The auto industry is rapidly ‘electrifying’ its products as part of its efforts to address climate change. While it has been producing and selling more and more electric vehicles (EVs), the network of recharging stations has not grown as quickly in some countries. In Malaysia, for example, the number of recharging stations can still be said to be limited and far apart.
Premium Charging Hub concept
In order to support their customers’ needs, some carmakers have worked with other companies to build up the networks. One approach that has proven to be successful is in Germany where Audi introduced a pilot charging hub last December. The concept, said to be a first in the world, is aimed at providing EV owners a recharging facility if they don’t have any charging opportunities at home. That’s a situation that is evident in urban areas with multi-storey housing and no place for installation of wallboxes.
“We want to use it to test flexible and premium-oriented quick-charging infrastructure in urban space,” says Ralph Hollmig, Audi’s charging hub project manager. “We’re going where our customers don’t necessarily wake up in the morning with a fully charged electric car and, at the same time, thinking about increasing charging demand in the future.”
Self-sustaining power supply
Cubes are the foundation of the Audi charging hub. The flexible container cubes can be assembled and disassembled again in existing areas in a few days. The cubes provide two fast-charging stations for each unit and can be combined in various constellations. Used and processed lithium-ion batteries packs function as energy storage systems. These are known as ‘second-life’ batteries taken from dismantled development vehicles previously used by the carmaker.
The approach reduces costs and resources, and makes complex infrastructure with high-voltage power lines and expensive transformers unnecessary. This means that there are also less procedures that would need to be obtained from authorities for laying cables to draw electricity from the power grid.
This system brings sustainable quick-charging infrastructure where the electricity grid is not enough. Up to six EVs can charge at one time at high speed. With a green power contract in place, the Audi charging hub only uses energy from sustainable resources, while solar panels on the roof provide up to 30 kW of additional green energy.
Positive feedback to pilot hub
The first such charging hub was installed in Nuremberg and feedback after 6 months has been overwhelmingly positive, according to Audi. It is evident that EV owners like the idea enough that repeat visitors accounted for some 60% of charging sessions.
Additionally, there is a lounge integrated in the facility with a terrace above the charging cubes. The comfortable lounge has catering as well. Vehicle owners can work and relax while waiting for their vehicles to be recharged. The status of the recharging can be followed on a large screen in the lounge. Frequent use was also made of additional services such as the exchange station for micromobility batteries and a grocery delivery service.
More charging hubs to be set up
Based on the insights gained in Nuremberg and the positive customer feedback, Audi is opening another version of the modular Audi charging hub system in Zurich in the second half of this year. This will have 4 roofed charging points at 2 power cubes The tighter space requirements tailored to suit urban locations are the perfect fit for Zurich’s banking and insurance district.
Additional advantages include short prep times for planning and implementation as well as a lack of any need for civil engineering work. An essential component of the adaptable, compact concept is the reworked swivel arm that ensures barrier-free charging of all the cars across the entire width of the individual charging points with up to 320 kW of power.
Two 55-inch screens draw customers’ attention to the broad services available at the hub. Besides food and fitness offerings as well as shopping, there are also e-bike sharing facilities nearby. More compact than the site in Nuremberg, the Audi charging hub in Zurich is also based on the same modular design that enables the construction of a variously sized charging hub with or without a lounge. “The system’s modular design lets us react flexibly to on-site conditions,” explained Hollmig.
After Zurich, Audi is planning additional charging hub sites in Berlin and Salzburg later in the year. These three sites are expected to help meet the increased charging demands in urban spaces starting in 2023. Additional sites are planned to open in other cities Germany in 2023 and mid-2024.
It looks like the Chinese carmakers are steadily establishing their presence in the ASEAN market as sales are growing for some of the brands that have entered a few years earlier. This is not their first approach as they began to appear in the 2000s. But back then, their products were not of the same quality as what consumers had come to be used to from the Japanese and Korean brands, so they quietly faded away. Chery was one of them, having tried its luck in Malaysia and even did some local assembly but pulled out in the end.
Today, the Chinese carmakers have progressed greatly and have improved quality as well as made technological advancements themselves. With the government having given a push towards electric vehicles (EVs), they have had to develop EV technology as quickly as possible while competing with each other for a slice of the biggest vehicle market in the world.
Having their own EV technology and products is timely, of course, as government around the world are pushing the auto industry to take definite action to address climate change. Going electric is one approach and countries like Indonesia have offered attractive incentives that are drawing carmakers there to grow their EV business.
