Perfectly timed for the world famous Bathurst 1000 endurance race this coming weekend at Mt Panorama, the guys at CarAdvice.com have set up the ultimate drag race.
It's the world's fastest four-door sedan, the Tesla Model S P85D, against Australia's fastest four-door sedans, the Supercheap Auto Racing Holden Commodore V8 Supercar and the Walkinshaw Performance W507 HSV GTS.
The Tesla Model S P85D rockets from 0-100km/h in just 3.3-seconds, while the V8 Supercar does it in 3.4-seconds, but weighs just 1400kg with the driver.
ElectriCity is a unique collaboration that has resulted in Gothenburg's first modern electric bus route. Volvo is one of the project partners and was also involved in creating the Silent Bus Sessions, a campaign involving some of Sweden's hottest artists performing four songs for unsuspecting passengers on the silent buses on route 55.
The campaign “Silent Bus Sessions” has become a viral success. The videos, where Swedish artists Zara Larsson and Seinabo Sey perform on the new electric bus route in Gothenburg have reached 2.5 million views.
Here's a behind the scenes look at the set of Silent Bus Sessions.
In presenting the Mission E at the IAA in Frankfurt, Porsche is introducing the first all-electrically powered four-seat sports car in the brand's history. The concept car combines the unmistakable emotional design of a Porsche with excellent performance and the forward-thinking practicality of the first 800-volt drive system. Key specification data of this fascinating sports car: four doors and four single seats, over 600 hp (440 kW) system power and over 500 km driving range. All-wheel drive and all-wheel steering, zero to 100 km/h acceleration in under 3.5 seconds and a charging time of around 15 minutes to reach an 80 per cent charge of electrical energy. Instruments are intuitively operated by eye-tracking and gesture control, some even via holograms – highly oriented toward the driver by automatically adjusting the displays to the driver's position.
Drive system: over 600 hp with technologies from endurance racing
The drive system of the Mission E is entirely new, yet it is typical Porsche, i.e. proven in motor racing. Two permanent magnet synchronous motors (PMSM) – similar to those used in this year's Le Mans victor, the 919 hybrid – accelerate the sports car and recover braking energy. The best proof of a Porsche is 24 hours of top racing performance and a 1-2 finish. Together the two motors produce over 600 hp, and they propel the Mission E to a speed of 100 km/h in less than 3.5 seconds and to 200 km/h in under twelve seconds. In addition to their high efficiency, power density and uniform power development, they offer another advantage: unlike today's electric drive systems, they can develop their full power even after multiple accelerations at short intervals. The need-based all-wheel drive system with Porsche Torque Vectoring – which automatically distributes torque to the individual wheels – transfers the drive system's power to the road, and all-wheel steering gives precise, sporty steering in the desired direction. This makes the Mission E fit for the circuit race track; its lap time on the Nürburgring Nordschleife is under the eight-minute mark.
Everyday practicality: convenient and quick charging, over 500 km driving range
It is not just passionate sportiness that makes up a Porsche but also a high level of everyday practicality. Accordingly, the Mission E can travel over 500 km on one battery charge, and it can be charged with enough energy for around 400 km more driving range in about fifteen minutes. The reason: Porsche is a front-runner in introducing innovative 800-volt technology for the first time. Doubling the voltage – compared to today's electric vehicles that operate at 400 volts – offers multiple advantages: shorter charging times and lower weight, because lighter, smaller gage copper cables are sufficient for energy transport. A moveable body segment on the front left wing in front of the driver's door gives access to the charging port for the innovative "Porsche Turbo Charging" system. Via the 800-volt port, the battery can be charged to approximately 80 per cent of its capacity in around 15 minutes – a record time for electric vehicles. As an alternative, the technology platform can be connected to a conventional 400-volt charging station, or it can be replenished at home in the garage via convenient inductive charging by simply parking over a coil embedded in the floor of the garage from which the energy is transferred without cables to a coil on the car's underbody.
Low centre of gravity for superior driving dynamics
Another feature that is typical of a Porsche sports car is a lightweight concept with optimal weight distribution and a low centre of gravity. The battery mounted in the car's underbody, which is based on the latest lithium-ion technology, runs the whole length between the front and rear axles. This distributes its weight to the two drive axles uniformly, resulting in exceptionally good balance. In addition, it makes the sports car's centre of gravity extremely low. Both of these factors significantly boost performance and a sports car feeling. The body as a whole is made up of a functional mix of aluminium, steel and carbon fibre reinforced polymer. The wheels are made of carbon: the Mission E has wide tyres mounted on 21-inch wheels in front and 22-inch wheels at the rear.
Design: fascinating sports car with Porsche DNA
Every square inch, every angle, every radius of the Mission E reflects one thing above all else: emotional sportiness in the best tradition of Porsche design. The starting point is the sculpture of a sport saloon with a low height of 130 cm with sports car attributes from Zuffenhausen that embodies visible innovations such as its integrated aerodynamics. Distinctive air inlets and outlets – on the front, sides and at the rear – typify the body's full flow-through design that enhances efficiency and performance. Integrated air guides improve airflow around the wheels, for instance, and air outlets on the sides reduce overpressure in the wheel wells, thereby reducing lift.
The much reduced sculpting of the front end shows a classic Porsche sweepback, and it relates the concept car to the 918 Spyder and Porsche race cars. A new type of matrix LED headlights in the brand's typical four-point light design captures the viewer's gaze. Integrated as an element hovering in the airflow of the air inlet, they lend a futuristic character to the front end. The four LED units are grouped around a flat sensor for assistance systems whose border serves as an indicator light. Distinctive front wings and an extremely low-cut bonnet reference 911 design. As in the 911 GT3 RS, a wide characteristic recess extends from the overlapping front luggage compartment lid up and over the roof. The line of the side windows is also similar to that of the 911, however, with one important difference: two counter-opening doors enable convenient entry – without a B-pillar. Another difference: instead of the classic door mirror, inconspicuous cameras are mounted on the sides that contribute to the car's exceptional aerodynamics.
