Kia Niro EV Will Get 236 Miles of Range

The Kia Niro EV has been unveiled with some more specs at the Busan Motor Show in Korea.

This time, the Korean automaker unveiled two new battery options, a U.S.-exclusive 64-kWh battery for a 236-mile range and a 39.2-kWh battery pack with a 150-mile range for other markets. These numbers translate to a 7.8-second zero-to-62-mph time and up to an 80 percent charge in under an hour using a 100kW fast charger.

Last January, Kia also present the EV in concept form as the Las Vegas Consumer ElectronicsShow without providing power numbers. As has been customary with Kia, different presentations have unveiled new specs, with CES showcasing its concept and the following International Electric Vehicle Expo in Jeju, Korea, showcasing its production version.On the driver assistance side, the Niro EV will feature Level 2 autonomy, which is defined as the National Highway Traffic Safety Administration (NHTSA) as having one driver assistance feature which can allow for “both steering and acceleration/ deceleration using information about the driving environment”. This translates to adaptive cruise control, automatic emergency braking, and lane-keeping assist, where the driver is expected to assume control of the wheel.

Look for the Niro EV to debut in Europe at the Paris Motor Show in October before going on sale in Korea before the end of the year, followed by expansion to other markets.

Porsche launches new Panamera 4 E-Hybrid plug-in hybrid with new gen hybrid module; more e-range, better performance

Porsche unveiled the new Panamera 4 E-Hybrid plug-in hybrid—the fourth model in the Panamera line—at the Paris Motor Show. The vehicle generates some 340 kW (462 hp) of system power and delivers fuel consumption figures of 2.5 l/100 km (94 mpg US) in the New European Driving Cycle (NEDC) for plug-in hybrid models, with up to 50 km (31 miles) all-electric range. That corresponds to CO₂emissions of 56 g/km. Energy consumption is 15.9 kWh/100 km.

Porsche views “hybrid” as being as synonymous with performance as with sustainability, pointing to the victory of the 919 Hybrid in the 24 Hours of Le Mans race in 2015 and 2016. The same philosophy defines the Panamera 4 E-Hybrid; the new Panamera 4 E-Hybrid features a hybrid strategy based on the 918 Spyder.

The 652 kW (887 hp) 918 Spyder is the fastest series-produced vehicle ever to circumnavigate the Nürburgring Nordschleife. Its record lap time of 6:57 minutes can in part be attributed to the additional power provided by two electric motors.

The new Porsche plug-in hybrid always starts in purely electric mode and drives without generating any local emissions within a range of around 50 kilometers and a maximum speed of 140 km/h (87 mph). The all-wheel Porsche achieves a top speed of 278 km/h (173 mph) and delivers a system torque of 700 N·m (516 lb-ft) from stationary without hesitation.

The four-door hybrid sports car breaks the 100 km/h barrier in just 4.6 seconds. The torque is transferred to all four wheels and the standard three-chamber air suspension ensures an optimum balance between comfort and dynamism at all times.

As with the 918 Spyder, the power of the Panamera electric motor—100 kW (136 hp) and 400 N·m (295 lb-ft) torque—is available as soon as the driver touches the accelerator pedal. On the predecessor model, the pedal needed to be pressed at least 80% of the way down to unleash the additional power of the electric drive. Now, the electric motor and gasoline engine interact in harmony from the beginning.

Like with the 918 Spyder, the electric motor is available to deliver additional power at all times. This, together with the performance characteristics of the new 2.9-liter V6 biturbo engine (243 kW/330 hp/450 N·m/332 lb-ft), generates an impressive boost scenario based on electric motor and turbochargers.

In the Panamera 4 E-Hybrid, the electrical energy is also used to increase the car’s top speed. Porsche sees this new type of “E-Performance” as the performance kit of the future.

Together with the V6 gasoline engine decoupler, the electric motor heralds the new generation of the Porsche hybrid module. In contrast to the electro-hydraulic system of the predecessor model, the decoupler on the new Panamera is actuated electromechanically by an electric clutch actuator (ECA), resulting in even shorter response times.

