a crucial contribution to the car’s compliance with the energy specifications of the regulations. The new R18 has to do with up to 30 percent less fuel than its immediate predecessor.
In addition to the internal combustion engine, the powertrain concept, for the first time, features the integration of two hybrid systems. As in the past, a Motor-Generator-Unit (MGU), during braking events, recovers kinetic energy at the front axle, which flows into a flywheel energy storage system. For the first time, the turbocharger of the internal combustion engine is linked to an electrical machine, which makes it possible to convert the thermal energy of the exhaust gas flow into electric energy – for instance when the boost pressure limit has been reached. This energy also flows into the flywheel energy storage system. When the car accelerates, the stored energy can either flow back to the MGU at the front axle or to the innovative electric turbocharger, depending on the operating strategy.
The overall design of these systems and their direct impact on engine and powertrain management require highly complex coordination and tuning work. Audi Sport initially performed theoretical analyses and simulations, followed by rig testing and, since October, by track tests. The options available to the drivers and engineers as a result of the new technology are now more extensive than ever before.
Significantly changed conditions for the aerodynamicists
New freedoms, accompanied by greater restrictions – this is how the new framework conditions for aerodynamics can be put in a nutshell. A few examples: The 10 centimeter slimmer body of the new LMP1 sports car means that the front of the R18 becomes mathematically smaller – which is an advantage. The bodywork accommodates slimmer wheels, which, in turn, reduces aerodynamic drag. This is contrasted by other innovations that do not provide any advantages in aerodynamics. At 1,050 millimeters, the race car has to be 20 millimeters higher than before, and larger cockpit dimensions are prescribed as well. This leads to less favorable aerodynamics. The lower overall width of the car results in a slimmer underfloor. In addition, it features a completely different shape in the area of the cutouts for the front wheels. Consequently, the area that can produce downforce becomes smaller. With respect to designing the front end, the engineers enjoy new freedoms. Instead of a diffusor, a genuine front wing with a flap may be used for the first time. This promises aerodynamic advantages and lower costs, as this part of the bodywork will lend itself to easier modification to suit the various race tracks. In the past, it was necessary to produce different bodywork assemblies.
On the other hand, greater limits have been imposed on the aerodynamic design freedoms at the rear end. Use of the exhaust gas in the area of the rear diffusor, as in the case of the 2013-generation Audi R18 e-tron quattro, is now prohibited.
Further improvement of safety
Even in the past, LMP1 sports cars with their closed CFRP cockpit structure were regarded as one of the safest race car categories of all. Two severe accidents of the R18 at Le Mans in 2011 saw the Audi drivers get off lightly. But this is no reason to stop. The rule-makers have continued to improve the safety of the latest race car generation by imposing numerous discrete requirements.
The new monocoque has to resist higher loads. At the same time, it is reinforced by additional layers of fabric, which are hard to penetrate in the case of a concentrated impact. This reduces the risk of intrusion by pointed objects in accidents.
For the first time, wheel tethers are prescribed. They connect the outer assemblies of the front wheel suspensions with the monocoque and the ones of the rear suspensions with the chassis structure. Each of the two tethers required per wheel can withstand forces of 90 KN – which equates to a weight force of nine metric tons. Another new feature is a CFRP structure behind the transmission – the so-called ‘crasher’ – which absorbs energy in a collision.
This is another example of the considerable challenges faced by the Audi engineers, as all these innovations increase weight, in addition to the second hybrid system. Audi’s previous Le Mans prototype weighed 915 kilograms. But in the future the car’s weight may be reduced to 870 kilograms – which means that Audi’s ultra-lightweight design technology reaches a new dimension.
A large number of further innovations – for instance in the areas of vision and interior ergonomics – characterize the new Audi R18 e-tron quattro that will be making its racing debut in the 6-hour race at Silverstone (Great Britain) on April 20, 2014. The highlight of the FIA World Endurance Championship (WEC) will be the Le Mans 24 Hours on June 14/15, 2014. The aim is clear: Audi is setting its sights on continuing to maintain the leading role it has enjoyed in sports prototype racing since 2000 and on again demonstrating ‘Vorsprung durch Technik’ at Le Mans.
Five Steps To Not Hating Electric Cars [VIDEO]
ICE fans love the vicious sounds, smells and excitement of combustion cars. But can they learn to love electric cars the same way?
Follow these five steps. With Mike Prichinello and Zac Moseley from the Classic Car Club Manhattan.
Next Gen Lancer Evolution Hybrid to get different name
This makes sense. Because the next generation Mitsubishi Lancer Evolution performance car is so different from the Evolution models that came before it, the Japanese automaker could assign it a completely different name, according to Motor Trend.