The rear design underscores the typical sports car architecture. The lean cabin with its accelerated rear windscreen, which draws inward at the rear, creates space for the sculpted shape of the rear wings that only a Porsche can have. A three-dimensional "PORSCHE" badge illuminated from inside hovers beneath an arch of light that extends across the entire width in a black glass element.
Interior: light and open with four single seats
The interior of the Mission E transfers all of the traditional Porsche design principles into the future: openness, purist design, clean architecture, driver orientation and everyday practicality. The all-electric drive concept made it possible to fully reinterpret the interior. The lack of a transmission tunnel, for instance, opens up space and gives a lighter and more airy atmosphere to the entire interior. Race bucket seats served as inspiration for the four single seats. Their lightweight design is weight-saving, and it gives occupants secure lateral support during dynamic driving. Between the front seats, the centre console – elegantly curved like a bridge with open space beneath it – extends up to the dashboard.
Display and control concept: intuitive, fast and free of distractions
A new world based on an innovative display and control concept opens up before the driver. It is intuitive, fast and free of distractions – created for the sports car of tomorrow. The filigree driver's display is curved, low-profile and free-standing. The instrument cluster shows five round instruments – they can be recognized as Porsche, but they are displayed virtually in OLED technology, i.e. by organic light-emitting diodes. The round instruments are organized according to the driver-relevant themes of Connected Car, Performance, Drive, Energy and Sport Chrono. The controls are just as innovative. An eye-tracking system detects, via camera, which instrument the driver is viewing. The driver can then activate the menu of the instrument in focus by pushing a button on the steering wheel and navigate in it – which also involves an interplay of eye-tracking and manual activation. But that is not all: the display follows the seat position and body attitude of the driver in what is known as a parallax effect. If the driver sits lower, higher or leans to one side, the 3D display of the round instruments reacts and moves with the driver. This eliminates situations in which the steering wheel blocks the driver's view of certain key information, for instance. All relevant information such as vehicle speed is always within the driver's line of sight.
The Mission E can even portray driving fun: a camera mounted in the rear-view mirror recognizes the driver's good mood and shows it as an emoticon in the round instrument. The fun factor can be saved together with individual information such as the route or speed, and it can be shared with friends via a social media link.
Holographic display with touch-free gesture control
The entire dashboard is chock full of new ideas. Its division into two three-dimensionally structuring layers reinforces the impression of lightness and clarity. The upper layer integrates the driver's display, and between the levels there is a holographic display that extends far into the passenger's side. It shows individually selectable apps, which are stacked in virtual space and arranged by priority with a three-dimensional effect. The driver – or passenger – can use these apps to touch-free control primary functions such as media, navigation, climate control, contacts and vehicle. The desired symbol is activated by gestures that are detected by sensors. A grasping gesture means select, while pulling means control. Moreover, driver or passenger can use a touch display on the centre console to control secondary functions such as detailed information menus.
The concept vehicle can also be configured externally from a tablet via Porsche Car Connect. Using "Over the Air and Remote Services" the driver can essentially change the functional content of the vehicle overnight. A simple update via the integrated high-speed data module is all it takes to implement the travel guide or additional functions for the chassis, engine or infotainment system. The driver can use a smartphone or tablet to start updates conveniently from the Porsche Connect Store. Furthermore, Porsche Connect enables direct contact to a Porsche Centre for remote diagnostics or to schedule appointments. Another function of integrated Remote Services is the digital key, which can be sent via the Porsche Connect Portal. It not only lets the owner open the doors, but also other persons authorized by the owner such as friends or family. After successful authentication, the key can be used within a specific time frame and defined location.
The virtual exterior mirrors are literally eye-catching. The lower corners of the windscreen show the images of the outside cameras that are mounted in the front wings. The benefits: the driver gets a better view of images and the surroundings, and safety information can also be actively displayed there
In presenting the Mission E at the IAA in Frankfurt, Porsche is introducing the first all-electrically powered four-seat sports car in the brand's history. The concept car combines the unmistakable emotional design of a Porsche with excellent performance and the forward-thinking practicality of the first 800-volt drive system. Key specification data of this fascinating sports car: four doors and four single seats, over 600 hp (440 kW) system power and over 500 km driving range. All-wheel drive and all-wheel steering, zero to 100 km/h acceleration in under 3.5 seconds and a charging time of around 15 minutes to reach an 80 per cent charge of electrical energy. Instruments are intuitively operated by eye-tracking and gesture control, some even via holograms – highly oriented toward the driver by automatically adjusting the displays to the driver's position.
Drive system: over 600 hp with technologies from endurance racing
The drive system of the Mission E is entirely new, yet it is typical Porsche, i.e. proven in motor racing. Two permanent magnet synchronous motors (PMSM) – similar to those used in this year's Le Mans victor, the 919 hybrid – accelerate the sports car and recover braking energy. The best proof of a Porsche is 24 hours of top racing performance and a 1-2 finish. Together the two motors produce over 600 hp, and they propel the Mission E to a speed of 100 km/h in less than 3.5 seconds and to 200 km/h in under twelve seconds. In addition to their high efficiency, power density and uniform power development, they offer another advantage: unlike today's electric drive systems, they can develop their full power even after multiple accelerations at short intervals. The need-based all-wheel drive system with Porsche Torque Vectoring – which automatically distributes torque to the individual wheels – transfers the drive system's power to the road, and all-wheel steering gives precise, sporty steering in the desired direction. This makes the Mission E fit for the circuit race track; its lap time on the Nürburgring Nordschleife is under the eight-minute mark.