Evolution of Porsche Panamera plug-in hybrid models
	Panamera S E-Hybrid (2013)	Panamera 4 E-Hybrid (2016)
Combined system power	416 hp / 306 kW	462 hp / 340 kW
Combined system torque	590 N·m	700 N·m
Engine	3.0L V6 biturbo	2.9L V6 biturbo
Engine power	333 hp	330 hp
Engine torque	440 N·m	450 N·m
E-motor power	71 kW	100 kW
E-motor torque	310 N·m	400 N·m
Transmission	8-speed Tiptronic	8-speed PDK
E-motor torque	310 N·m	400 N·m
Battery pack capacity	9.4 kWh	14.1 kWh
0-100 km/h	5.5 seconds	4.6 seconds
All-electric range	36 km	50 km
Fuel consumption (NEDC)	3.1 l/100km / 75.8 mpg US	2.5 l/100km / 94 mpg US
Power consumption	16.2 kWh/100 km	15.9 kWh/100 km

As on the other second-generation Panamera models, a new, extremely fast and efficient-shifting Porsche eight-speed Doppelkupplung (PDK) transmission is used to transmit the power to the all-wheel drive. This transmission replaces the eight-speed automatic torque converter transmission on the predecessor model.

The electric motor is supplied with power via a liquid-cooled lithium-ion battery. And despite the fact that the energy content of the battery (which is integrated under the luggage compartment floor) has been increased from 9.4 to 14.1 kWh, its weight has remained the same.

The high-voltage battery takes just 5.8 hours to fully charge via a 230-V, 10-A connection. If the driver chooses to use the optional 7.2 kW on-board charger and a 230-V, 32-A connection instead of the standard 3.6-kW charger on the Panamera, the battery fully charges in just 3.6 hours. The charging process can also be started using a timer via Porsche Communication Management (PCM) or the Porsche Car Connect app (for smartphones and Apple Watch). Moreover, the Panamera 4 E-Hybrid is fitted as standard with auxiliary air conditioning to cool or heat the passenger compartment during charging.

Porsche Advanced Cockpit with hybrid-specific displays. One highlight of the second-generation Panamera is the newly designed display and control concept in the form of the standard Porsche Advanced Cockpit with touch-sensitive panels and individually configurable displays.

Two seven-inch screens either side of the analogue rev counter form the interactive cockpit, and, in contrast to the other versions in the model line, the Panamera 4 E-Hybrid features a power meter tailored to hybrid operation. The intuitive operating principle of the hybrid-specific displays is similar to that used in the Porsche 918 Spyder super sports car. The power meter provides data such as the amount of electrical energy currently being used as well as that recovered through recuperation.

A 12.3-inch touchscreen functions as a central PCM control and display unit. The driver can access various items of hybrid-specific information both here on the dash and in the instrument cluster. The boost assistant and hybrid assistant are both practical and informative. The boost assistant display shows the energy available for boosting, while the hybrid assistant provides various visual signals for regulating the electrical drive power.

Ultimate efficiency in “Hybrid Auto” mode. The Sport Chrono Package including the mode switch integrated into the steering wheel forms part of the standard equipment on the Panamera 4 E-Hybrid. The mode switch and Porsche Communication Management are used to activate the various driving modes. These modes include the familiar “Sport” and “Sport Plus” modes from the other Panamera models equipped with the Sport Chrono Package. The hybrid-specific modes are “E-Power”, “Hybrid Auto”, “E-Hold” and “E-Charge”.

The Panamera 4 E-Hybrid always starts in the purely electric “E-Power” mode. The “Hybrid Auto” mode is a completely new development. When this mode is selected, the Panamera changes and combines the drive sources automatically for ultimate efficiency.

The “E-Hold” mode allows drivers consciously to conserve the current state of charge to enable them to switch to electric and therefore zero-emissions mode in an environmental zone at their destination, for example. In “E-Charge” mode, the battery is charged by the V6 engine; to achieve this, the gasoline engine generates a higher level of power than is actually needed for driving.

The highest level of drive performance is made available in the “Sport” and “Sport Plus” modes. The V6 biturbo engine is active continuously in these modes. In “Sport” mode, the battery charge is always maintained at a minimum level to ensure there are sufficient e-boost reserve capacities when needed. “Sport Plus” mode is all about maximum performance and allows the Panamera to reach its top speed of 278 km/h. This mode also recharges the battery as quickly as possible with the help of the V6 biturbo engine.

The Panamera 4 E-Hybrid is available to order now, with prices starting at €107,553 including VAT in Germany.

