Venturi Volage wins 3 awards @ the Challenge Bibendum

The 11th edition of the Michelin Challenge Bibendum was held from May 18th to 22nd at the Berlin Tempelhof Airport.

On this occasion, the Venturi Volage has won the Design Award. Fitted with "Michelin Active Wheels", the very architecture of the vehicle has been completely reconfigured by designer Sacha Lakic : "Active suspension and engines incorporated into the wheels, flat bottom, aerodynamic tunnels : these choices and technological advances have allowed me to "design the void" usually occupied by the engine and suspensions, and thus explore bold new styling possibilities."

The Venturi also participated in the “Battery Electric Vehicles” Rally held on May 17th and 18th. Volage won the Best Acceleration Prize (0 to 50 km/hr in 2.2 seconds) and the CO2 Emissions Prize.

With 4-wheel drive and active suspension, the Venturi Volage has no equivalent. "Active Wheel" technology in fact incorporates 2 electric motors per wheel (1 for suspension and 1 for drive), ie. a total of 8 electric motors driven in real time by sophisticated electronics. The active electric shock absorber system allows for total adaptation to road surface and driving types. Thanks to its road holding, manoeuverability and silent running, the Venturi Volage represents the ultimate in present-day automotive technology.

Japanese electric car 'goes 300km' on single charge

Japanese developers have unveiled an electric car they said Wednesday can travel more than 300 kilometres before its battery runs flat.

Electric vehicle specialist SIM-Drive, have relaunched the car they hope to take to market by 2013. The four-seater "SIM-LEI" has electric motors inside each wheel and a super-light steel body shell, allowing for 333 kilometres (207 miles) of motoring on one charge in a JC-08 mode test, which represents general urban traffic condition in Japan.

The cars battery capacity is 24.5 kWh which is approx the same as the Nissan Leaf. Electrical power consumption during the JC-08 test was 77Wh/km. (for comparison, a Nissan LEAF consumes 173Wh/km) The test results prove the SIM-LEI with it's 4 direct drive in-wheel electric motors achieved double the range of the Nissan Leaf using the same capacity battery pack. This has enormous implications for the global EV market.

Its designers say they hope the prototype, a joint project among 34 organisations including Mitsubishi Motors and engineering firm IHI, will be sold to car manufacturers for mass production.

The previous launch date for this car in March of this year had the unfortunate coincidence of being at the same time the earth quakes hit Japan so the launch was scaled down as a mark of respect.

The CEO of SIM-Drive is Hiroshi Shimizu, a Keio University Professor who also developed the Eliica Electric Supercar.

SIM-Drive launch Wheel Motor powered EV with 200 mile range

SIM-Drive has developed the Advance Development Model No. 1 named “SIM-LEI” as its nickname. LEI stands for the initial letters of “Leading Efficiency In-Wheel motor”.

The object of this project is to develop a prototype of the advanced development model aiming to start mass-production in 2013. This project collected 34 establishments and organizations who intend to enter in the electrical vehicle business in the future.

The target performance of SIM-LEI was to achieve over 300km of range per charge, which is generally pointed as the major concern for the electrical vehicle to promote in the market. The prototype achieved this target by 333km of range per charge by JC-08 mode, which represents general urban traffic condition in Japan.

The battery capacity to achieve this target is 24.5kWh as almost the same level as other electrical vehicles presented in the market. Electrical power consumption is 77Wh/km. (for comparison, a Nissan LEAF uses 173Wh/km)

The fundamental technologies to achieve this performance are the SIM-Drive original technologies, such as direct drive in-wheel motors and component built-in frame. Other than these two, the following technologies contribute a lot.

All steel monocoque body contributes to reduce body weight. High power density battery provides highly efficient energy re-generation. Super low rolling friction resistance tire reduces friction resistance. The super low air drag body reduced the drag drastically.

The SIM-LEI is as long as medium size sedan, and as wide as a compact car. It has a lot of leg room and large trunk space.

The acceleration performance, which is one of the feature of the electrical vehicle presented by
SIM-Drive, achieved by 4.8 seconds for 0-100km/h standing start acceleration. This is the performance equivalent to the prestige sport cars.

In total 34 Japanese corporations participated in this project. On completion of the development and construction, SIM-LEI proved to be able to drive in long range, and the energy consumption rate is quite favorable.

This achievement indicates that if we use mid-night surplus electricity, no additional power generation plant is required even when all vehicles in operation are replaced with the electrical vehicles.

Using battery on board of the electrical vehicle as the energy storage, electricity charged at mid-night could be used at daytime for domestic household. The electrical vehicle can be used for grid storage to help utilities at the peak-times.

Mercedes-Benz SLS AMG E-Cell @ Detroit Auto Show

Mercedes-AMG is rising to the challenges of the automotive future: the SLS AMG E-CELL showcases state-of-the-art development of an exciting super sports car with a zero-emission high-tech drivetrain. Boasting a power output of 526 hp and 649 lb-ft of torque, this prototype vehicle from AMG offers exceptional performance. The gullwing with electric drive is part of the company strategy entitled "AMG Performance 2015" which aims to continually reduce fuel consumption and emissions.

With the SLS AMG E-CELL, Mercedes-AMG is providing a glimpse of its latest development project - a powerful and locally emission-free super sports car. Finished in fluorescent "AMG lumilectric magno" paint, the gullwing offers a glimpse at a possiblesmall series production vehicle and at the same time reflects the innovative strength and development expertise of the AMG performance brand.

"We take social responsibility very seriously and with the SLS AMG E-CELL we are demonstrating a further milestone in our "AMG Performance 2015" strategy. It is our goal to continually reduce the fuel consumption and emissions of new models in the coming years, while at the same time enhancing the core brand value of performance", explains Ola Källenius, chairman of the board (from 1 July 2010) of Mercedes-AMG GmbH. With the SLS AMG E-CELL, the performance brand of Mercedes-Benz is launching a totally innovative drivetrain for super sports cars, reaching new territory in this market segment.

The ground-breaking drive system boasts some impressive highlights: powerful traction is provided by four synchronous electric motors with a combined peak output of 526 hp and a maximum torque of 649 lb-ft. The four compact electric motors each achieve a maximum rpm of 12,000 rpm and are positioned near the wheels. As a result, compared with wheel-hub motors the unsprung masses are substantially reduced. One transmission per axle transmits the power.

Acceleration from zero to 60 mph in 4 seconds

When it comes to dynamics, the electrically-powered SLS AMG makes a statement: the gull-wing model accelerates from zero to 60 mph in 4 seconds - which almost puts it on the same high level as the SLS AMG with 6.3-liter V8 engine developing 563 hp (0-60 mph in 3.7 seconds).