Everyday practicality: convenient and quick charging, over 500 km driving range
It is not just passionate sportiness that makes up a Porsche but also a high level of everyday practicality. Accordingly, the Mission E can travel over 500 km on one battery charge, and it can be charged with enough energy for around 400 km more driving range in about fifteen minutes. The reason: Porsche is a front-runner in introducing innovative 800-volt technology for the first time. Doubling the voltage – compared to today's electric vehicles that operate at 400 volts – offers multiple advantages: shorter charging times and lower weight, because lighter, smaller gage copper cables are sufficient for energy transport. A moveable body segment on the front left wing in front of the driver's door gives access to the charging port for the innovative "Porsche Turbo Charging" system. Via the 800-volt port, the battery can be charged to approximately 80 per cent of its capacity in around 15 minutes – a record time for electric vehicles. As an alternative, the technology platform can be connected to a conventional 400-volt charging station, or it can be replenished at home in the garage via convenient inductive charging by simply parking over a coil embedded in the floor of the garage from which the energy is transferred without cables to a coil on the car's underbody.
Low centre of gravity for superior driving dynamics
Another feature that is typical of a Porsche sports car is a lightweight concept with optimal weight distribution and a low centre of gravity. The battery mounted in the car's underbody, which is based on the latest lithium-ion technology, runs the whole length between the front and rear axles. This distributes its weight to the two drive axles uniformly, resulting in exceptionally good balance. In addition, it makes the sports car's centre of gravity extremely low. Both of these factors significantly boost performance and a sports car feeling. The body as a whole is made up of a functional mix of aluminium, steel and carbon fibre reinforced polymer. The wheels are made of carbon: the Mission E has wide tyres mounted on 21-inch wheels in front and 22-inch wheels at the rear.
Design: fascinating sports car with Porsche DNA
Every square inch, every angle, every radius of the Mission E reflects one thing above all else: emotional sportiness in the best tradition of Porsche design. The starting point is the sculpture of a sport saloon with a low height of 130 cm with sports car attributes from Zuffenhausen that embodies visible innovations such as its integrated aerodynamics. Distinctive air inlets and outlets – on the front, sides and at the rear – typify the body's full flow-through design that enhances efficiency and performance. Integrated air guides improve airflow around the wheels, for instance, and air outlets on the sides reduce overpressure in the wheel wells, thereby reducing lift.
The much reduced sculpting of the front end shows a classic Porsche sweepback, and it relates the concept car to the 918 Spyder and Porsche race cars. A new type of matrix LED headlights in the brand's typical four-point light design captures the viewer's gaze. Integrated as an element hovering in the airflow of the air inlet, they lend a futuristic character to the front end. The four LED units are grouped around a flat sensor for assistance systems whose border serves as an indicator light. Distinctive front wings and an extremely low-cut bonnet reference 911 design. As in the 911 GT3 RS, a wide characteristic recess extends from the overlapping front luggage compartment lid up and over the roof. The line of the side windows is also similar to that of the 911, however, with one important difference: two counter-opening doors enable convenient entry – without a B-pillar. Another difference: instead of the classic door mirror, inconspicuous cameras are mounted on the sides that contribute to the car's exceptional aerodynamics.
The rear design underscores the typical sports car architecture. The lean cabin with its accelerated rear windscreen, which draws inward at the rear, creates space for the sculpted shape of the rear wings that only a Porsche can have. A three-dimensional "PORSCHE" badge illuminated from inside hovers beneath an arch of light that extends across the entire width in a black glass element.
Interior: light and open with four single seats
The interior of the Mission E transfers all of the traditional Porsche design principles into the future: openness, purist design, clean architecture, driver orientation and everyday practicality. The all-electric drive concept made it possible to fully reinterpret the interior. The lack of a transmission tunnel, for instance, opens up space and gives a lighter and more airy atmosphere to the entire interior. Race bucket seats served as inspiration for the four single seats. Their lightweight design is weight-saving, and it gives occupants secure lateral support during dynamic driving. Between the front seats, the centre console – elegantly curved like a bridge with open space beneath it – extends up to the dashboard.
Display and control concept: intuitive, fast and free of distractions
A new world based on an innovative display and control concept opens up before the driver. It is intuitive, fast and free of distractions – created for the sports car of tomorrow. The filigree driver's display is curved, low-profile and free-standing. The instrument cluster shows five round instruments – they can be recognized as Porsche, but they are displayed virtually in OLED technology, i.e. by organic light-emitting diodes. The round instruments are organized according to the driver-relevant themes of Connected Car, Performance, Drive, Energy and Sport Chrono. The controls are just as innovative. An eye-tracking system detects, via camera, which instrument the driver is viewing. The driver can then activate the menu of the instrument in focus by pushing a button on the steering wheel and navigate in it – which also involves an interplay of eye-tracking and manual activation. But that is not all: the display follows the seat position and body attitude of the driver in what is known as a parallax effect. If the driver sits lower, higher or leans to one side, the 3D display of the round instruments reacts and moves with the driver. This eliminates situations in which the steering wheel blocks the driver's view of certain key information, for instance. All relevant information such as vehicle speed is always within the driver's line of sight.
The Mission E can even portray driving fun: a camera mounted in the rear-view mirror recognizes the driver's good mood and shows it as an emoticon in the round instrument. The fun factor can be saved together with individual information such as the route or speed, and it can be shared with friends via a social media link.