Volkswagen plugs new Passat GTE into European outlets

It's been the better part of a year since Volkswagen first announced the Passat GTE and revealed it at the Paris Motor Show. And now the German automaker is finally bringing it to market. That is, at least, certain markets, anyway.

The new GTE broadens the range of the European-market Passat (which is entirely different from the model we get here) with a plug-in hybrid for the first time. It follows the emergence of the Golf GTE which has a similar setup. The gasoline-electric powertrain marries a 1.4-liter turbo four to an electric motor and a dual-clutch transmission, producing a combined 215 horsepower. It can also be switched into pure electric mode, giving it a battery-powered range of 31 miles and warranting exemption from congestion charges in London and other such cities.

VW will offer the Passat GTE in both sedan and Variant wagon forms, with sales already beginning in select markets and broadening across Europe this fall. Asian markets can expect to see the new plug-in by year-end as well. Interested US customers will just have to admire this particular model from afar.

New Passat GTE launches as saloon and Variant

- Volkswagen continues e-motoring offensive with plug-in hybrid
- Passat GTE delivers 218 PS and travels up to 50 kilometres on all-electric power
- First Volkswagen plug-in hybrid in the high-volume segment of large family cars

The Volkswagen continues to electrify! Following the Golf GTE*, comes the next high-volume model with a plug-in drive system: this time the German carmaker is electrifying the new Passat GTE. Its launch marks the debut of a new generation of business and family cars – zero-emission vehicle and long-distance touring car all in one. A Volkswagen that combines the present and the future. A car that boasts not only one of the most progressive drive systems of our time, but also an array of innovative assistance and infotainment systems that is ground-breaking in the segment of large family cars.

With superb system output of 160 kW / 218 PS, frugal NEDC consumption of just 1.6 l/100 km and 12.2 kWh/100 km (Variant: 12.4 kWh) and an all-electric range of up to 50 kilometres, the Passat GTE defines a new level of efficiency in its class. Under normal operating conditions the new Volkswagen always begins its journey in all-electric and thus emission-free mode. This E-Mode can also be activated at the push of a button, for example towards the end of a journey as you enter a city. In cities like London, drivers of the Passat GTE are therefore exempt from the usual congestion charge.

The Passat GTE is an independent trim line. The high-tech model's extensive standard features include LED headlights (for main and dipped beam), Driver Alert System, Automatic Post-Collision Braking, the Front Assist ambient traffic monitoring system including City Emergency Braking function, a rain sensor, ParkPilot for front and rear, chrome trim on the side windows and comfort seats (in the front).

In addition, there are elements of individualisation that have been conceived solely for the Passat GTE. These include at the front a specific chrome radiator grille unit with an integrated striking blue stripe – blue being the colour of Volkswagen electric motoring. The Passat GTE's progressive charisma is strengthened by the completely redesigned bumper with a C-shaped LED daytime running light signature. In common with the blue design elements, this C-shaped signature is an identifying feature of all Volkswagen electric and plug-in hybrid models. From the side the 17-inch Montpellier alloy wheels identify the Passat GTE as a plug-in hybrid. The interior too has been conceptually aligned to the new drive system. Here the engineers and designers have tailored the instrument cluster and standard Composition Media infotainment system with dedicated menu matrix to the functions and displays specific to the plug-in hybrid's drive system. Standard details such as the blue ambient lighting, the multi-function leather steering wheel with blue decorative stitching, a GTE-specific gear knob with blue stitching and the seats, likewise with a matching blue basic structure, have also been individualised. The interior has been further refined with aluminium-look and gloss black trim.

The Passat GTE** and Passat GTE Variant*** will arrive on the European market this autumn; in the first few countries advance sales have already begun. In Asia the launch will also be this year. In terms of the brand, the Passat GTE is an elementary building block in Volkswagen's electric motoring strategy.

*Golf GTE: Fuel consumption, l/100 km: 1.7 - 1.5 (combined), electrical consumption, kWh/100 km: 12.4 - 11.4 (combined), CO2 emissions (combined), g/km: 39 - 35, efficiency class: A+

**Passat GTE: Fuel consumption, l/100 km: 1,7 - 1,6 (combined; electrical consumption, kWh/100 km: 12,8 - 12,2 (combined); CO2-emissions in g/km: 39 - 37 (combined), efficiency class: A+

***Passat GTE Variant: Fuel consumption, l/100 km: 1,7 - 1,6 (combined); electrical consumption, kWh/100 km: 12,9 - 12,4 (combined); CO2-emissions in g/km: 39 - 37 (combined), efficiency class: A+

2015 Honda Civic Type R caught in final weeks of testing

This heavily disguised Honda Civic Type-R is undergoing its last few months of cold weather testing before production gets underway.The car is expected to arrive in showrooms in ‘late spring’, which suggests series production will begin by March this year.