Further driving excitement is provided by the agile accelerator response and straight-line performance: unlike the combustion engine, torque build-up with an electric motor is instantaneous - maximum torque is available virtually from a standstill. The spontaneous torque build-up and effortless power delivery - which does not diminish by any interruption of tractive power - are combined with engine running characteristics which are totally free of vibration. Four motors, four wheels: the intelligent and permanent all-wheel drive of the electric SLS guarantees driving dynamics at the highest level, while at the same time providing the best possible active safety. All four driven wheels achieve optimal traction, independent of weather conditions.

This very special gullwing is therefore able to "electrify" the driver with a completely unique, effortlessly superior and emotional super sports car driving experience, even at this early, prototype stage of development. In brief: the SLS AMG E-CELL is true to the AMG brand.

High-voltage lithium-ion battery provides 400 v and 40 Ah

The SLS AMG E-CELL drive incorporates a liquid-cooled high-voltage lithium-ion battery featuring a modular design with an energy content of 48 kWh and a capacity of 40 Ah. The maximum electric load potential of the battery, which consists of 324 lithium-ion polymer cells, is 480 kW, which is an absolute best figure in the automotive sector. Another technical feature of this considerable performance is the intelligent parallel circuit of the individual battery modules - this also helps to maximize the safety, reliability and service life of the battery. The 400-volt battery is charged by means of targeted recuperation during braking while the car is being driven.

Key data at a glance:

SLS AMG E-CELL
Max. output
526 hp
Torque
649 lb-ft
0 - 60 mph
4.0 s
Rated capacity
40 Ah (at 400 V)
Energy content
3 x 16 kWh = 48 kWh

High-performance electronic control as well as effective cooling of all components

A high-performance electronic control system converts the direct current from the high-voltage battery into three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature. A separate low-temperature circuit is responsible for cooling the high-voltage lithium-ion battery. In low external temperatures, the battery is quickly brought up to operating temperature with the aid of an electric heating element. This helps to preserve the overall service life of the battery. In extremely high external temperatures, the cooling circuit for the battery can be additionally boosted with the aid of the air conditioning system.

Optimum weight distribution and low center of gravity

The purely electric drive system was taken into consideration early in the development of the SLS AMG. Thus, the SLS easily integrates the high-performance, zero-emission technology into its structure: for example, the four electric motors and the two transmissions can be positioned as close to the four wheels as possible and very low down in the vehicle. The same applies to the modular high-current battery, whose modules are located in front of the firewall, in the center tunnel and behind the seats. Advantages of this solution include the vehicle's low center of gravity and balanced weight distribution - ideal conditions for optimum handling, which the electrically-powered SLS AMG shares with its gasoline-powered sister model.

The installation of the drive components required no changes whatsoever to the car's weight-optimized aluminum spaceframe, and there were just as few constraints when it came to maintaining the excellent level of passive safety and high degree of long-distance comfort that are hallmarks of Mercedes-Benz cars.

New front axle design with pushrod damper struts

The additional front-wheel drive called for a newly designed front axle: unlike the series production vehicle with AMG V8 engine, which has a double wishbone axle, the SLS AMG E-CELL features an independent multilink suspension with pushrod damper struts. This is because the vertically-arranged damper struts in the series SLS had to make way for the additional drive shafts. As is usual in a wide variety of racing vehicles, horizontal damper struts are now used, which are operated via separate push rods and transfer levers.

Thanks to this sophisticated front-axle design, which has already been tried and tested in the racing world, the agility and driving dynamics of the electrically-powered SLS AMG attain the same high levels as the V8 variant. Another distinguishing feature is the speed-sensitive power steering with rack-and-pinion steering gear: the power assistance is implemented electrohydraulically rather than just hydraulically.

AMG ceramic composite brakes for perfect deceleration

The prototype vehicle is slowed with the aid of AMG ceramic composite brakes, available as an optional extra for the series production model, which boast extremely short stopping distances, a precise actuation point and outstanding fade resistance, even in extreme operating conditions. The over-sized discs - measuring 15.8 x 1.5 in. at the front and 14.2 x 1.3 in. at the rear - are made of carbon fiber-strengthened ceramic, feature an integral design all around and are connected to an aluminum bowl in a radically floating arrangement.

The ceramic brake discs are 40 percent lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tire grip. The lower rotating masses at the front axle also ensure a more direct steering response - which is particularly noticeable when taking highway bends at high speed. The ABS and ESP® systems have been adapted to match the special handling of the permanent all-wheel drive.

Full-LED headlamps and automatically extending front splitter

The clean, exciting design of the prototype vehicle boasts a number of minor yet extremely effective modifications. At the front, the dynamically shaped full-LED headlamps with integrated daytime driving lights immediately catch the eye: they help to optimize the vehicle's energy efficiency, since they require less power compared with regular bi-xenon headlights. The wider radiator grille also has a new look, and now comes with transverse slats instead of a diamond-pattern. The air outlet openings on the hood and the vehicle sides have also been modified for enhanced aerodynamics. All trim and detachable parts, which are finished in chrome or silver shadow on the standard SLS AMG, are now finished in matte black.

The front apron has not only been brought further forward, but also helps optimize airflow to the underbody. This improves wind resistance while reducing downforce. An extendable front splitter enhances this effect: in parallel with the automatic rear spoiler, it extends downwards by three inches at speeds above 75 mph and helps to further accelerate the air which travels beneath the car. When it reaches the area of the rear axle, the air enters the rear diffuser which, due to the lack of an exhaust system, features a steeper angle, thus increasing downforce at the rear axle and in turn further enhancing the aerodynamic balance. The vehicle's AMG 10-spoke light-alloy wheels feature a new, smooth-surfaced design and are fitted with 265/35 R 19 (front) and 295/30 R 20 (rear) tires.

Interior with new display instruments for electric drive

The transformation from gasoline to electric super sports car also called for some specific changes to the interior. As a result, the AMG instrument cluster and center console in particular both feature a new design. The new AMG instrument cluster provides information on speed, charge status of the battery and the estimated range. The newly designed center console now houses a 10-inch touchscreen, which driver and passenger can use to conveniently operate all of the audio, climate and navigation functions, and also obtain information on the flow of power from the four electric motors.

The AMG Drive Unit, which is angled towards the driver, houses buttons for starting the motor, and the ESP® functions, the AMG memory function and the extendable front splitter and rear spoiler. Using three new buttons, the driver can switch simply between P, R and D. The park setting is also enabled automatically by switching the electric motors off.