Holographic display with touch-free gesture control
The entire dashboard is chock full of new ideas. Its division into two three-dimensionally structuring layers reinforces the impression of lightness and clarity. The upper layer integrates the driver's display, and between the levels there is a holographic display that extends far into the passenger's side. It shows individually selectable apps, which are stacked in virtual space and arranged by priority with a three-dimensional effect. The driver – or passenger – can use these apps to touch-free control primary functions such as media, navigation, climate control, contacts and vehicle. The desired symbol is activated by gestures that are detected by sensors. A grasping gesture means select, while pulling means control. Moreover, driver or passenger can use a touch display on the centre console to control secondary functions such as detailed information menus.
The concept vehicle can also be configured externally from a tablet via Porsche Car Connect. Using "Over the Air and Remote Services" the driver can essentially change the functional content of the vehicle overnight. A simple update via the integrated high-speed data module is all it takes to implement the travel guide or additional functions for the chassis, engine or infotainment system. The driver can use a smartphone or tablet to start updates conveniently from the Porsche Connect Store. Furthermore, Porsche Connect enables direct contact to a Porsche Centre for remote diagnostics or to schedule appointments. Another function of integrated Remote Services is the digital key, which can be sent via the Porsche Connect Portal. It not only lets the owner open the doors, but also other persons authorized by the owner such as friends or family. After successful authentication, the key can be used within a specific time frame and defined location.
The virtual exterior mirrors are literally eye-catching. The lower corners of the windscreen show the images of the outside cameras that are mounted in the front wings. The benefits: the driver gets a better view of images and the surroundings, and safety information can also be actively displayed there
Audi has taken the wraps off its vision of the perfect electric SUV, the Audi e-tron quattro concept, delivering more than 500 km (310 miles) of range along with autonomous driving. Shown off for the first time at the Frankfurt Motor Show today, the concept previews Audi's production luxury electric SUV currently pencilled in for early 2018, with a slippery but meaty design and a trio of motors.
It's clearly an Audi from the outside, but the 16ft length and 6.3ft width are offset by the 5.1ft height, leaving the e-tron quattro concept looking low and chunky. Electrically-actuated aero elements on the hood, the flanks, and on the rear help control the flow of air, adding up to a mere 0.25 coefficient of drag. That, Audi points out, is a record for the SUV segment, where figures in excess of 0.30 cd are more typical.
The lighting uses Matrix lasers, combined with LED and OLED elements, the latter being shown for the first time at the Frankfurt show, but headed to production according to Audi. Inside, there's seating for four and up to 21.7 cu ft of their luggage. Surrounding them is an updated version of the Virtual Cockpit already in production cars, with various unusually-shaped OLED displays scattered across the dashboard.
Around the digital instruments, for instance, are glass touch displays for controlling the piloted driving, multimedia, and navigation, while more touch panels are wrapped around the spokes of the steering wheel. Two more OLEDs are on the center tunnel, while the doors have curved screens that replace external mirrors. In the rear, passengers get their own OLED screens to control the AC and choose what they want to watch on the LTE-streaming media system.
Of course, the real magic is in the powertrain. Audi has equipped the e-tron quattro concept with three motors in all, one at the front axel and two at the rear; altogether, they're good for 400 HP and 800 Nm of torque in boost mode. 0-100 km/h comes in 4.6 seconds, and the top speed is limited to 130.5 mph. The SUV automatically adjusts which rear wheel gets the torque according to grip and stability, while there are various degrees of driver-selectable power recuperation during braking.
Audi has slung the 95 kWh battery under the passenger compartment, keeping the center of gravity low, and paired it with a Combined Charging System (CCS) that's happy with either DC or AC current. Supply the concept with 150 kW of DC power, for instance, and a full charge can be completed in around 50 minutes, the company claims. However, if plugging in a cable is too much for you, Audi Wireless Charging is also included, using contactless induction charging and a low-speed autonomous driving system that navigates the SUV on top of the inductive plate. Finally there's a solar panel on the roof.
All-wheel steering, air suspension, and a combination of radar, video, ultrasonic sensors, and a laser scanner - which feed into what Audi calls the "central driver assistance controller" (zFAS) in the trunk, and which will eventually be used for piloted driving - round out the key tech. Of course, the e-tron quattro concept won't make it to dealerships in quite this form - expect the interior to be significantly more mainstream, for instance - but as EV drivetrains go this one is shaping up to be very interesting, and could cause some consternation over at Tesla's Model X lab.
Audi has taken the wraps off its vision of the perfect electric SUV, the Audi e-tron quattro concept, delivering more than 500 km (310 miles) of range along with autonomous driving. Shown off for the first time at the Frankfurt Motor Show today, the concept previews Audi's production luxury electric SUV currently pencilled in for early 2018, with a slippery but meaty design and a trio of motors.
It's clearly an Audi from the outside, but the 16ft length and 6.3ft width are offset by the 5.1ft height, leaving the e-tron quattro concept looking low and chunky. Electrically-actuated aero elements on the hood, the flanks, and on the rear help control the flow of air, adding up to a mere 0.25 coefficient of drag. That, Audi points out, is a record for the SUV segment, where figures in excess of 0.30 cd are more typical.
The lighting uses Matrix lasers, combined with LED and OLED elements, the latter being shown for the first time at the Frankfurt show, but headed to production according to Audi. Inside, there's seating for four and up to 21.7 cu ft of their luggage. Surrounding them is an updated version of the Virtual Cockpit already in production cars, with various unusually-shaped OLED displays scattered across the dashboard.