A thinly veiled preview of the Civic Type R was seen at the Paris motor show in September 2014 and the car is expected to make it public debut at the Geneva motor show in March. 

Order books opened last September and the carmaker said there was ‘unprecedented demand’ for the car so potential buyers were asked to place a £3000 deposit. Honda is promising “a sensational driving experience” that is “unmatched against any previous Type R” and “the start of a new performance era for the brand”. Honda describes the model as ‘designed in Europe and built in Swindon’.

Most significant on this concept is the confirmation of the first technical details of the new Civic Type R. The model is currently undergoing an extensive development programme with a team briefed to make it the fastest front-wheel-drive car yet around the Nürburgring. 

The Renault Mégane RS 275 Trophy-R currently holds the record with a lap time of 7min 54.3sec.

At the heart of the new Civic Type R is an all-new turbocharged 2.0-litre i-VTEC petrol engine. Honda won’t yet officially confirm a power output, other than saying it will be “more than 276bhp”. However, engineering sources have privately admitted that the engine has already been tuned to produce 300bhp, and more could be possible. A torque output of 300lb ft at just 2000rpm is quoted by the same sources.

Honda has confirmed that the Euro 6 emissions-compliant 2.0 i-VTEC engine will redline at 7000rpm, maintaining the legendary high-end shove afforded by the VTEC variable valve timing technology but with the addition of extra low-end grunt from the turbocharger.

Civic Type R project leader Suehiro Hasshi said: “Honda has had four Type R model derivatives: the Civic, Integra, Accord and NSX. The engine in the new Civic Type R is unrivalled against all of them in terms of raw power, torque and engine response.

Another confirmation is the transmission. Honda has bucked the current trend towards dual-clutch automatic gearboxes and equipped the Civic Type R with a six-speed manual gearbox as standard. This is in order to “maximise driver enjoyment”, according to Honda.

“The manual transmission allows the driver to select their chosen gear, for example, down from fifth to third when approaching a corner,” said Hasshi. “The concept of the new Civic Type R is to be the complete driver’s car, so this was the best option.”

Equipped with that powertrain, a 0-62mph time of less than six seconds can be expected.

Honda is also equipping the new Civic Type R with a range of dynamic features to complement its new engine. Among them is a four-point Adaptive Damper System developed specifically for the model. Honda says the dampers, which have been tuned to offer a comfortable, compliant ride in normal driving conditions, can be stiffened to increase agility when the driver demands it, resulting in what the firm calls “high-performance handling”.

Also new is a system designed to reduce torque steer. An additional ‘steer axis’ mechanical system is added to the front suspension, supported by two kingpins which work with the suspension to reduce torque steer under acceleration. 

The Type R is at its most extreme when a new ‘+R’ driving mode is engaged. Pressing the +R button next to the steering wheel improves engine responsiveness, tweaks the torque mapping to a more aggressive and performance-focused setting, increases the responsiveness of the steering and stiffens the adaptive dampers. 

“In default standard mode, the Civic Type R is exceptionally agile, an everyday sports car with an enjoyable and fluid acceleration,” said Hasshi. “The +R button brings out a more dynamic and athletic car for the driver, sure to set pulses racing. 

“The difference in character is immense. The +R button is extreme; the car is ideal for the track and will be appreciated by the genuine sports driving enthusiast.”

For its Paris motor show appearance, the Civic Type R concept got a striking new bright blue finish. All the dramatic styling elements from the original Geneva concept remained, with looks inspired by the firm’s latest World Touring Car Championship race car.

The Type R rides 30mm lower than the standard Civic hatchback on which it is based. It includes huge front and rear spoilers, vastly flared wheel arches and greatly increased cooling in a body that shares just the roof, front doors and tailgate with the regular five-door Civic hatch. Exceptional levels of aerodynamic performance and downforce are also promised, along with high-performance brakes. 