The interior appointments are dominated by high-quality premium leather in a black/white color combination - it has been used not only on the sports seats, the performance leather/alcantara steering wheel and the door linings, but also on the broad center console which runs towards the back of the vehicle between the seats.

Eliica Wheel Motor EV Gets Japanese Auto Industry backing

It all comes down to the numbers.

Are the car’s in-wheel motors as good as their developer claims? Can component costs be lowered sufficiently? Will any of the industry’s main players buy into the concept?

t wouldn’t be the first time a lowly inventor failed to realize his dream in the face of industry resistance.

The only certainty about Hiroshi Shimizu’s creation, the Eliica electric car, is that it accelerates like a mini-rocket, reaching 60 mph (97 km/h) in just 4 seconds and a top speed of more than 200 mph (322 km/h).

Playing on an old Japanese proverb, Shimizu says seeing is believing and “driving is 100 times more believable than seeing.”

A ride in the car here proves his point.

President of small research company SIM-Drive Corp. and a professor of engineering at Japan’s Keio University, Shimizu has spent 30 years developing his dream car, which centers on a set of motors built into the Eliica’s wheels – all eight of them.

“Ours is a direct-drive system with motors in the wheels,” he says. “Other electric cars are gear-reduction types with a gear between the motor and wheel.

“We realize we’re going against the industry trend in regards to unsprung weight (the portion of the car not supported by the suspension), but our research shows this is not a problem.”

However, until a fleet of Eliicas or one of its successors is road-tested for an extended period, Shimizu’s car will remain more theory than fact.

So far, he and his team at Keio’s Electric Vehicle Laboratory have developed eight prototypes including the $5 million Eliica. A ninth, a 4-wheeler, is being readied for January.

Through use of in-wheel motors and a special platform structure into which main EV components can be placed, Shimizu estimates energy consumption can be cut in half compared with other electric cars.

In fact, his next model will incorporate a 24-kWh battery, equaling the capacity of Nissan Motor Co. Ltd.’s Leaf electric-vehicle battery, giving it an estimated range of 200 miles (322 km) with the air-conditioner off, nearly double the Leaf’s reported range.

Although history is against inventors like Shimizu, he nevertheless has succeeded in putting together a lineup of 30 corporate partners, each paying nearly $250,000 to join the project.

Chief among them are auto makers Mitsubishi Motors Corp. and Isuzu Motors Ltd., as well as Japan Aviation Electronics Industry Co. Ltd., Pioneer Corp., Sanden Corp. and Tokyo Electric Power Co. Ltd.

Shimizu claims at annual volumes of 100,000 units, the car will cost ¥1.5 million ($17,600) to produce, not including the battery. Using four in-wheel motors at the same production level will run an estimated ¥120,000 ($1,400).

Nor does he see battery cost as an insurmountable obstacle. Even today, he says a 24-kWh unit should cost about ¥500,000 ($6,000). And in the future, he expects that to come down to half that amount or less.

Shimizu bases his optimism on the current cost of the industry standard lithium-ion battery for computers, which he claims runs ¥10 ($0.12) per watt-hour. Multiply that by 24 kilowatts and the total comes to ¥240,000 ($2,850).

“And that battery uses more expensive cobalt,” the 63-year-old entrepreneur says.

He believes Japan still holds a technical lead on Li-ion batteries and electric motors. “But without a national business strategy to promote electric cars, Japan could be passed by China and South Korea.”

Time will tell whether Shimizu’s concept gains traction as the world advances into EVs. One thing is for sure: the Eliica passes the performance test.

Lightning GT dumps wheel motors starts production in 2012

Lightning, Britain’s DB9-sized, all-electric GT, is about to enter a “late prototype” phase and should be ready for 250-units-a-year production by spring 2012, according to its backer, Iain Sanderson.

The GT is intended to offer Aston and Bentley levels of pace and sophistication. It is expected to sell for £180,000.

Sanderson, a London-based marketing entrepreneur who has financed the project since its inception more than three years ago, says the project has been “de-risked” and is in ideal shape to attract the £15.5 million needed for the next two development stages. Last week finance specialist London Bridge Capital began approaching potential backers with formal proposals.

Sanderson hatched the idea for an electric GT nearly a decade ago after meeting the project’s technical director, Arthur Woolstenholme, at a motor show. Together, the pair have already revived the famous Vanwall racing marque.

Under the Lightning prototype plan, there will be a £3.5m preliminary phase, during which two running examples will be built to meet the dictates of the Technology Strategy Board (already a Lightning backer).

During the £12m phase that follows this, a series of road-ready prototypes will be built to probe and refine the car for its early customers, 15 of whom have already ordered cars.

Since unveiling the GT in 2007, Lightning has appointed a new CEO, Tim Martin. Under his guidance, the car has been comprehensively re-engineered.

The proposed in-wheel motors have been ditched for a twin-motor, rear-drive powertrain sourced from a big-name German manufacturer, soon to be revealed. Power is about 400bhp. The car is tipped for 0-60mph in well under 5.0sec, and it is said to have a range of more than 100 miles.

Technology partners for the chassis manufacture, for supply of latest-spec lithium titanate batteries (faster charging and more stable than lithium ion ones) and for data engineering and homologation have now been appointed.

MICHELIN Active Wheel Motor Heuliez WiLL Electric Concept car

French coachbuilder Heuliez planned to build the Opel Agila based Heuliez WILL using MICHELIN Active Wheel Motors starting in 2010.

Heuliez will no longer produce cars but has a future as a parts supplier, according to new CEO Francois de Gaillard. In late June, new owners and a 10 million euros ($12.4 million) loan from the French government served to save France's last coachbuilder, which had been under bankruptcy protection.

In an interview de Gaillard said that he doesn't believe that contract manufacturing (supplying complete vehicles to OEMs) has a future. Instead, Heuliez will supply stamped parts and subassemblies to automakers and other industry sectors. De Gaillard said that the company is banking on its reputation for A-class stamped parts such as doors, roof, trunk lids and fenders, as well as for complete hand-made prototypes.

Heuliez will still offer these parts to the auto industry, and the rail and aerospace sectors. Last month, industrial group Baelen Gaillard Industrie (BGI) of France became the sole owner of Heuliez's stamping and body-in-white business after a French bankruptcy court approved the rescue deal. German groups Kohl and ConEnergy got a 68.2% in Heuliez's electric car division, which has been renamed Mia Electric GmbH. Meanwhile, the Poitou-Charentes region, where Heuliez is based, owns the remaining 31.8%.

The fate of the Michelin powered Heuliez WILL is unknown.