Wuling Motors, through its SAIC-GM-Wuling (SGMW) joint-venture with General Motors, is aiming to do just that and develop Indonesia into a major overseas market. Over the past 15 years, it has gained experience in export sales, having sold one of the most popular small vans in Asia. In 2021, SGMW exported over 140,000 units from China to more than 40 countries and regions.
Now it intends to also promote its new range of models developed on its Global Small Electric Vehicle (GSEV) platform. And for the debut of its first global-market zero-emission vehicle – the Wuling Air EV – it chose Indonesia for the world premiere. Apart from the country’s attractive incentives for EV players, SGMW already has a significant presence and a manufacturing plant.
The Wuling Air will be the first EV model that SGMW will sell outside China and has been selected as the official car partner for the 2022 G20 Summit to be held in Indonesia this November. It is likely that the model will be assembled in Indonesia where there can be significant economies of scale and flexibility.
Furthermore, with the provisions of the ASEAN Free Trade Area (AFTA) agreement, the EV can be exported to other markets in the region duty-free. Of course, for Malaysia, that will be the case anyway since there is presently full exemption on import duties for BEVs (battery electric vehicles).
It is likely that SGMW will produce LHD versions in China for the domestic market, complementing the joint venture’s current EV portfolio that has the Wuling Hong Guang MINIEV, Wuling Nano EV and Baojun KiWi EV. Indonesia could thus become the production hub for RHD versions.
The Air EV is the Wuling’s fourth next-generation vehicle to adopt the brand’s new look with a new design language. It has a modern appearance that is somewhat different from other small EVs, with a front fascia that features a horizontal bar extending to the sideview mirrors, and integrated LED daytime running lights.
Size-wise, there are two versions – one with a long wheelbase (LWB) and the other with a shorter wheelbase (SWB). From information released in Indonesia, it appears that only the 4-seater LWB will be offered outside China. This has a length of 2974 mm, width of 1505 mm and height of 1631 mm with a wheelbase measuring 2010 mm. The SWB version can accommodate only two persons and is 2599 mm long with a wheelbase of 1635 mm.
These are certainly very small cars as a Perodua Axia is 3645 mm in length. And while it is often said that an EV doesn’t have a heavy engine, the lithium iron phosphate battery pack is still heavy. In spite of being smaller than an Axia which weighs 825 kgs to 860 kgs, the Air EV LWB weighs 860 kgs, while the SWB version is 100 kgs less.
The powertrain will be fairly basic with a single motor driving the front wheels. There will be a choice of 30 kW or 50 kW and also Standard and Extended ranges of 200 kms and 305 kms, respectively. Top speed is claimed to be 100 km/h which is probably as fast as you would want to go in such a small car.
The price in Indonesia is rumoured to start from 275 million rupiahs (about RM84,000) and while that is down to the Honda City/Toyota Vios level in Malaysia, Perodua and Proton offer cheaper cars – and they are more spacious too. So we can’t see the Air EV coming in and besides, with the still-limited recharging network, many will be hesitant to invest in a car which could be stuck in some kampung in the rural areas because its battery can’t be recharged. Presumably, Indonesia’s plan to raise EV adoption will see a rapid development of the recharging network around the country.
While driving from Singapore up through Peninsular Malaysia to the border with Thailand has been possible for decades, in the coming era of electric vehicles (EVs), a network of recharging stations needs to be set up so that such vehicles can complete the whole 862-km journey without running out of electrical ‘fuel’. While the range of EVs continues to increase, places to recharge along the way will still be needed in the same way as petrol stations as travellers may detour or take breaks in various places.
Companies like Shell, in collaboration with Porsche Asia Pacific, have taken the initiative to start setting up a network of high-speed charging stations along the North-South Expressway. No doubt, as the EV population increases, other companies will also start contributing to the network.
Access to the Go/EVC charging stations requires the use of a mobile app.
Singapore’s sole piped town gas provider, City Energy, is among them and has launched its Go by City Energy (Go) EV charging service to offer a seamless operational service across Singapore and Malaysia using a mobile app on smartphones. Operated by its new subsidiary, City Energy Go Pte. Ltd., Go will be the first EV charging service provider to offer EV charging solution as a service
This Caltex station near Sjudai in Johor is one of the stations with EV charging facilities.