Test mules spied at the Nürburgring have shown that the styling of the concept is virtually unchanged for the production car, which has been largely designed and engineered by a British team with European drivers in mind and will be built in the UK at Honda’s Swindon plant. 

2015 Mazda2 Revealed Ahead Of Fall Debut

For seven years now, the Mazda2 has steadfastly served the small car market, delivering Zoom-zoom at a low cost and with a small footprint. But it’s time for a change, and that change comes from the 2015 Mazda2, which gets an all-new look that has been revealed ahead of its debut this fall.

The 2015 Mazda2 will debut to the public at the Paris Auto Show in October, but we get our first look at the tiny Mazda today. Thankfully it sticks close with the Hazumi concept that debuted last year, and engine options currently include a 1.5 liter gas or diesel motor. You’ll also have your option of either an automatic or manual transmission. Mazda paid special attention to improved the new SkyActiv chassis.

In addition to refined driving dynamics, the 2015 Mazda2 also gets a suite of safety and connectivity technologies. The new “supermini” as Mazda refers to it will also be sold overseas as the Demio, and while I don’t expect the diesel engine to come to American shores (still waiting on that diesel Mazda6…), Mazda has been toying with the idea of a rotary-powered plug-in hybrid.

No fuel economy or horsepower figures have been released yet either, as Mazda is likely saving that for the big Paris debut.

       

Source: Gas 2.

Furtive eGT EV reaches 149 mph in Germany

That sounds fun.

Exagon Motors' Furtive eGT battery-electric sports car, which was unveiled at the Paris Motor Show in 2010, hit speeds of 149 miles per hour at Nürburgring's North Loop (Nordschleife), courtesy of racecar driver Sabine Schmitz, according to Green Car Congress.

The car, which is powered by two electric motors made by Siemens and batteries by Saft, puts out about 400 horsepower and 380 pound-feet of torque. Each of the Furtive's electric motors weigh just 115 pounds. The Furtive eGT will go into production next year and will have a single-charge range of between 178 and 224 miles, depending on who's doing the measuring. There is also a range-extending option.

In August, Schmitz referred to the Furtive as "just brilliant" after testing the car, adding that it's like "floating on a cloud." With a 0-to-60 mph time of 3.5 seconds, we agree that sounds most heavenly.


Source: Autoblog Green

Hyundai fuel cell chief says EV makers jumped the gun

Hydrogen fuel cell vehicles (FCEVs) spew water vapor. FCEV enthusiasts are likely hoping that the head of fuel-cell research at Hyundai isn't just spewing hot air.

Hyundai's Lim Tae-won said electric-vehicle makers like Nissan started mass-producing models such as theLeaf too early and are hurting mass acceptance of EVs because there isn't a sufficient vehicle charging infrastructure in place to support broad sales. Specifically, Reuters reports, he said:

"It was a hasty approach. The battery electric cars may have helped raise brand value for a couple of years, but ended up slowing down the take-off in the market."

The Hyundai executive also said that hydrogen fuel cell electric vehicles (FCEV) will become price competitive with battery-electric vehicles sometime between 2020 and 2025, and that FCEVs will become preferred to battery-electric vehicles for the reasons we've all heard before: FCEVs can go about as far as a conventional fossil-fueled vehicle on a full tank – roughly four times a most fully charged EVs. FCEVs also don't emit greenhouse gas emissions.

At the Paris Motor Show earlier this week, Hyundai said that it will make the first mass-produced FCEV. This will be the ix35 (it's the Tucson in the U.S.) fuel-cell crossover and will be available to the public for lease by the end of the year. Through 2015, Hyundai says it will make about 1,000 ix35 FCEVs, which have a full-tank range of about 365 miles.

Earlier this week, Hyundai said it would lease 15 ix35 FCEVs to the city of Copenhagen, which is looking to become "carbon free" by 2025.



Source: Autoblog Green

EDF and the Renault-Nissan Alliance Strengthen Their Partnership For Electric Mobility

PRESS RELEASE:

Carlos Ghosn, CEO of Renault and Nissan, and Henri Proglio, CEO of EDF, signed agreements at the ParisMotor Show to further their cooperation in the field of electric mobility. Two years after signing a collaboration contract with a view to preparing the electric mobility of the future, EDF
and the Renault-Nissan Alliance are confirming and extending their activities with today’s agreements, notably inthree areas that are essential for developing a mass market for electric vehicles:

- Cooperation on batteries: tests, management of the first and second lives of batteries
- Conducting pilot projects to test electric vehicles and innovative charging infrastructure
- Creation of mobility offers for electric vehicle customers.