RaceAbout All Wheel Drive Electric Car - Automotive X PRIZE

This side-by-side seat sports car employed an innovative configuration of four separate wheel motors, custom inverters, and a special supervisory controller all designed and constructed by a team of university students from the Metropolitan University of Helsinki, Finland. Using almost 33 kWh of Altairnano lithium titanate batteries optimized for power rather than energy, this densely packaged car weighed 3770 pounds yet demonstrated impressive efficiency.

The students used Audi R8 supercar aluminum suspension and brakes to match the driving performance of this vehicle. Given the mass, overall size, and battery makeup of this car, its results clearly show that traditional OEMs could build a similar car with existing technology that would achieve a similar attractive blend of energy efficiency and high performance.

Team Name: Raceabout Association
Location: Helsinki, Finland
Car name: Electric Raceabout
Class: Alternative Side by Side
No. of wheels: Four
Passengers: Two
Drive type: Battery electric, all-wheel-drive
Power source: 32 kwh lithium-ion batteries
Charging: Fast-charging is available, that will charge the car to 80 percent capacity in 10 minutes on a 250 kw supply.

Mitsubishi Leak plans for Electric Evo Lancer

Mitsubishi accidentally created some intrigue at the Paris motor show by indicating an electric Lancer Evo is in the pipeline.

Mitsubishi Motors Overseas Operations Group Headquarters managing director Hiroshi Harunari was talking through the company’s electric vehicle plan when a graph flicked up on the screen showing time-lines for various electric models.

One of the models listed was a Lancer electric vehicle, although it was not mentioned in Mr Harunari’s speech.

Asked about it after the presentation, Mr Harunari seemed as surprised as the members of the audience who had spotted it. “I don’t know,” he said.

A press spokesman denied that a Lancer EV was shown, before opening a printed version of the speech to reveal a graph that did feature the model.

The red-faced spokesman explained that the vehicle was actually the 2005 experimental Lancer Evo iMiEV that used in-wheel motors for its power delivery, a technique Mitsubishi walked away from for the production iMiEV micro-car.

“We work on that (in-wheel), at a slow pace; it is on the back burner,” said the spokesman.

Asked why it was on the graph, he said: “We are working on that (system). This is one of the technologies, it is a direction.”

Mr Harunari said the Lancer EV existed “only on the paper”. Asked if Mitsubishi was investigating electric assistance for the next-generation Evo, he said: “I don’t think so.”

He seemed marginally more open to electric assistance of some kind, hybrid or pure electric, being available for the regular versions of the next-generation Lancer if some form of incentives were offered.

“I don’t think so; however, the Japanese government is very supportive to electric vehicles,” he said.

The introduction of a niche eco sport model such as an electric Lancer Evolution is not a far-fetched idea given the popularity of the Tesla Roadster and the proposed electric supercars from Mercedes-Benz AMG, Audi and Porsche.

The accidental reference to an electrified Evo in Paris comes a year after one of Mitsubishi’s chief product strategists, Ryugo Nakao, told a Fairfax journalist through an interpreter that “the next Evolution will be a hybrid, combining ecology and sport”.

Among the potential options for an eco Evo are a plug-in hybrid system used in the PX-iMiEV crossover concept at last year’s Tokyo Motor Show, which used a petrol engine and in-board electric motors, and the all-electric system with in-wheel motors used on the Evo iMiEV prototype race car in 2005.

However, engineers said at the time the in-wheel motor system was problematic because they represented an unacceptably heavy unsprung mass that negatively affected the drive and handling of the vehicle.


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Delphi working with WiTricity on wireless car charger

Delphi Automotive has reached an agreement with WiTricity Corp., a wireless energy transfer technology provider, to develop automatic wireless charging products for hybrid and electric vehicles. The collaboration between the two companies will help establish a global infrastructure of safe and convenient charging options for consumer and commercial electric vehicles.

"This is groundbreaking technology that could enable automotive manufacturers to integrate wireless charging directly into the design of their hybrid and electric vehicles," said Randy Sumner, director, global hybrid vehicle development, Delphi Packard Electrical/Electronic Architecture. "Delphi's expertise in global engineering, validation and manufacturing coupled with WiTricity's patented wireless energy transfer technology uniquely positions us to make wireless charging of electric vehicles a reality."

Sumner said the wireless charging system would involve no plugs or charging cords. Drivers would simply park their electric vehicle over a wireless energy source that sits on the garage floor, or is embedded in a paved parking spot. The system will automatically transfer power to the battery charger on the vehicle.

According to Eric Giler, chief executive officer, WiTricity, their wireless system can already transfer over 3,300 watts — enough to fully charge an electric car at the same rate as most residential plug-in chargers.

"Charging an electric car should be as easy as parking it in your garage or parking spot," Giler said. "WiTricity's high efficiency wireless energy transfer technology is ideally suited for electric vehicle charging, and our partnership with Delphi will help to quickly get this technology deployed in OEM vehicles and infrastructure projects worldwide."

"Delphi can bridge the gap between the laboratory and the highway by providing E/E systems integration expertise, a global manufacturing and engineering footprint and high-voltage, high-power components specifically engineered for the hybrid and electric vehicles of today and tomorrow," Sumner said.

Wireless charging technology will need to co-exist with plug-in charging solutions, Sumner added, so that electric vehicle drivers have the ability to charge their vehicle when they are away from their wireless charging source.

Delphi also makes a Portable Electric Vehicle Charger that fits conveniently in the trunk of an electric vehicle. The user-friendly, UL-listed charging system plugs into any standard 120-volt outlet to enable safe electric vehicle battery charging at home or away. The charging unit can also be integrated into stationary charging applications.

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Jaguar C-X75 AWD Wheel Motor Powered Electric Supercar Concept

Jaguar has revealed a stunning range-extended electric supercar concept car at the Paris Motor Show. The C-X75 has been designed to celebrate 75 years of the marque and provide a glimpse into the future of Jaguar and its commitment to producing beautiful, fast cars powered by sustainable means.

The C-X75 hints at an exciting evolution of Jaguar's design language while paying homage to some of its most admired cars of years gone by. Advanced design features such as a ground-breaking propulsion system and active aerodynamics allow for an elegantly simple fuselage section that remains stable at very high speeds.

The C-X75 is finished in Jetstream Silver, its designers staying true to the long-held Jaguar design philosophy of natural, flowing lines and simple, elegant forms. Where inspiration from the past was found is in the innovative engineering and functional design elements of cars like the 1950s C-Type and D-Type racers and unique 1966 XJ13 Le Mans prototype – a car described by Callum as, “arguably the most beautiful Jaguar ever made.”