While the next-gen car will still reportedly be turbocharged and all-wheel-drive, the engine will be downsized to a tuned version of the brand's 1.1-liter three-cylinder engine and will use electric motors on both front and rear axles similar to the Outlander PHEV's setup.
Sources are hinting that those motors combined with Mitsubishi's next-gen S-AWC would give the Evo replacement handling capabilities beyond any past model.
Bloomberg: Can the BMW i8 ‘Topple’ the Tesla Model S? [VIDEO]
It's good to see Bloomberg reporter Matt Miller talking UP Tesla stock for a change.
We've previously posted video of Miller trying to make a case that BMW and Audi are going to squeeze out Tesla at the top-end of the market, but the analysis was fairly poor.
BMW i3 Range Extender Test Drive [VIDEO]
The Telegraph takes the range extended BMW i3 for a test drive in some typically wet English countryside.
Maxwell & SK to Develop Integrated Lithium Ion Battery-Ultracapacitor
Maxwell Technologies announced today that it has signed a Memorandum of Understanding with SK Innovation, a subsidiary of SK Holdings and Korea's leading energy provider, to develop next generation energy storage solutions leveraging the complementary characteristics of SK's lithium ion batteries and Maxwell's ultracapacitors.
The two companies will explore and identify global commercial opportunities for products that enable enhanced functionality and improve energy efficiency in industrial, transportation and other markets. Lithium ion batteries are characterized by their high energy density, while ultracapacitors offer rapid charge and discharge capabilities, reliable performance in extreme temperature conditions and long operational life.
"As our name implies, we are seeking to move beyond the limitations of existing technologies to develop and deliver products that better meet the requirements of the most demanding energy storage and power delivery applications," said Stephen J. Kim of SK Innovation's battery division. "Our goal is to develop truly differentiated products that will create large new opportunities for both companies."
"While our respective products currently meet the needs of many applications as stand-alone solutions, Maxwell has always believed that ultracapacitors and batteries can be integrated to provide optimized products that offer the best of both worlds in terms of energy and power," said David Schramm, Maxwell's president and chief executive officer. "We are very pleased to have found a major lithium-ion battery producer in SK Innovation that is willing to invest in joint product and market exploration."
VW XL1 hits the streets of New York with $145,000 price tag
New Yorkers got a glimpse of the future this week, as the Volkswagen XL1 arrived in the City as part of a month-long American tour that took in Los Angeles, Washington D.C., and the Big Apple.
The XL1, which looks like it could have driven off the set of a sci-fi movie, is the most fuel-efficient production car in the world, with a European combined fuel consumption rating of 261 mpg and CO2 emissions of 21 g/km. Thanks to its plug-in hybrid system, this two-seater can also cover up to 31 miles as a zero-emissions electric vehicle.
To achieve this incredible fuel economy, Volkswagen engineers married an incredibly efficient, diesel-electric plug-in hybrid (PHEV) powertrain with a lightweight carbonfiber structure and the best aerodynamics of any production car in the world. The XL1 weighs just 1753 pounds, has a coefficient of drag of just 0.189, and uses a 48-horsepower two-cylinder turbocharged and direct-injection TDI® Clean Diesel engine that is mated to a 27-horsepower electric motor, a seven-speed DSG® dual-clutch automatic transmission, and a 5.5 kWh lithium-ion battery. Thanks to this formula, this super-efficient Volkswagen can cruise at a constant 62 mph while using just 8.3 horsepower. In all-electric mode, the XL1 requires less than 0.1 kWh to cover more than 0.6 miles (one kilometer).
The 261 mpg fuel consumption figure is a record for a production car, showing that Volkswagen is in the automotive industry’s technical vanguard. The XL1 also has a top speed of 99 mph and can accelerate from 0 to 62 mph in 12.7 seconds.
Conceptually, the XL1 represents the third evolutionary stage of Volkswagen’s 1-liter car strategy. At the start of this current millennium, Prof. Dr. Ferdinand Piëch—currently Chairman of the Supervisory Board of Volkswagen AG—formulated the visionary goal of producing a practical car that had a combined fuel consumption of one liter per 100 km (235 mpg). In the two-seat XL1, this vision has become reality.
Despite the tremendous efficiency of the XL1, the engineers and designers successfully came up with a body design that delivers more everyday utility than the two previous prototypes. In the L1, the 1-liter car that was shown in 2002 and 2009, the driver and passenger sat behind each other for optimal aerodynamics; in the XL1, the two occupants sit slightly offset, side by side, almost like a conventional vehicle.