Starting in 2011, EDF and the Renault-Nissan Alliance will put their know-how and resources together in order togive customers easy access to simple, practical and economical recharging equipment.A person buying an electric Renault or Nissan vehicle will be put in contact, via the vehicle dealership, with one of EDF’s partner electricians present across the country and selected for the quality of their services. The service will include monitoring the customer’s electric equipment and, where necessary, ensuring it complies with prevailing standards and fitting an electric socket adapted to the recommendations of Renault and Nissan.

For businesses and public authorities looking to use electric vehicles, their Renault or Nissan sales advisor willput them in direct contact with an EDF group contact, who will advise them directly on the charging infrastructuresthey need as well as on their electricity supply contract for EDF customers.

During the press conference, Henri Proglio said, ‘’With the agreements we are signing today, EDF is committingitself to accompany Renault and Nissan’s electric vehicle customers so that they can fully enjoy their new acquisition, with electric energy up to five times less expensive per kilometer than gasoline or fuel, while contributing to preservation of the environment without any emissions of noise, pollution or odors.’’

Carlos Ghosn commented, ‘‘Our shared aim is to make electric vehicles a rational alternative to internalcombustion engined vehicles. We want motorists to see the electric vehicle as a solution that respects the environment, and that is economical, reliable and simple.

Through this partnership, the Renault-Nissan Alliance and EDF are pooling their expertise to make electric mobility a reality, and to make France a pioneer in the
development of electric vehicles.’’

Inroducing the Audi e-tron Spyder Concept Plug-in Diesel Hybrid Sports Car

Audi e-tron Spyder. Click to enlarge.

Here is another cool concept PHEV from Audi. Maybe, just maybe, the electric car stigma can be overcome and we will see world wide adoption of these great cars that can dramatically cut our fossil fuel consumption.

Audi introduced the e-tron Spyder, a study of an open sports car with plug-in hybrid drive, at the Paris Motor Show. The two-seater is equipped with a 221 kW (300 hp) twin-turbo V6 TDI at the rear axle and two electric motors producing a total of 64 kW at the front axle.

The Audi e-tron Spyder requires on average just 2.2L diesel/100 km (107 mpg US), corresponding to CO₂ emissions of 59 g/km (95 g/mile). A range of more than 1,000 kilometers (621 miles) is possible with the 50-liter (13.21 gallons US) tank. A 9.1 kWh battery supports an all-electric range of up to 50 kilometers (31 miles). The top speed in this mode is 60 km/h (37 mph).

The engine develops up to 650 N·m (479 lb-ft) of torque; the two motors deliver a combined 352 Nm (260 lb-ft). The Audi e-tron Spyder can accelerate to 100 km/h (62 mph) in 4.4 seconds; top speed is electronically governed at 250 km/h (155 mph).

This marks the first use of a new generation of the six-cylinder, 3.0 TDI that breathes through two turbochargers and produces 221 kW (300 hp)—50 hp more than the previous stage, which debuted a few months ago in the new Audi A8. The mid-mounted, longitudinal 3.0 TDI engine drives the rear wheels via a seven-speed dual-clutch transmission.

The normal distribution of the tractive power is biased toward the rear axle in accordance with the weight distribution of the e-tron Spyder and the dynamic shift in axle load during acceleration. Similar to with a pure mid-engine sports car, roughly 75% of the torque goes to the rear and 25% to the front. If an axle slips, this balance can be varied thanks to the central control of the entire drive system in combination with the ESP. The concept thus enjoys all of the advantages of quattro technology.

The combination of the mid-mounted TDI engine and the two electric motors at the front axle also make it possible to intelligently control the lateral dynamics of the e-tron.

Similar to what the sport differential does in conventional quattro vehicles, torque vectoring—he targeted acceleration of individual wheels—makes the e-tron Spyder even more dynamic while simultaneously enhancing 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.