Around the digital instruments, for instance, are glass touch displays for controlling the piloted driving, multimedia, and navigation, while more touch panels are wrapped around the spokes of the steering wheel. Two more OLEDs are on the center tunnel, while the doors have curved screens that replace external mirrors. In the rear, passengers get their own OLED screens to control the AC and choose what they want to watch on the LTE-streaming media system.
Of course, the real magic is in the powertrain. Audi has equipped the e-tron quattro concept with three motors in all, one at the front axel and two at the rear; altogether, they're good for 400 HP and 800 Nm of torque in boost mode. 0-100 km/h comes in 4.6 seconds, and the top speed is limited to 130.5 mph. The SUV automatically adjusts which rear wheel gets the torque according to grip and stability, while there are various degrees of driver-selectable power recuperation during braking.
Audi has slung the 95 kWh battery under the passenger compartment, keeping the center of gravity low, and paired it with a Combined Charging System (CCS) that's happy with either DC or AC current. Supply the concept with 150 kW of DC power, for instance, and a full charge can be completed in around 50 minutes, the company claims. However, if plugging in a cable is too much for you, Audi Wireless Charging is also included, using contactless induction charging and a low-speed autonomous driving system that navigates the SUV on top of the inductive plate. Finally there's a solar panel on the roof.
All-wheel steering, air suspension, and a combination of radar, video, ultrasonic sensors, and a laser scanner - which feed into what Audi calls the "central driver assistance controller" (zFAS) in the trunk, and which will eventually be used for piloted driving - round out the key tech. Of course, the e-tron quattro concept won't make it to dealerships in quite this form - expect the interior to be significantly more mainstream, for instance - but as EV drivetrains go this one is shaping up to be very interesting, and could cause some consternation over at Tesla's Model X lab.
Siemens will show the wheel motor powered Roding Roadster Electric at the 2015 IAA (Internationale Automobil-Ausstellung) in Frankfurt Germany this month.
The Roding Roadster Electric is a hub drive powered research vehicle. Based on the Roding Carbon Cell, this innovative battery-powered drive train could be realized together with Siemens Corporate Technology. The prototypes used for this purpose were constructed without a mechanical brake at the rear axle, instead, braking is done by the electric motor.
The brake system is controlled by so-called Brake Blending, i.e., as circumstances require, the brake torque is automatically transferred from the electrically powered brake to the friction brake at the front axle. It is aimed to recuperate the entire potential energy in 70% of all braking processes.
Proterra announced today that their 40-foot Catalyst XR bus drove 258 miles (412 km) on a single charge under test conditions at Michelin's esteemed Laurens Proving Grounds (LPG). The Catalyst's range demonstration marks a significant step toward Proterra's goal of providing a high-performance bus that can serve any typical transit route in the United States.
The Catalyst XR configuration included eight battery packs, with a total energy capacity of 257 kWh. Based on these test results, Proterra predicts its ten pack XR configuration (321 kWh) will achieve 300 miles (480 km) on a single charge. According to available General Transit Feed Specification (GTFS) data, typical urban and rural bus routes in the United States run less than 200 miles a day, bringing most routes within reach of Proterra's current technology.
"The purpose-driven Catalyst design affords the best efficiency rating ever for a 40-foot transit bus, at 22 MPG equivalent," said John Sleconich, Chief Engineer at Proterra. "Proterra buses are the only mass transit vehicle built from the ground up as an electric vehicle. With a unique aerodynamic body made from carbon fiber and advanced composite materials, we are able to reduce mass for maximum efficiency."
Beyond meeting a given route's minimum range requirements, Proterra electric vehicles are poised to make a significant impact on the transit market because of the Catalyst's low operational cost per mile compared to diesel, CNG, and diesel-hybrid buses. Over the 12-year life of a bus, Proterra customers will dramatically reduce maintenance costs, saving around $135K. The environmental benefits are also making an impressive impact. Collectively, Proterra customers have logged more than 1.3 million miles of revenue service to date, preventing more than 4.7 million pounds of emissions.
"The U.S. is quickly waking up to the economic, environmental, and performance benefits of zero-emission electric buses," said Proterra CEO, Ryan Popple. "While diesel buses pollute our communities and are increasingly more costly to own and operate, Proterra is pushing the bounds of EV technology and steadily driving down costs. Achieving this range is validation for our technology and gives us the confidence that Proterra is capable of what we initially set out to accomplish - replacing every fossil fuel bus in the United States with a fully electric one. "
Consumer Reports put the performance version of Tesla's all-electric Model S through its testing and found that it's fast and super-efficient, proving that car companies don't have to sacrifice to achieve superior fuel economy.
Polish blogger Marek Wieruszewski reviews the Volkswagen e-Golf and the BMW i3 REx.
The Volkswagen e-Golf has a claimed range of up to 200 kilometres while the BMW i3 can squeeze up to around 160 kilometers, but it can be equipped with a petrol range-extender, which doubles its range.
Consumer Reports put the electric Model S P85D through the same tests other cars undergo at its track as part of its overall assessment of Tesla's performance sedan.
Watch the above video to see how it fared in three key tests, along with its fuel efficiency figure.
In this weeks episode of Fully Charged Robert Llewellyn gets a VIP invitation to witness the Aibus E-Fan battery powered electric aeroplane cross the English Channel.
First flown in April 2014, the plug-in plane is powered by two electric motors with a combined power of 60 kilowatts each driving a variable pitch fan providing a static thrust of 1.5 kN which is another engineering first on an electrically powered aircraft.
The motors are in turn powered by a 250V lithium polymer battery pack made by South Korean company Kokam. The batteries are housed within the inboard part of the wings parallel to the cockpit providing an endurance of between 45 minutes and 1 hour.