Go, which finances, operates and maintains the network of EV charging stations, has a strategic partnership with EV Connection Sdn. Bhd. to extend charging connectivity into Malaysia. The two companies recently signed an agreement to extend connectivity into Malaysia. Go will be the first service in Singapore that extends EV charging capabilities into Malaysia.
EV Connection is one of Malaysia’s pioneers in EV charging solutions and an authorised EV charging station distributor registered with Suruhanjaya Tenaga, CIDB, Tenaga Nasional Berhad and MyHijau. With this partnership, Go drivers will be able to access EV Connection’s network of charging stations in Malaysia.
Depending on the location, the charging stations and power levels may vary. Go says that the charging levels can be 22 kW or 43 kW (AC) or 50 kW (DC). The higher the charging level, the faster the charging will be but each EV will be designed to accept a specific charging level. To cater for different EV models, the charging stations will have different ports for the popular types of charging cable connectors.
Over the next 10 years, Honda will allocate approximately 5 trillion yen in the area of electrification and software technologies to further accelerate its electrification, which is approximately 62% of the company’s overall R&D expenses budgeted for the same. This expenditure will enable it to have up to 30 EV models globally by 2030 with production volumes of more than 2 million units annually. This huge investment will help Honda achieve carbon neutrality for all products and corporate activities by 2050.
The strong focus on EVs – and presumably, Honda is referring to battery electric vehicles (BEVs) – may suggest that the carmaker will be decreasing development of internal combustion engines (ICE) and hybrid vehicles (HEVs). In fact, last year, it announced the intention to stop producing and selling new ICE vehicles, including hybrids, worldwide by 2040.
However, like what a number of major carmakers are saying, hurried adoption of BEVs is not a practical approach. Due to regional differences such as the level of customer acceptance, affordability, readiness of infrastructure and economic conditions, a singular approach to switching to BEVs globally is not going to work.
Honda will therefore be working on rapid transitioning to BEVs in markets and regions such as the USA, Europe, China and Japan while continuing with a more realistic solution for other areas. In those major markets for electrification, the ratio of BEVs and fuel cell electric vehicles (FCEVs) will be increased at a faster rate. In relation to overall unit sales, these zero emission vehicles will account for 40% of volume by 2030, 80% by 2035, and 100% by 2040.
In some markets like Malaysia, Honda also refers to its hybrid technology as e:HEV technology.
And even though North America is one of the regions that is part of the main electrification plan, Honda has still allocated R&D resources to develop new hybrid models for the near-term. This is to increase HEV volume of core models such as the CR-V, Accord and Civic which are produced there. Honda currently sells 4 HEV models in North America. However, Insight production will end in June to start production of the new CR-V Hybrid this year, followed by the Accord Hybrid, which will eventually make up 50% of the sales mix of each model.
2021 Honda CR-V Hybrid
“We need to take into account multiple factors, such as the living environment and the penetration rate of renewable energy, rather than simply switching to electric vehicles,” said Toshihiro Mibe, Honda’s CEO. “We are ending conventional engines but we will still focus on hybrids, and it will be our strength in 2030 or even in 2035.”
Honda, along with Toyota, were the first brands to introduce HEVs and while the Prius was the first into the market, Honda’s first generation of Insight arrived in the USA 7 months before the Toyota HEV. Following the futuristic looking Insight was the Civic Hybrid in 2002 and then the Accord Hybrid.
Honda’s first model with hybrid electric technology was the Insight, which made its debut in Japan in 1999. The CR-Z hybrid sportscar was sold between 2010 and 2016 but due to diminishing sales of coupes, Honda didn’t follow up with a second generation.
Honda continued to improve its hybrid technology (which it also refers to as e:HEV technology in some markets) as well as try to bring costs down and developed better hybrid powertrains for the next generations of the models. It also came out with a HEV sportscar, the CR-Z, in 2010 but as sales of coupes slowed down, the model line did not continue into a second generation.
So HEVs still have a future, more so now that they have moved from being of interest to early adopters to become more mainstream in the marketplace. While most HEV buyers would be aware that their car is powered by a petrol engine as well as an electric motor, the fact that a HEV needs no recharging (a plug-in hybrid or PHEV does) makes the technology ‘invisible’. It’s like turbochargers; in the 1970s, they were distinct features in high-performance engines but today, their presence is taken for granted in the new generation of downsized engines.