The body structure is based on Audi Space Frame (ASF) technology and was realized as a hybrid construction, with the hood and numerous aerodynamic components made of carbon. In ASF technology, the body’s supporting structure is made of extruded aluminum sections and die-castings. Aluminum panels are incorporated into this skeleton to form a positive connection and perform a load-bearing role. Each individual component of the ASF space frame is optimized for its specific task by the use of widely differing shapes and cross-sections, combining maximum stability with minimal weight.

Despite the complex drive system layout with two electric motors and their respective drive systems plus the TDI engine, the Audi e-tron Spyder show car only weighs around 1,450 kilograms (3,197 lbs).

The trapeze of the single-frame grille dominates the wedge-shaped front end and is flanked by two large air intakes which serve as cooling intakes for the electric drive system and also for the TDI engine at the rear of the vehicle.

Source: Green Car Congress

General Motors Ramps Up Worldwide EV Testing

Opel Meriva electric vehicle, to be tested in Germany as part of MeRegioMobil program, 2010-2011

Enlarge Photo

General Motors recently hit the headlines with its attempt to trademark the term “Range Anxiety” to use in advertising campaigns for its extended range electric vehicle, the 2011 Chevy Volt.

At a glance, you’d think the automaker was trying to seriously slur the image of all electric vehicles, with implications that battery technology was simply not ready to be used in electric-only vehicles.

But while the 2011 Chevy Volt is stealing most of the attention, multiple test projects within the automaker hint that worldwide, GM and its subsidiaries are deadly serious about going all electric again.

Chevrolet Cruze EV, test fleet in South Korea, October 2010

Enlarge Photo

Hot on the heels of the summer announcements from GM that it was working on an all-electric version of the GM Sail - a subcompact model sold in by GM China - came the news last week that the global automaker was testing an all-electric 2011 Chevy Cruze EV in South Korea.

Last week, Opel/Vauxhall, the European arm of GM, unveiled its Vivaro e-Concept, an all-electric range-extended van the same size as a Mercedes Sprinter. Similar to the 2011 Chevy Volt in technology, the concept is capable of up to 60 miles on its lithium-ion battery pack before a small 1.4 liter engine switches on to offer range-extended operation.

Including the 2011 Chevy Volt, the Vivaro e-Concept brought the total number of plug-in vehicles being tested or produced by GM to four.

It turns out there are more.

We’d heard some rumors last week that keen photographers in Germany had spied some under-cover Opel Meriva minivans being recharged at a remote location during road-testing.

Today, GM confirmed the rumor and the latest of its test-fleets. Based on the european Meriva small minivan platform so popular among European soccer moms, the all-electric test fleet can travel up to 40 miles per charge.

Compared to other electric vehicles in testing, the range is truly abysmal. And the 0-62 mph time of 11 seconds is hardly anything to get excited about. But the Meriva test fleet has a far more interesting party trick.

It can provide power back to the grid.

The system, called Vehicle To Grid, or V2G, enables the electric car to provide power back to the power grid or even to act as a giant battery backup system for a home in the event of a power outage or natural disaster. Not only does this give the car an added functionality but it also helps the power grid to cope with peaks in demand by allowing a V2G vehicle to give a tiny amount of energy from its battery pack back to the grid.

GM/Opel_e_Vivaro

Enlarge Photo

Both the Chevy Sail EV and Chevy Cruise EV are prototypes. But with a 100 mile range and top speed of 100 mph, the Cruise EV prototype could conceivably hit the U.S. market in a few years as a production car if the testing proves successful.

The latest announcement from GM comes just days before the Paris Motor Show. Is GM planning a big announcement or perhaps an all-electric Volt? Possibly.

As for the Meriva? We're unlikely to see the current vehicle move beyond testing, but perhaps a future all-electric Volt model could provide a V2G capability along with a greatly increased range? We'll have to see.


Source: All Cars Electric

Saab 9-3 ePower - Saab’s First EV

Saab Automobile is taking its first step towards developing an all-electric vehicle with the Saab 9-3 ePower.

Making its public debut at the Paris Motor Show later this month, the Saab 9-3 ePower is the prototype for a test fleet of 70 vehicles which will participate in extensive field trials in Sweden early next year.

The performance of the cars will be evaluated under a variety of real world driving conditions as part of the development process for a purpose-built, electric Saab vehicle. Targets to be verified include a projected driving range of approximately 200 kilometers through the use of high density energy storage in lithium-ion battery cells.