Shorter and lower than the current crop of supercars, its exterior design is about pure performance with a simple central fuselage surrounded by prominent wheel arches. Thanks to the packaging efficiencies provided by the absence of a conventional piston engine, the car’s designers had maximum freedom in placing the mechanical components and creating the most elegant engineering package available.

Propulsion system

The 205mph (330km/h) four-wheel drive supercar is capable of running in purely electric (zero tailpipe emissions) mode for 68 miles (109km) on a six-hour domestic plug-in charge. The innovative, lightweight micro gas-turbines are also capable of very quickly and efficiently recharging the Lithium-ion batteries, giving the car a theoretical range of 560 miles (900km).

This remarkable range-extension system is a result of Jaguar’s research engineers adopting a clean-sheet approach to the question of powering the supercars of the future. The C-X75 turns to the very latest evolution of a pioneering British technology: the gas turbine.

Developed in partnership with Bladon Jets, the miniaturized turbine blade - the first viable axial-flow micro-turbine - increases the compression and efficiency of micro gas-turbines to the point at which they can be viewed as a realistic power source. Each of the micro gas-turbines weighs just 35kg and produces 94 bhp (70kW) of power at a constant 80,000rpm.

Power and control

The energy created by the turbines and stored in the batteries is transmitted to the road using four independent electric motors. Using individual motors has benefits in terms of weight-saving and distribution, packaging and efficiency. Each motor weighs just 50kg but produces 195bhp (145kW) of power and an astonishing combined total torque output of 1,180lb ft (1,600Nm).

Because each wheel is driven by its own electric motor, the C-X75 is four-wheel drive – with all the traction, grip and safety benefits that entails – without the weight disadvantages of a purely mechanical set-up. Inherent in this drivetrain is the ability to independently vector torque to each wheel across the full speed range. This offers potential benefits in terms of stability and control, creating an infinitely and instantaneously adjustable traction and stability control system.

Driver-focused cabin

With the seats fixed, the steering wheel, controls, main binnacle and pedal box all adjust towards the driver. The seats are attached to the bulkhead as in a single-seater racing car, and air to feed the turbines passes smoothly around them via channels in the structure of the body.

A new interface for the driver has also been created for the C-X75 using high-resolution TFT screens. Building on Jaguar’s 10-year expertise in touchscreen technology, the Jaguar Co-Pilot display in the centre console supports the driver in extracting the full potential of the C-X75 by seamlessly managing information.

The main driver information screen is housed within the instrument binnacle. Needles float on the periphery of the twin cowls and sweep round the outer edge to display the status and rpm of the two turbines. The design team combined designs from instrumentation in the new XJ saloon with those from fighter aircraft to create virtual 3D ‘gimbals’ around which the gauges wrap and rotate to provide status updates.

Advanced aluminum lightweight construction

Jaguar’s expertise in the use of aluminum stretches back more than 50 years to the first XK120s, through the lightweight E-Types, the XK and all-new 2010 XJ. It was with this latter creation that Jaguar fully realized the lightweight metal’s benefits to performance, agility, economy and sustainability in a luxury car.

The C-X75 naturally follows the same construction techniques with an extruded and bonded aerospace-inspired aluminum chassis clad in panels of the same material. Not only does this save weight, crucial in a car with an extreme performance envelope, but aluminum is one of the most easily recyclable metals available, boosting the C-X75’s sustainability as well as its speed.

Active Aerodynamics

Aerodynamics have always played a large part in Jaguar design with the late designer Malcolm Sayer elevating it into an art form in cars such as the XJ13, the prototype from which the C-X75 draws inspiration.

Jaguar has increased the design’s aerodynamic efficiency dramatically by opening the front grille and brake cooling vents only when necessary. At the rear corners of the car vertical control surfaces automatically engage at higher speeds to direct airflow aft of the rear wheels for increased stability and efficiency.

The carbon-fiber rear diffuser, a crucial element in guiding airflow under the car and creating downforce includes an active aerofoil, which is lowered automatically as speed increases. Vanes in the exhaust ports then alter the directional flow of the gases to further increase the effectiveness of the Venturi tunnel.

• Stunning range-extended electric supercar concept
• A celebration of 75 years of beautiful, fast Jaguars, points the way to a new design language
• Capable of reaching 205mph (330km/h), sprinting from 0-62mph (100km/h) in just 3.4 seconds and blistering acceleration from 50-90mph (80-145km/h) in just 2.3 seconds
• Four powerful 195bhp (145kW) electric motors – one for each wheel - produce 778bhp and an astonishing total torque output of 1,180lb ft (1,600Nm)
• Two micro gas-turbines, spinning at 80,000 rpm, can generate enough electricity to extend the range to a remarkable 560 miles (900 km); and produce just 28 grams of CO2 per kilometer from the car’s plug-in charge capability
• A zero tailpipe emissions range of 68 miles (109km) while running solely on battery power

Mini's Wheel Motor Powered Scooter E Concept

Mini's moped is, predictably, a retro styled two-wheeler. The step-through design, front fender, and curved body all bear a striking resemblance to vintage Lambretta scooters. Appropriate, we suppose, given the Lambretta -- like the Mini itself -- was once tied to the British Mod scene in the 1960s. Minor cues, including the chrome trim on the leg shield, the round projector headlamp, spoiler-like grab handle, and twin taillights do help tie the Scooter E to its four-wheeled Mini siblings.

Cosmetically, the Scooter E is a visual timewarp, but beneath the skin, it's a far cry from the oil-burning, two-stroke scooters of the 1960s. Motive power comes courtesy of an electric hub motor driving the rear wheel. The use of a wheel motor allowing designers a chance to simplify the exterior design and utilize additional space on the bike. As a result, the lithium-ion battery pack and an on-board charger are installed underneath the seat, although Mini's given no indication as to its range or charge times.

The advanced technology isn't limited to the powertrain, either. As the Scooter E is targeting young, tech-saavy hipsters, it's not too surprising to see an iPhone docking station built into the large speedometer display on the handlebars. The interface allows the iPhone to be used as an ignition key, navigation system, music device, and -- assuming you have a helmet with an integrated Bluetooth device -- a hands-free mobile phone. A rail system, much like that used in the new Countryman's center console, allows a variety of different attachments (i.e. cup holders, baskets, etc.) on the inside surface of the front fairing.

Is an electric scooter truly in Mini's future? The company isn't saying at this point, although it notes the eco-friendly driveline and "individual style" do jive with the brand's mantra. It also lines up nicely with parent BMW's Project I, which is working to develop multiple sustainable urban vehicles, including an electric cycle. Should reaction from Mini-philes and scooter nuts alike prove positive, it isn't unrealistic to see the Scooter E propped up in a Mini showroom in the years to come.