In a new video posted by Toyota Austria, a taxi driver claims to have covered 1 million kilometers (more than 600,000 miles) in his 2007 Toyota Prius - all with the original battery pack.
What's more, the driver, Manfred Dvorak, claims the Prius has never broken down. "For me, the Prius is the ultimate sidekick," he says.
Volkswagen have launched an EU research project called 'V-Charge' to look into the near future of automated parking. Six national and international partners are jointly developing new technologies with a focus on automating the search for a parking space and on the wireless charging of electric vehicles.
The test vehicles not only automatically looks for an empty parking space, but can also finds an empty space with charging infrastructure and inductively charges its battery. Once the charging process is finished, it automatically frees up the charging bay for another electric vehicle and looks for a conventional parking space. 'V-Charge' stands for Valet Charge and is pointing the way to the future of automated parking.
In the USA especially, convenient valet parking is a big hit: you pull up in your car right outside your destination, valet service personnel park it for you and have it brought around again as and when you need it. There is no more time-wasting search for a parking place. The V-Charge project picks up on this idea. Its development goal is fully automated searching for a parking space ('valet parking') within defined zones, such as in multi-storey car parks.
There are many scenarios that illustrate the advantages of the V-Charge concept. Take one practical everyday example: a commuter notices that he is possibly going to be late and is thus running the risk of missing an important meeting at his company. With V-Charge he is able to pull up right in front of the main entrance, get out and establish the link to his vehicle via the associated smartphone application. Operating fully automatically, the vehicle has a digital map relayed to it and within the parking area or multi-storey car park autonomously navigates to a parking space. If it is an electric vehicle, the system additionally prioritises a parking bay with an automatic charging facility. Pedestrians, cyclists and other vehicles are identified by the cameras and ultrasound sensors integrated within the vehicle. Therefore, the vehicle is allowed to travel in so-called 'mixed traffic'. The selected parking area neither has to be an enclosed domain nor is any complex technical equipment required.
As the electric vehicle nears its destination, the system recognises via local sensors whether the allocated parking space is taken. If it is empty, the fully automatic parking manoeuvre begins and positions the vehicle exactly above the inductive charging spot. When the charging process is complete, the vehicle automatically moves to another parking space, leaving the charging station free for another electric car. When the driver returns to the multi-storey car park, he calls the vehicle back to the starting point via the V-Charge app. The vehicle moves to the defined pick-up location, with the driver not needing to set foot in the parking area or multi-storey car park.
Taking the lead in the international research consortium is the Swiss Federal Institute of Technology (ETH) in Zurich. It is responsible for visual localisation, movement planning and vehicle control (Autonomous Systems Lab division), camera calibration, 3D reconstruction from images and obstacle detection (Computer Vision and Geometry Lab division). Braunschweig Technical University works on the issues of car park management and the vehicle's communication with the technical surroundings (vehicle-to-infrastructure 'V2I'), Robert Bosch GmbH contributes its expertise in the field of sensor technology, Parma University looks after object recognition and Oxford University handles the development of detailed navigation maps of the parking area (semantic mapping concepts). As the sixth partner in the consortium, Volkswagen is providing the platform equipment, safety and control modules, as well as systems for static monitoring of surroundings, object recognition and automated parking.
The test vehicle: a network of technical sensory organs The technical prerequisites largely already exist. During the introductory stage, for instance, it was possible to utilise sensor and camera technologies that are already being used in today's production vehicles. A dense network of sensory devices enables autonomous operation of the V-Charge test vehicle, which is based on a Volkswagen e Golf1. Four wide-angle cameras and two 3D cameras, twelve ultrasound sensors, digital maps and the so-called 'Car2X' technology for the vehicle's communication with the infrastructure ensure that the vehicle's surroundings are reliably detected and recognised. Pedestrians, vehicles and obstacles get identified, parking spaces recognised and measured and then this stream of data is put together in real time to form an overall picture – the task that the technical 'sensory organs' have to fulfil is complex and extremely varied.
As continual tests run as part of the research project show, V-Charge is already functional today. GPS-independent indoor localisation, centimetre-exact parking space measurement and 360-degree recognition of surroundings all function reliably, as do the system's reactions to pedestrians and vehicles and the way in which it takes account of traffic moving in line with or across the vehicle's path.
2005: a Volkswagen Touareg called 'Stanley' makes the first move towards autonomy At Volkswagen automatic motoring moved from being a vision to a field of research at an early stage. 'Stanley' – a Touareg converted in cooperation with Stanford University in California and the Volkswagen Electronics Research Laboratory (USA) into a laboratory that could drive autonomously – was already winning the Grand Challenge competition for robot vehicles as far back as 2005. The next stage of development, in 2007, was the Passat 'Junior', which even then was finding its way through the big-city jungle without a driver – and doing so with such success that it took second place in the Urban Challenge for autonomous vehicles.
Given the working titles 'PAUL' and 'iCar', two further Passat research vehicles also demonstrated their autonomous capabilities that same year. While, thanks to intelligent parking assistance with no driver involvement, 'PAUL' slips into spaces perpendicular to the carriageway, the 'intelligent car' makes life easier for the driver in stop-and-go situations and on long monotonous journeys by automatically braking and keeping the appropriate distance.
In 2011, the 'eT – follow me!' microvan was launched as the ideal vehicle for delivery services. One real-life scenario: If the driver walks from house to house along a street delivering letters, for example, 'eT' follows him on quiet electric paws like a well-trained dog to ensure his mailbag is constantly replenished ('FollowMe' function) – or stays on his spot like a good boy until receiving the electronic 'come to me' call.