In Malaysia, Honda has been selling hybrid models since 2004 and assembling some models locally since 2012, starting with the Jazz Hybrid.
Honda’s continued attention to HEVs will also be beneficial in other markets where BEV adoption may be slow. HEVs can still help in a small way on the climate change issue as they generate lower carbon dioxide gases which have been identified as a major cause of global warming.
With electric vehicles (EVs) constantly in the news these days, you will by now be familiar with the main selling points: zero emissions and lower maintenance costs. Apart from governmental pressures, the industry is doing its best to persuade motorists to switch from vehicles with internal combustion engines (ICE) to EVs as quickly as possible to build up the numbers and reach economies of scale that can bring production costs down.
Understanding that driving range and price are key factors in consumers’ minds when considering an EV, they are working hard on those factors which will require greater manufacturing innovation and efficiencies across the sector. But the angle of zero emissions from EVs being able to address climate change and preserve the environment is not applicable everywhere. In the more economically advanced countries, ‘saving the planet’ may be something people can also think about (and do something about) but for much of the world, saving themselves first is a higher priority than changing to a more expensive EV in place of their still-functioning ICE vehicle.
“The reality is that, despite EVs eliminating tailpipe emissions, they also produce a ‘long tailpipe’ of increased demand for electricity and energy-intensive materials,” notes a report by global technology company Hexagon. The report, based on original research conducted by Wards Intelligence, says that many of today’s EVs have been designed for short-term well-to-wheel benefits without considering their ‘whole-lifecycle’ environmental footprint.
For motorists, the perspective is only from tank (the fuel tank or battery pack) to wheel whereas a true examination of the benefits of EVs must consider the much bigger picture. While EVs can certainly give the benefits which we are being told about, the cost of making them and running them is a side of the story which consumers don’t ask or know about. But it is one which is generating debate and which suggests that EVs are not necessarily the best solution to addressing climate change.
Bigger picture than just well-to-wheel
An EV can certainly beat an ICE vehicle on emissions while in use but what about over its entire life-cycle – starting with making it and also the resources to give it power? While the ‘well-to-wheel’ analysis typically looks at all emissions related to fuel production, processing, distribution, and use when comparing EVs to ICE vehicles, it is also necessary to cover an even wider scope which includes manufacturing of EVs and end of life.
This is where things start to look different and while studies have found that the amount of carbon dioxide (CO2) in the production and distribution of ICE vehicles and EVs is not significantly different, the battery packs needed in EVs tip the scales.
EVs may have less parts than ICE vehicles but the numerous electronic systems are made from rare earth elements. Making each battery pack (below) also generates a lot of carbon dioxide.
Apart from requiring depletable rare metals, it is estimated that up to 150 kgs of CO2 are released for every 1 kiloWatt hour (kWh) of battery capacity. To provide an EV with 500 kms of range would require a battery that currently has at least 60 kWh of storage capacity. To make such a battery pack would mean that another 9 tonnes of CO2 would be added to manufacturing the vehicle and this is a negative impact from the perspective of environment-friendliness (compared to making an ICE vehicle).
‘Sustainability’ is also touted as another selling point of EVs but if so many of the electricity-generating plants are coal-powered, would it not then be a case of shifting demand of one depleting fossil fuel (oil) to another (coal)? After all, both fuels are the product of dead plants and dinosaurs and other organic stuff that was buried up to a billion years ago. According to a group at Stanford University, the world’s coal reserves will last only till 2090, oil reserves will run out by 2052, and natural gas by 2060. And this is based on current consumption; if demand for electricity starts to rise rapidly with more EVS in use, then the depletion will naturally accelerate.
Half of the planet’s coal-powered electricity plants are in China but in other countries, there are also other types of environment-friendly power generators like wind turbines (below).
Of course, not all sources of electricity use coal or oil. Studies show that 36.7% of global electricity production comes from nuclear or renewable energy (solar, wind, hydropower, wind and tidal and some biomass), with the remaining two-thirds from fossil fuels. But of these two-thirds, 54% of the electricity generators are in China alone where the world’s biggest car market is.
Less parts, less complexity but…
EVs are also described as being ‘less complex’ as they have less parts than ICE vehicles. They are essentially computers with electric motors and wheels. But a closer examination will show that all those electronic parts – which are in greater numbers than in ICE vehicles – are composed of more ‘high-end’ materials – lithium, cobalt and rare earth elements which need to be mined. The rare earth elements have to be extracted and waste from the processing methods can be radioactive water, toxic fluorine, and acids.