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Tomorrow's Volvo: body panels serve as the car battery

Imagine a car whose body also serves as a rechargeable battery. A battery that stores braking energy while you drive and that also stores energy when you plug in the car overnight to recharge. At the moment this is just a fascinating idea, but tests are currently under way to see if the vision can be transformed into reality. Volvo Cars is one out of nine participants in an international materials development project.

Among the foremost challenges in the development of hybrids and electric cars are the size, weight and cost of the current generation of batteries. In order to deliver sufficient capacity using today's technology, it is necessary to fit large batteries, which in turn increases the car's weight.

Earlier this year, a materials development project was launched by Imperial College in London that brings together nine European companies and institutes. Volvo Cars is the only car manufacturer participating in the project. With the help of 35 million SEK (approx. 3.5 million EURO) in financial support from the European Union (EU), a composite blend of carbon fibres and polymer resin is being developed that can store and charge more energy faster than conventional batteries can. At the same time, the material is extremely strong and pliant, which means it can be shaped for use in building the car's body panels. According to calculations, the car's weight could be cut by as much as 15 percent if steel body panels were replaced with the new material.

Volvo Cars contributes its expertise

The project will continue for three years. In the first stage, work focuses both on developing the composite material so it can store more energy and on studying ways of producing the material on an industrial scale. Only in the final stage will the battery be fitted to a car.

"Our role is to contribute expertise on how this technology can be integrated in the future and to input ideas about the advantages and disadvantages in terms of cost and user-friendliness," says Per-Ivar Sellergren, development engineer at the Volvo Cars Materials Centre.

Initially, the car's spare wheel recess will be converted into a composite battery.
"This is a relatively large structure that is easy to replace. Not sufficiently large to power the entire car, but enough to switch the engine off and on when the car is at a standstill, for instance at traffic lights," says Per-Ivar Sellergren.

Immense interest in the project

Many people have visited the Imperial College website, which contains information about the project, and have seen the YouTube. Per-Ivar reads the visitor comments with immense interest.

"Almost daily I read new ideas about how this technology could be used or further developed. The potential is enormous and it's great that so many people are interested," he says.

If the project is successful, there are many possible application areas. For instance, mobile phones will be able to be as slim as credit cards and laptops will manage longer without needing to be recharged.


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Nissan GT-R to be a 500 hp Wheel Motor powered Electric Sports Car?

Sporting models like the GT-R super-coupé will have a prominent place in Nissan’s future line-up, the company has confirmed — and it could even produce all-electric sports cars.

A revised version of the current GT-R with up to 530bhp on tap is expected to be confirmed before the end of this year.

But the next full generation has still to be signed off, according to sources in Japan — and that has prompted speculation that the car could be dropped as part of Nissan’s bid to reduce its range-wide fuel consumption and CO2 emissions.

However, the firm’s chief operating officer, Toshiyuki Shiga, said: “The GT-R is part of Nissan’s heritage. In fact, since Nissan started as a car company, it has been offering driving pleasure through sports cars.

"I can’t commit to any new products but, as far as we know, we are keeping this brand, these technologies, and trying to offer sporty cars. I am also thinking of electric vehicles as sporty cars,” he added.

“The market is shifting, becoming more environmentally friendly, so maybe now there is a possibility that even a 100 per cent electric vehicle can be a sports car. We have already developed Infiniti hybrid cars which are quite exciting.”

Nissan’s Japanese rival, Toyota, are said to be working on a 500 hp electric sports car powered by four electric wheel motors. Toyota's plans are seen as a response to Mercedes and Audi having already unveiled all wheel drive all electric sports cars.

Shiga stopped short of saying his firm would follow suit – and he refused to confirm or deny rumours of a spiritual successor to the 200SX.

When asked if Nissan was looking at a cheaper sports car, he said: “Automotive makers are not just making commodities to transfer people or goods. We are happy to provide, or to offer, this value. Nissan wants to continue making vehicles for driving pleasure – this is important.”


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Students develop EV that runs on wireless power

Fourteen students from the University of Karlsruhe, technology and industry have come up with an electric car that runs only with wireless power transmission. Christened as e-Quickie, the three wheeled car resembles a reclining bicycle with a driver capsule.

The interesting thing about the vehicle is it doesn’t get start by the batteries but by leaving the energy conductors on the ground.

The vehicle gets its energy from electric conducting paths on the ground. Receivers underneath the car take energy from the tracks through electric induction, directing it onward to the car’s electrical hub motor.

This is similar to systems being developed by Korea advanced institute of science and technology (KAIST) and Ingenieurgesellschaft Auto und Verkehr (IAV)

All the individual components of the car including its steering, breaks and chassis are designed by the students. Apart from these, e-Quickie’s shell is made from the carbon fiber to ensure minimal weight and the optimal aerodynamic efficiency.

The total weight of the car is 60kg, which, as per the project director, can be reduced to 40kg. The car is powered by a 2kw bicycle hub motor and achieves a top speed of 50 km/h. The batteries only serve as a buffer so are much smaller than a typical EV traction battery.

Solar Driver


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Wrightspeed hints at 1000 hp All Wheel Drive Hybrid Supercar / Truck

In an extended interview with Katie Fehrenbacher over at Earth2Tech Ian Wright, posing as yet another founder of Tesla Motors, has publicly laid out his plans for a 1000 hp AWD series hybrid - extended range EV supercar that 'might' be ready in 12 - 18 months, or was it going to be a light truck?

Coming from Wrightspeed, a five year old start up car company that has built only a single EV conversion out of an Ariel Atom chassis powered by an AC-150 powertrain sourced from AC Propulsion, those sound like bold claims.

In part two of the interview it gets even more interesting when Wright starts talking about reducing the weight of a 250 hp electric motor from 110 lb down to only 40 lb. Something smelt like BS so I decided to look into it in a bit more depth.

What we're confident Ian Wright is referring to are motors, in fact the entire powertrain, from a UK company called Evo Electric. Their series hybrid system was featured in the Lotus Evora 414E Hybrid concept car which was said to be powered by only a 35 kW, 1.2 litre, three cylinder as a plug-in series hybrid but with 300 kw worth of electric motors driving the rear wheels.

Most recently an Electric Radical SRZero Sports car, currently being driving by students from Imperial college London (Evo Electric is a company spun off from Imperial) up the Pan-American Highway from Argentina to Alaska, features two of the same Axial Flux electric motors and just yesterday Reynard published a photo of their new sports car with a single Evo Electric motor almost driving the rear wheels.