The XL1 is 153.1 inches long, 65.6 inches wide, and just 45.4 inches tall. By comparison, a Volkswagen Polo is slightly longer (156.3 in) and wider (66.2 in), but is significantly taller (57.6 in). Even a purebred sports car like today’s Porsche Boxster is 5.1 inches taller. Just 250 XL1s will be produced at the Volkswagen factory in Osnabrück, Germany, priced at approximately $145,000.
XL1 SPECIFICATIONS
Body Carbonfiber reinforced polymer monocoque and panels
Length x width x height 153.1 in x 65.6 in x 45.4 in
Wheelbase 87.6 in
Drive system Plug-in diesel hybrid, rear-wheel drive
Engine TDI Clean Diesel, two cylinder
Capacity 830 cc
Output 48 hp, 89 lb-ft
Electric motor 27 hp, 103 lb-ft
System output 68 hp, 103 lb-ft
Transmission Seven-speed DSG automatic
Battery type 5.5 kWh lithium-ion
Weight 1753 lb
Performance/fuel economy
Max speed 99 mph (electronically limited)
European fuel consumption 261 mpg
C02 emissions 21 g/km
EV range 31 miles
EV/TDI range More than 310 miles (10 liter fuel tank)
Audi R8 e-tron Production Back On – Now with 400 km Range
Audi, who is on its third R&D chief in 16 months, has backtracked on an earlier decision to cancel production of the R8 etron, and will now push ahead with small-scale production of the zero-emission two-seater as part of a number of sweeping changes made to its research and engineering operations since the arrival in June of its new head, Ulrich Hackenberg.
Citing recent advances in lithium-ion battery technology that has reportedly increased its range from an original 215km (134 miles) to close to 400km (248.5 miles), insiders at Audi’s headquarters in Germany suggest the R8 etron will now go into limited production during the latter half of 2014.
The rear-wheel-drive R8 etron, cancelled in May by Wolfgang Dürheimer who is rumoured to have been fired over that decision, is set to act as a halo model for a number of smaller and more affordable new electric-powered Audi models, whose engineering is being overseen by Hackenberg – the man responsible for parent company Volkswagen’s new e-Up and e-Golf, among other hybrid-powered models, including the XL1 and Golf Plug-In Hybrid.
Among the changes made to the R8 etron to enhance its suitability for production is a new lithium battery technology featuring an alternative chemical process and, it is claimed, greater energy density than the original 48.6kWh unit.
Further details remain unclear, although the new car is expected to share the styling of the second-generation R8 – itself due to be launched with conventional petrol engines in 2014. The R8 etron was conceived from the outset around the second-generation R8’s new aluminium and carbonfibre body structure in a move that saw prototypes possess a kerb weight of 1780kg.
Nissan tests new Leaf battery chemistry
Nissan believes it can create a longer-lasting battery pack for its electric Leaf next year by altering the recipe used to create the component.
The proposed change in chemical composition, which is still under review at the automaker, should make the lithium ion battery more resilient to hot-weather aging, says Billy Hayes, vice president for Nissan's global electric vehicle business.
"We're working on an improved chemistry to improve the longevity of the batteries, especially in these prolonged extreme heat situations," Hayes told journalists during the Tokyo Motor Show last month.
"We're optimistic that we would use that for replacements going forward."
If approved, the new chemistry would go into production at Nissan's Smyrna, Tenn., Leaf and battery module assembly plant in the first half of 2014, he says.
Leaf owners in hot-weather markets such as Arizona and New Mexico have complained that their batteries appear to be aging faster than the manufacturer envisioned.
This year Nissan addressed the complaints by vowing to replace underperforming batteries.
Hayes says the new chemical composition will not extend the Leaf's driving range, which averages 73 miles on a single charge, according to Nissan marketing material. But he said it should delay the degradation of the battery over its lifetime.
EV batteries are produced in a baking process in which 48 modules of cells are sealed, injected with electrolyte and allowed to age.
Altering the chemicals involved can produce differences in performance, weight, cost and other characteristics.
Andy Palmer, Nissan's chief planning officer, says the Leaf battery has already gone through two other product enhancements since it entered production in Smyrna a year ago, to reduce weight and cost. He estimated that, after the expected change in chemical composition next year, it will likely see two more generations over the next two years.
Meanwhile, Nissan is working on other EV batteries, as well as other battery-powered models, Palmer says. In 2014, Nissan will introduce a lithium-powered NV200 compact cargo van. And Nissan is also studying plans to build an EV sports car based on the recently unveiled BladeGlider concept.