Estimates of lifetime emissions from EVs depend not just on mileage travelled in the vehicle’s lifetime but must also take into account whether the battery pack will last equally long. Current lithium-ion technology for battery packs has degradation over time, and after hundreds of charge/use cycles, become less effective. Like the battery in mobilephones, the lifespan will vary but studies have found that it takes at least 1,000 full cycles before the battery pack starts to show any degradation.
Nissan is one of the carmakers that has started a project to recycle end-of-life battery packs which can still serve as energy storage units in other applications.
Eventually, it will probably be that entire EVs – including their battery packs – will have a specific lifecycle so a new battery pack is unnecessary. Everything can be recycled and the batteries might even serve a further purpose for other equipment. The latter process already exists in some places through projects initiated by manufacturers.
The true test of success for electric vehicles is therefore to deliver on their broader promise and create a commercially successful automotive industry that can also be environmentally sustainable. The Hexagon survey demonstrates that manufacturers are aware of the need to go beyond eliminating end-user emissions and improve the ‘whole-lifecycle’ sustainability of EVs. Carmakers and suppliers also increasingly recognize the need to think beyond the vehicles and instead build car parts for a second life and a circular economy.
This will require the industry to compress and connect manufacturing processes together so that sustainability is ‘baked in’ to a vehicle’s DNA at design stage and every part is conceived and created to support both a sustainable car and economy.
EV assembly at the Polestar factory in China.
The automotive industry is therefore caught between bottom-up consumer expectations and top-down political pressure for more sustainable EVs. “Living up to the lofty vision of an ethical and environmentally-friendly automotive industry means moving beyond simply eliminating tailpipe emissions to creating lighter, more sustainable materials and manufacturing methods. Emerging smart manufacturing approaches are vital to bring these innovations to market within demanding deadlines, while remaining profitable,” said Paolo Guglielmini, President of Hexagon’s Manufacturing Intelligence division.
So should you buy an EV?
The ‘dark side’ of EVs aside, the change will come about and even if you presently have the choice of staying with an ICE vehicle, your children probably won’t. EVs are the future and ICE vehicles will either be banned from use in some countries or their sale will be stopped so that they eventually diminish in numbers (which could take decades in places like Malaysia). Right now, for Malaysians, it would be a good time to buy an EV if you can afford one because of the duty-exemption. This exemption won’t be around forever although there may be other incentives in future though not as great as this one.
There are definitely advantages to owning and using an EV compared to an ICE vehicle. Running and maintenance costs are less but you will incur an extra initial expenditure setting up a charging point at home (if you can do so). The earlier disincentives like limited range are steadily being erased as battery technology improves and the same goes for recharging facilities. The network is steadily growing and with increasing numbers of EVs on the roads, there will be more justification to invest in expanding the network.
Like computers and mobilephones, the technology keeps advancing each year. As we said earlier, there is a race on by the industry to improve range and reduce costs and so performance will get better and as volumes rise, production costs can go down so EVs will become cheaper. In this case then, perhaps it may be a better idea to consider the subscription approach instead of the outright purchase and ownership model that has been the norm for decades. This will help you to remain current with the latest technologies by changing cars regularly without concerns about depreciation and disposal.
Jaguar TCS Racing’s Mitch Evans claimed back-to-back victories in the Formula E Rome E-Prix double-header of races with a dramatic win in Round 5 after a first place finish in Round 4 the day before. The Kiwi driver led Poleman Jean-Eric Vergne (DS TECHEETAH) in second and Envision Racing’s Robin Frijns.
DS TECHEETAH’s Vergne had pulled away from pole position while his former teammate and TAG Heuer Porsche Formula E Team driver Andre Lotterer passed Avalanche Andretti’s Jake Dennis into second. By the top of the hill and Turn 7, Dennis had reclaimed second, dropping Lotterer back down to third.
With a collision between Mahindra Racing’s Alex Sims and Nissan e.dams’ Max Gunther, the German driver retired to the pits, ending his race in the first 5 minutes. Despite setting the fastest lap in Qualifying earlier in the day, Dennis started losing ground after Lotterer attacked at Turn 7, reclaiming second. Shortly after, Evans managed to slip past into third.