While Evo Electric has recently sent out a press release claiming they are 'pushing the boundaries of electric motor technology' we think they should perhaps rephrase that. They're certainly pushing the boundaries of something but perhaps that's credibility. The motors in question are Axial Flux BLDC permanent magnet synchronous motors. One of the advantages of axial flux, which use a disc rotor, over radial flux, which use a barrel shaped rotor, is that motor torque in a AF motor is proportional to the motor radius cubed. In a more common radial flux motor torque is proportional to the motor radius squared. Quite a difference.

The AF-140 used in all these vehicles, With a Diameter of 380 mm and only 115 mm thick, mounts in-board on the chassis with one directly driving each rear wheel. The company head-lines peak power figures of 167.5 kw (227.8 hp) and 600 Nm of torque for each motor. It seems to be EV industry standard now to quote only peak outputs, after-all, the Tesla motor is actually rated at 50 Kw continuous yet they publicize only the 185 kw peak power figure. We think Evo might be pushing it a bit too far in their case.

Industrial electric motors are routinely quoted for peak and continuous power output. Continuous being self explanatory and peak being how much power output can be obtained before the temperature rise de-rates the motor, usually over approx 10 - 20 minutes. The company literature for the AFM-140 is quoting peak torque outputs in the microburst range of 18 - 60 seconds. We can only presume they're doing the same with peak power output.

Ian Wright was close when quoting the power to weight ratio for these motors, but they weigh 40 kg each, not 40 lb. The method used to calculate power density, we think, is pushing the boundaries of credibility too. A 17' diameter wheel turns something in the region of 1500 rpm at 100 mph. The Evo Axial Flux motors are in-board wheel motors, that in direct drive configuration, will therefore only ever see a maximum around 1500 rpm yet the base speed where they achieve maximum power is 5000 rpm. Torque x rpm / 5252 = hp so they're a fair way short of maximum claimed power at any usable road speed which is more likely less than 25% of base speed.

Maximum Rpm isn't necessary to get max torque from electric motors, as we all know. Electric motors have 100% torque from zero rpm, the main reason why they are so blisteringly fast off the line. With two Evo motors in the back of a sports car, such as the Radical SRZero, you'll have 600 Nm from each (for 18 seconds at least) giving the car a peak of 1200 Nm at the rear wheels. That does sound impressive but it's less than half that of a Tesla.

The 3 phase AC induction motor in the Tesla Roadster Sport puts out 400 Nm at the motor shaft. Multiply that by the 8.25:1 reduction gear ratio and we get 3300 Nm at the rear wheels. It's equivalent to the torque multiple most cars get in first gear, but in the Tesla it's available at any speed up to 125 mph. Sure, there are power losses through the gear box, but nothing like enough to knock it down by more than half.

So while Wrightspeed's 1000 hp Hybrid monster sounds good in a pit lane chat, even with four motors and All Wheel Drive, it will still have less torque off the line than a Tesla Roadster and will need to reach over 300 mph to make full power.

This, of course, is exactly why Mercedes and Audi have added reduction gearboxes to the in-board wheel motors in their AWD EV Sports cars. It also has alot to do with why Audi thought they could get away with a bit of BS of there own when they inflated a total of 682 Nm (501.5 ft/lb) across all four motor shafts into 4500 Nm (3319 ft/lb) at the press release. Audi ignored accepted auto industry standards and quoted torque for the e-tron at the wheels, which is after the torque multiplication of the reduction gearboxes.

If Wrightspeed add reduction gears then all the above numbers get thrown out the window, but the trade off is 20 - 30% power loss through the mechanical transmissions, in both acceleration and more importantly in regeneration, resulting in a reduction of the vehicles potential range by 20 - 30%. A gearbox also adds approx 20 kg to each motor which in this case means a 50% increase in weight and resultant reduction in power density.

There are direct drive in-wheel motor designs being developed at the moment that are specifically designed to work to a maximum of 1500 rpm. These fall within the US Department of Energy’s realistic targets for 2015 and 2020 (1.3 and 1.6 kW/kg, respectively), and not hyperbole figures like 5 kW/kg peak power density as quoted by Evo.

Wheel Motor Powered Electric Range Rover to go into production

What is billed as the world's first pure electric 4x4 has made its debut, before going on sale in the UK before any other country.

Oxford-based Liberty Electric Cars has completed extensive testing on its E-Range, which it claims will fill a significant gap in the family-size and luxury vehicle market.

Liberty says that the Electric E-Range has a top speed of 85mph and accelerates from 0-60mph in about seven seconds, with a range of up to 200 miles.

Another world first is the possibility of wireless charging. Instead of using conventional leads and plugs, the car is parked over an induction plate and charges automatically.

The battery can be charged in one to three hours from a fast charger or using the optional induction system. At 75kw, the LEC battery pack is the largest ever installed in an electric car yet, due to the technology employed, weighs less than many lower capacity packs according to Liberty.

Also ground-breaking are the claimed lifespan for the battery of more than 13 years and 300,000 miles – way in advance of anything offered in the EV (electric vehicle) industry thus far.

The Range Rover's existing internal combustion engine is replaced by Liberty's patented high-density Lithium Polymer batteries – two under the bonnet, with a further four under the car – powering electric motors in each wheel, each re-supplying current to the batteries via regenerative braking.

"We are incredibly proud to have proven our critics wrong and demonstrated the performance ability of our proprietary and patented, class-leading technology," said Liberty Electric Cars' founder and CEO Barry Shrier.

"The Liberty Electric E-Range accelerates from zero to 60 in about seven seconds, reaches a top speed of 85mph, and has a distance capacity of 200 miles on one charge – this is the upper end of the drive range that any current EV is able to achieve. In short, the vehicle enables the consumer to enjoy the power, prestige and luxury of the iconic Range Rover without the cost to the environment."

Liberty says that production versions of its electric Range Rover will go on sale at the end of this year priced at £150,000. The company has also commenced development on other large, luxury 4x4s, SUVs, and MPVs.

More details at www.liberty-ecars.com

Toyota working on 500 hp Wheel Motor powered Electric Sports Car

Motortrend says an insider close to Toyota tells us that plans have been put in motion to develop a supercar that would rival the E-Cell and e-tron, and even the Citroen Survolt concept first seen at this year's Geneva show.

The car is expected to produce more than 500 horsepower and would sprint from 0 to 60 mph in around 4 seconds. Like the E-Cell, the Toyota is expected to route power through four electric motors, one at each wheel. It will also incorporate a switch that allows drivers to select between driving programs such as comfort, sport and super sport, thus permitting drivers to regulate battery use.