Also taking to the stage of autonomous motoring in 2011 was the 'HAVE-IT' (Highly Automated Vehicles for Intelligent Transport), a Volkswagen AG contribution to the research project of the same name funded by the European Commission. The Wolfsburg engineers had developed for the Passat Variant a 'temporary autopilot', which set the best possible degree of automation for driving on motorways and similar roads based on the driving situation, surroundings, the driver's condition and the system status.
General Motors engineers say early testing of its upcoming Chevrolet Bolt EV is affirming their estimates that the car will have a range of 320 km (200 miles) between charges.
The automaker has produced 55 prototypes of the all-electric vehicle at plants in Seoul, South Korea, and Orion Township. They have been driven hard throughout GM's Milford Proving Grounds and early results are positive, engineers say.
"We have experienced 200 miles. We're pretty confident in that," said Pam Fletcher, GM executive chief engineer for electrified vehicles. "You can imagine we're going to eke out every mile of range we can."
Chevy unveiled the Bolt (that’s “Bolt” with a “B,” not to be confused with the existing plug-in hybrid Chevy Volt) concept at the Detroit Auto Show back in January, the hand-built prototypes have been testing since April. Vowing a 320 km (200-mile) range and a price tag of $30,000 after incentives, the Bolt is expected to enter production sometime in 2017.
Pam Fletcher, the chief executive engineer for electric vehicles at General Motors, also emphasized on Wednesday that GM’s electrification technology and manufacturing is U.S.-based. “Chevrolet’s electrification technology is very much grounded here in the U.S.,” Fletcher said in a video posted on GM’s site. She mentioned that the battery packs and electric drive units for the Volt are manufactured in Michigan and the electric motors are made in the U.S. “It’s a really a terrific story for technology and manufacturing and electrification in this country,” she said.
Chevrolet has committed to pricing the Bolt at about $30,000 after the $7,500 tax credit.
340 kW of power, 0 to 100 km/h in 3.9 seconds and a driving range of up to 450 km
Visually, the 4.40 meter (14.4 ft) long Audi R8 e-tron is recognizable by its unique lighting solutions on the air inlets, front apron and sideblades. Its exterior skin, painted in Magnetic Blue, combines body parts made of aluminum and carbon fiber reinforced polymer (CFRP), such as the front and rear lids. Thanks to aerodynamic modifications to its cooling air inlet, rear spoiler, diffuser, underbody and sideblades, the drag coefficient (Cd) of the R8 e-tron is just 0.28. Its Audi Space Frame (ASF) is based on the multimaterial design of the V10 version, which is extended by a rear body module made of CFRP. Despite its low weight, the corrugated bulkheads that conceal the luggage compartment can absorb a lot of energy in a rear-end collision.
The T-shaped battery is structurally integrated in the middle tunnel and is mounted behind the occupant cell – this location offers a low center of gravity and an axle load distribution of 40:60 (front/rear). The high-voltage battery is based on lithium-ion technology. The liquid-cooled lithium-ion battery consists of 52 modules. Compared to the first e-tron technology platform, the energy capacity of the new 595 kg (1311.8 lb) battery system was boosted from around 48.6 kWh to 90.3 kWh without requiring any package modifications.
Thanks to the high energy density, which was increased from 84 to 152 Wh/kg, the R8 e-tron can be driven up to 450 km (279.6 mi) on just one battery charge – previously it was 215 km (133.6 mi). In the Combined Charging System (CCS) for charging with DC or AC electricity, the battery can be fully charged in well under two hours. The driver can control this process remotely by smartphone, if the user has installed the relevant Audi connect app.
920 Nm (678.6 lb-ft) of torque
The two electric motors on the rear axle each output 170 kW and 460 Nm (339.3 lb-ft) of torque. The R8 e-tron, which weighs just 1,841 kg (4058.7 lb) empty (without driver), sprints from 0 to 100 km/h (62.1 mph) in 3.9 seconds and can accelerate to an electronically governed top speed of 250 km/h (155.3 mph) while developing its unique e-sound. Targeted Torque Vectoring – a need-based distribution of drive power between the rear wheels – gives the car maximum stability and dynamism.
Intelligent energy management and an electromechanical brake system at the rear axle ensure high rates of energy recuperation. The suspension springs consist of glass fiber reinforced polymer (GFRP), and the anti-roll bar is made of CFRP.
The R8 e-tron rides on aerodynamically optimized, high-gloss 19-inch aero wheels that were specially developed for this car. At the front axle, size 225/40R19 tires enable precise steering response. Size 275/40R19 tires transfer the torque of the electric motors to the road. The tires were specially developed for the requirements of an electric supercar, and they combine sporty driving properties with efficient rolling resistance values. Extremely sporty 20-inch wheels of the production R8 are available via the Audi Genuine Accessories program.
In the finely crafted interior, the R8 e-tron offers illuminated door sill trims, folding bucket seats and a specially configured Audi virtual cockpit. A heat pump removes waste heat from electrical components for thermal management and for interior climate control – an important efficiency module of the overall concept.
Audi also uses the latest development stage of the R8 e-tron as a high-tech laboratory – it also continues to play an important role in developing electric mobility of the future. The R8 e-tron will be produced in the small-scale production facility of quattro GmbH at the Audi Neckarsulm site in the Böllinger Höfe.