Squeezing into Turn 4 side by side, standings leader and ROKiT Venturi Racing driver Edoardo Mortara tried to pass DS TECHEETAH’s Antonio Felix da Costa, with the Portuguese racer closing the door on the Swiss, damaging the front wing of his car. Mortara then clipped the wall on Turn 19 and coasted to safety, retiring from the race with a suspected driveshaft failure.
Italian driver Antionio Giovinazzi had lots of support from the crowd but the DRAGON/PENSKE AUTOSPORT drivers’ car came to a stop on the track between Turn 8 and 9, which brought out the Porsche Taycan Safety Car. When the Safety Car was brought in and the racing recommenced, 24 minutes remained. Vergne led Evans for less than a lap before the opportunist Evans overtook into Turn 4 to take the lead.
Dennis continued to slip down the order to seventh as the race passed the halfway mark. At the front, Evans continued to lead Vergne, with Porsche’s Lotterer in second and Frijns in third. Enjoying the benefit of the extra power gained through his 8-minute ATTACK MODE, Frijns made his way up the order and took race leader Evans up the hill on Turn 7.
Paying the price for closing the door earlier on Mortara, da Costa received a 5-minute time penalty while back at the front, Lotterer was looking to take the lead with extra power gained through ATTACK MODE. Now in second, the German driver was close on the tail of Frijns who was desperately trying to hold on to the lead.
With seconds of his ATTACK MODE power left, Lotterer made his move on Frijns to take the lead into Turn 4. Now setting the pace, the German driver was closing in on his first victory in the Formula E World Championship with 10 minutes left on the clock.
After a short Safety Car outing while Sims’ Mahindra racing car was recovered when it spun on Turn 14, racing was back underway. Added Time provided an extension of the race.
Saving his ATTACK MODE until the end of the race, Evans took the boost with less than 8 minutes of the race remaining. With extra power, Evans went after Lotterer, hunting the German driver before taking the lead on the hill up to Turn 7. With Evans holding firm, Vergne slipped past his former teammate Lotterer, jumping to second, before Frijns made a move on the German to knock him off the podium and into fourth.
With Envision Racing’s Nick Cassidy in the wall at the top of Turn 7, the Taycan Safety Car again made a brief appearance before coming in to leave a last lap dash for the finish. Evans was out in front and Vergne close behind, with the Frenchman was on the attack to regain his lead. However, he was unable to catch Evans and the Jaguar driver made it across the finish line first. Close behind, Vergne to join on the podium in Rome was Frijns.
The championship next moves to Monaco for a single round on April 30. This is a much-anticipated event as the Gen3 cars for the next season will be unveiled for viewing.
With the renewal of its brand, product and business model, smart has entered a new era of development. The company, which has a history going back to 1994, had struggled to get a strong footing but lack of profitability hindered its development. By 2020, Daimler AG established a joint-venture with Geely which would give the brand a new lease of life.
The joint-venture company will produce the new generation of cars in China and the first of these was revealed in 2021 as a concept car referred to as Concept #1. While the pandemic has slowed down development, the production program has been able to continue between the Mercedes-Benz global design team and smart’s R&D team.
Concept #1 shown in 2021.
Concept #1
The Concept #1, painted glossy white, has smart elements but also shows that its design language will evolve for the new generation of New Energy Vehicles (NEVs). “The new sporty Concept #1 is a redefinition of the smart brand in a very cool grown-up way,” said Gorden Wagener, Chief Design Officer Daimler Group. “We have created a completely new design DNA that has the potential to establish smart as the leading design brand.”
Balanced proportions, a powerful sculpture, the usual short overhangs at the front and rear and a progressive design language characterise the concept vehicle which is in the form of a compact SUV. One of the central design features is the large panoramic glass roof with a striking ring of light. The seamless transition to the windscreen and to the window surfaces of the frameless doors makes the roof appear to float above the body – an impression further enhanced by the atmospheric roof lighting.
In contrast to this visual lightness, striking design elements in anthracite and black in the lower body area emphasise the robustness of the sport utility vehicle. This is further accentuated by the distinctive 21-inch wheels with their unique design.
A first hint of the new dimension of digitalisation of future smart vehicles is provided by the concealed door handles, which are merely indicated by light elements. The rear doors of the smart Concept #1 are hinged at the back and open in the opposite direction from the front doors. This portal door concept makes it particularly easy to get in and out of the car. Plus, the absence of a B-pillar facilitates an unobstructed view of the generously dimensioned interior when the doors are open.