It's expected to debut around 2015, and we are first to reveal how one artist in Japan sees the as-yet-unnamed vehicle as it might look attacking the Nurburgring in Germany. The vehicle would reportedly borrow undisclosed know-how from Tesla and utilize aerodynamic expertise gained from the Lexus LFA project.

The fact that company CEO Akio Toyoda just signed a deal to invest some $50 million in electric sports car maker Tesla adds significant weight to the story. Toyoda is said to have dined recently with Tesla CEO Elon Musk, and he reportedly took the Tesla Roadster for a spin during the evening.

We were told he left suitably impressed, so much so that he's said to have given the green light to the feasibility study into the production of the all-electric sports car. In addition, Tesla has announced that it will deliver two as yet unidentified EV prototypes to Toyota by the end of July, which are believed to be EV versions of the RAV4 and Lexus RX.

Mercedes-Benz puts electric cars to the test at the Silvretta E-Rally

Montafon, Austria. At the renowned Silvretta Classic Rally in Montafon, Austria, 24 electric cars drove amongst the vintage cars that typically compete in this mountain race. The rally, cutting through the Austrian alps is demanding for the drivers and cars alike.

The initial lineup runs across the gamut, from concept cars to production vehicles. Daimler sent three electric vehicles of its fleet - The e-smart, the B-Class Fuel-Cell and its latest edition, the electric version of the super sports car SLS, the SLS AMG E-Cell.

(hat tip to Byron)

Audi Enter R8 E-TRON in “Silvretta e-auto rally"

Audi has entered an e-tron technology platform wrapped in the skin of an R8 in the Silvretta E-Auto Rally Montafon 2010. Michael Dick, Member of the Board of Management of AUDI AG for Technical Development, and factory driver Lukas Luhr will pilot the electric sports car along the 167.5 kilometer (104.08 miles) route through the Austrian state of Vorarlberg. After debuting with a demonstration run at “Le Mans vers le futur” as part of the 24-hour race, the Audi R8 e-tron will now be competing in three stages.

“We already received very good feedback on the Audi R8 e-tron in Le Mans,” says Michael Dick, Member of the Board of Management of AUDI AG for Technical Development. “In Montafon, the e-tron will put its potential to the test in ten different mountain, valley and timed special stages. This is a good opportunity to showcase Audi’s integrated approach and to experience the fascination of electromobility in a sports car on the road.”

Four motors – two each on the front and rear axles – power the wheels of the Audi R8 e-tron, making this test vehicle a true quattro. With 230 kW (313 hp) and 4,500 Nm (3,319.03 lb-ft) of torque, the two-seater accelerates from 0 to 100 km/h (62.14 mph) in 4.8 seconds. The technology platform is designed for a top speed of 200 kilometer per hour (124.27 mph).

The technology platform vehicle wrapped in the skin of an R8 demonstrates that the Audi e-tron belongs in the major leagues of electric sports cars. The package does justice to all of the specific realities of an electric vehicle: The water-cooled, lithium-ion battery is located directly behind the passenger cabin for an optimal center of gravity and axial load distribution.

With the R8 e-tron technology platform, Audi is providing an insight into the development work. The requirement specification for the production concept goes far beyond battery technology and the replacement of a combustion engine with an electric drive system. The interaction of all components has a decisive influence on efficiency, range and practicality.

Design and package

One glance is all it will take for the fans at the Silvretta E-Auto Rally Montafon 2010 to recognize the caliber of the car: Based on the R8, this Audi e-tron has a wide, powerful road stance. The trapeze of the single-frame grille dominates the front end and is flanked by two large air intakes.

1.90 meters (6.23 ft) wide, just 4.43 meters (14.53 ft) long and 1.25 meters (4.10 ft) tall – those are the proportions of a supercar. The wheelbase of 2.65 meters (8.69 ft) leaves plenty of room between the axles for people and technology. The sporty proportions offer enough room in front of the rear axle for the battery unit and the power electronics.

The special package of the Audi e-tron technology platform provides for a 42:58 distribution of weight between the front axle and the rear axle, and thus for optimal balance and driving dynamics.

Because systematic lightweight construction is also a crucial prerequisite for the efficiency and range of electric cars, the Audi designers tapped into one of the company’s core competences for the R8 e-tron technology platform: The body structure is based on Audi Aluminum Space Frame (ASF) technology.

Driving dynamics

The normal distribution of torque is clearly biased toward the rear axle and is similar to that of the production R8 mid-engine sports car, sending roughly 70 percent to the rear and 30 percent to the front. If an axle slips, this balance can be varied by means of the four centrally controlled electric motors. The electric vehicle from Audi thus enjoys all of the advantages of quattro technology.

The R8 e-tron also uses the four individual motors, which as wheel drives are connected directly to the respective wheel via a short shaft, to control the lateral dynamics. Similar to what the sport differential does in conventional quattro vehicles, they enable torque vectoring – the targeted acceleration of individual wheels – and thus active distribution of the torque. This improves driving dynamics while at the same time increasing driving safety. Understeer and oversteer can be corrected by not only targeted activation of the brakes, but also by precise increases in power lasting just a few milliseconds. The concept car remains extremely neutral even under great lateral acceleration and hustles through corners as if on the proverbial rails.

The chassis has triangular double wishbones at the front axle and a trapezoidal-link rear suspension made of forged aluminum components – a geometry that has proven in motorsports to be the optimal prerequisite for high agility, uncompromising precision and precisely defined self-steering behavior. A taut setup was chosen for the springs and shock absorbers, but still offers a high level of comfort.

The direct rack-and-pinion steering gives finely differentiated feedback. Boost is varied electromechanically as a function of speed. Fittingly, the technology platform rolls on 19-inch wheels.

Power supply

The energy storage unit is charged with household current (230 volts/16 amperes) via a cable and a plug. What used to be fuel cap covers the socket. With the battery fully discharged, charging time is between six and eight hours. High-voltage (400 volts, 63 amperes) reduces this to around 2.5 hours.

The battery isn’t only charged when the car is stationary, but also while driving. The keyword here is recuperation. This form of energy recovery is already available today in a number of Audi production models. During braking, the alternator converts the kinetic energy into electrical energy and feeds it into the onboard electrical system. This relieves the load on the alternator during the next acceleration phase, which enhances driving dynamics and improves efficiency.

Interior and control concept

The interior evokes motorsports ambience on a luxury level. As with the R8, its distinctive element is the monoposto: a large arc sweeping around the dashboard instruments. Unlike the R8 production model, however, the Audi R8 e-tron has a graphic display to indicate the driving mode. It is located between two dial instruments that indicate the recuperation and the boost level, respectively. Similar to the new A8, the driver of this high-performance sports car can select the various driving modes using a stalk that is based on shift-by-wire technology.