450 km (279.6 mi) range on a fully charged battery
The new battery cells are primarily responsible for the new performance and driving range of the Audi R8 e-tron. Audi has systematically adapted its high-voltage battery system to the specific needs of electric cars – the primary focus was on achieving an optimal ratio between power and energy. The results: The R8 e-tron has a significantly longer driving range and even more power than the previous model. In developing the high-voltage battery, the brand with the four rings followed the principle of maximum flexibility without losing sight of synergies in electrification. Its flexible cell module concept makes the Audi brand well-equipped for all future market developments, while the modular concept also guarantees Group-wide use across different car models.
The battery operates with 385 volts of nominal voltage, and its new cell module concept achieves excellent performance. The battery’s energy density grew from 84 watt-hours per kilogram (Wh/kg) to 152 Wh/kg, and its nominal capacity from 48.6 kWh to 90.3 kWh. Its driving range on a full charge has more than doubled – from 215 km (133.6 mi) to as much as 450 km (279.6 mi). These values make Audi the leader among the competition.
The battery system of the Audi R8 e-tron takes on the shape of a “T”. It measures 235 cm (92.5 in) long, 136 cm (53.5 in) wide and 70 cm (27.6 in) high, including the junction box on the cross-bar of the “T”. This junction box is responsible for monitoring, switching and transmitting an electrical current of over 1,200 amperes. The highly complex battery system consists of over 10,000 individual parts.
The 7,488 cells are packed in 52 modules of 144 cells each. Each module weighs 7.8 kg (17.2 lb). They are arranged on two and five levels (“floors”) in the tunnel battery and in the rear battery. Aluminum plates separate the “floors” from one another while creating the supporting structure for the battery.
Coolant circulates in a cooling system of aluminum shells. In a crash, high-strength floor plates and impact plates redirect the crash forces into the multimaterial ASF (Audi Space Frame) of the R8 e-tron in a defined way.
40:60: axle load distribution
The 595 kg (1311.8 lb) battery system is joined to the ASF with bolts in the middle tunnel and behind the occupant cell, making it an integral part of the vehicle structure. Its mounting position results in a low center of gravity and an axle load distribution of 40:60 (front/rear), which is ideal for a mid-engine sports car.
The Combo 2 charging interface of the Combined Charging System in the Audi R8 e-tron enables charging with AC or DC electricity. When charging with AC from an industrial electrical outlet with 7.2 kW of charging power, a full charge is reached in just around 12 hours. Charging with DC electricity shortens the time – to just 95 minutes at a charging power of 50 kW. Audi is demonstrating charging equipment that can charge this battery system with up to 150 kW of charging power. For the driver of the R8 e-tron, this means that a driving range of around 150 km (93.2 mi) can be attained after just 15 minutes of charging time. The customer can manage charging remotely as well – using a smartphone on which the customer has installed the relevant Audi connect app.
BYD Company Ltd. has officially announced their much anticipated Dual Mode Electric SUV, the Tang, will become available for pre-order on January 21, 2015 for the anticipated price of 300,000 RMB (before EV incentives) - USD$48,360. The announcement took place at BYD’s Annual International Auto Innovator Conference in Shenzhen. Demand for the BYD Tang is said to be incredibly high after BYD saw record EV sales in 2014 with the BYD Qin now topping the World’s Best Selling EV charts (presently in 5th place in PHEV sales). The BYD Tang is expected to quickly surpass the BYD Qin’s monthly sales figures as China has waited a long time for a PHEV Sport Utility Vehicle.
The BYD Tang, announced at Auto China 2014 (the Beijing Auto Show), is BYD Auto’s second generation DM 2.0 PHEV vehicle, and first of the much touted BYD 5-4-2 platform models:
5: standing for 0-100km/ h (0-60 mph) in less than 5 seconds
4: standing for 4-wheel drive
2: standing for less than 2 liters average consumed over 100 km (best-in-class fuel economy nearly equal to 147 mpg)
Similar to the BYD Qin, Tang gets its name from the Tang Dynasty, and is known throughout the world as the most prosperous of all the great Chinese Dynasties. Also announced during the innovator’s conference were two more Sport Utility offerings from BYD that will become available for order later in 2015:
The “BYD Song”, a mid-size SUV along with the “BYD Yuan”, a compact SUV will both cater to China’s insatiable demand for Sport Utility Vehicles, and when powered by BYD’s industry leading 5-4-2 platform are set to redefine limitations of current PHEVs and SUVs alike.
Rimac Automotive have released a tease video of a track test session. The car featured has been built by Rimac for Monster Tajima, who will contest the 2016 Pikes Peak International Hill Climb with the vehicle.
Bosch's engineers took a pair of Model S and fitted them with autonomous technology to allow them to drive themselves.
That technology consisted of 50 new components, including (brace yourselves) a front stereo video camera to watch the road markings and identify obstacles, six (non-Bosch) LiDAR laser scanners for 360º coverage around the car, two long-range (200m) and four mid-range (120m) radar sensors facing forwards and backwards, inertial sensors, a GNSS GPS navigation antenna, backup braking (both Bosch’s iBooster and ESP boxes) and ECU systems and a massive great PC in the back to hold hi-res maps and crunch the incoming data via bespoke algorithms.
In total, 1400 human-hours, 1300 metres of cable and an estimated €200,000 went into the car.
The result looks almost like a normal Model S - no pirhouetting Velodyne ‘Christmas tree’ on the roof here, just a few dark panels, a flying saucer GNSS antenna on the back and some industrial-looking buttons - and it’s so effective that it’s almost prosaic.
At the winding Boxberg test track, a Ford Fiesta drove around in front of us to show how smart the Tesla now is. Stopping quickly, driving at snail’s pace, accelerating into the distance: the Tesla reacted to the lot in a considered, sedate, measured manner. (Bosch tells us it can also swap lanes, overtake and merge with traffic on its own, but we didn’t get to check that out.)