The Saab ePower is the first electric vehicle from Saab and is a result of a co-operation between Saab Automobile, Boston Power (batteries), Electroengine in Sweden AB (electric power trains), Innovatum (project management) and Power Circle (Sweden’s electric power industry trade organization).

Mid-sized sports combi with zero emissions
The Saab 9-3 ePower is the first all-electric car to offer its occupants the comfort and size of a wagon bodystyle. Saab engineers have integrated an electrical architecture within the shape and dimensions of a ‘conventional’ 9-3 SportCombi.

Under the hood is a 135 kW/184 hp electric motor driving the front wheels through a single-speed transmission. Instant torque enables zero to 100 km/h acceleration is just 8.5 seconds, together with a top speed of 150 km/h.

The compact yet powerful 35.5 kWh lithium-ion battery pack is accommodated in a modified floor-pan, mainly in space within the car’s wheelbase previously occupied by the exhaust system and fuel tank. This enables an optimum weight distribution and excellent driving dynamics similar to those of a standard SportCombi.

Inside the cabin, a conventional, automatic-style gearshift lever provides selection of ‘drive’, ‘neutral’, ‘park’ and ‘reverse’. The rev-counter, fuel and turbo boost displays in the main instrument cluster are replaced by read-outs for battery status, power
consumption and driving range, all illuminated in green. To optimize space, an electric park brake is fitted.

Electro-hydraulic power steering is used and the cabin is equipped with full air conditioning, via a compressor powered by the battery pack. A separate 12-volt battery, for the lights and cabin ancillaries, is also charged from the battery pack via a current transformer

The operation of the vehicle’s powertrain is controlled by a version of Saab’s own in-house Trionic 8 engine management system, with new software written for an electric vehicle application.

Long driving range with excellent durability
The Saab 9-3 ePower’s projected driving range of approximately 200 kilometers pushes out the boundaries for current EV performance. Key to its long range are battery cells which have an energy storage density substantially greater than the best currently used in EV applications. High energy density also contributes to a lower battery weight.

The battery pack has a capacity of 35.5 kW/h and is designed to operate with full power in ambient temperatures as low as -30ºC, at least 10ºC below the operating level of other battery packs on the market today. Another key benefit is the use of air, instead of liquid, cooling which contributes to lower cost and further weight-saving in the pack’s design.

The pack is intended to support re-charge cycles equivalent to about ten years average use. It can be fully recharged from a domestic mains supply in about three to six hours, depending on depletion status. Charging times can be greatly reduced if the voltage of the electrical feed is raised, as there is no limitation on the battery’s input capacity.

Test driving experience is expected to validate the performance of this advanced battery pack, which is designed to operate reliably within a full depletion ‘buffer’ set at only 12 percent of total capacity, a much lower operating margin than used in the management of other packs.

Its lithium-ion battery cells are also the first to receive a Nordic Ecolabel accreditation for their environmental safety and sustainability, which includes manufacturing processes.

The 9-3 ePower meets the high crash worthiness standards that Saab applies to all its vehicles. The car’s power pack is located outside the occupant compartment in non-deformable structural zones, well protected and encapsulated. The battery management and monitoring system supports safe performance during normal driving and in crash conditions.

Extensive user trials
Hundreds of drivers and their families will be enlisted by Saab and its development partners during a extensive test driving and evaluation program involving a 70-strong fleet of Saab 9-3 ePowers in central, west and eastern Sweden during 2011-12.

The Saab ePower project team in Trollhättan will monitor the performance of the cars across a wide variety of usage patterns and driving conditions. To log essential component data, all vehicles will be equipped with aircraft-style, black box recorders.

“This program is designed to evaluate the potential for developing a high performance, zero emission electric vehicle and is an important next-step in the extension of our EcoPower propulsion strategy,” says Mats Fägerhag, Executive Director, Vehicle Engineering at Saab Automobile.

“This includes engine rightsizing, which exploits Saab expertise in turbocharging, as well as the use of alternative fuel, such as bio-ethanol through Saab BioPower technology.”

Jan Åke Jonsson, Saab Automobile’s CEO adds: “By 2015, annual global sales of electric vehicles are expected to reach 500,000 units and Saab is determined to be represented in this important, growing segment,

“The 9-3 ePower program is our first step towards developing a potential production vehicle that will deliver the sort of advanced performance our customers expect. We now look forward to working with our technical partners in developing such a product.”

Source: SAAB