The LED headlights and taillights, with their striking signatures, make a significant contribution to the unique and emotional appearance of the smart Concept #1. At the same time, they are fundamental components of an attention-grabbing light display around the vehicle. In this sophisticated orchestration of the exterior and interior lighting in harmony with specially arranged sound elements, the front light strip divides into small triangles which flicker in rhythm. Starting from the illuminated radiator grille, light effects also move in time to the music along the sides of the vehicle to the rear diffuser.
Of course, many of the features seen on the Concept #1 will not be adopted for the production car. However, recent pictures of the car, albeit camouflaged, show that the concealed door handles will be present although those ‘suicide doors’ which open in opposite directions will not. Such doors often appear in concept cars but rarely continue into production models.
Prototypes undergoing testing in winter conditions in China.
Final testing of prototypes
Prototypes have been undergoing endurance testing in winter conditions and aerodynamic work was done at the China Automotive Engineering Research Institute in Chongqing. Testing in the facility’s wind tunnel showed the smart #1, as the new model will be known, to have a drag coefficient performance of 0.29 Cd. This is thanks to the features like the flush door handles as well as an Active Grille Shutter (AGS) to lower wind resistance.
Win tunnel testing has shown the cd to be 0.29, important for an EV especially which needs low wind resistance to go further.
The smart #1, which will be the brand’s first all-new production car as a purely electric brand, will be unveiled on April 7, 2022 at STATION-Berlin, a historic landmark and disused train station in the German capital.
Coming to Malaysia too Proton Edar has been appointed distributor for Malaysia and Thailand so we should be seeing the smart #1 on Malaysian roads in future. They are unlikely to be associated with the Proton brand and would be an additional business venture for the subsidiary which handles sales and marketing in the Proton Holdings Group. Proton’s own electrification program would likely start off with hybrids and then move to fully electric vehicles, perhaps towards the end of the decade.
With the public transport system yet to be efficient, reliable and appealing enough to attract more users, Malaysians remain car-dependent, resulting in one of the highest car ownership rates in Southeast Asia. A new survey conducted by the BMW Group in Southeast Asia reveals just how car-dependent Malaysian drivers are, with 85% of respondents indicating that they drive every one to three days – either commuting to and from the office (74%), run daily errands (65%), or travel on the weekends (36%).
Encouragingly, 8 out of 10 of Malaysian drivers also wish to see more electric vehicles (EVs) on the road, with the hope of contributing to a more environmentally conscious world – not to mention save on fuel costs. Reduced carbon emissions (72%), cost savings from using electricity instead of petrol (49%) and a more premium experience (40%) are just some of the key benefits cited by drivers who see the merits of electrification of motor vehicles.
Nevertheless, misconceptions on EVs remain and, at this time, more than half of the Malaysian drivers surveyed say that they will still likely choose a petrol vehicle (59%) for their next purchase. Some common concerns raised were the electric range of EVs, the maintenance costs, as well as the difficulty in keeping their EVs charged. Specifically, 33% of respondents believe that EVs can only travel up to 100 kms before requiring a recharge; another 41% expect EVs to be more expensive to service or maintain over a period of 10 years; while 29% believe that charging EVs would be ‘difficult’.
Valid as they are for any prospective EV owner, these are the concerns of yesterday. As exemplified by BMW i’s pioneering progress in electrified mobility over the years, the technology surrounding EVs and the ecosystem developed to support them have come a long way. With the arrival of the latest BMW i fleet, as well as the expansion of the BMW i public charging network, Malaysians can be more confident switching to EVs.
“It is encouraging to see the level of awareness and excitement around sustainable mobility, and that Malaysian drivers see EVs as the gateway to a more premium driving experience. Being the pioneer of electrified mobility in Malaysia and having been in the field since 2015, we have observed how Malaysian drivers are receptive and even enthusiastic about transitioning to EVs but remain concerned about key issues surrounding it – all of which we have been actively working to alleviate,” said Hans de Visser, Managing Director of BMW Group Malaysia.
He added: “In addition to introducing the best that we have to offer with the latest fleet of vehicles from BMW i, we have also been proactively developing our infrastructure for charging the vehicles. With these initiatives, there is also an opportunity to change the perception of prospective EV owners in Malaysia on the significant advancements made and that an electric future for the passenger vehicle market in Malaysia is closer than they think. In the end, it is about helping Malaysians realise that they now have a greater Power of Choice to adopt a more sustainable way of mobility.”
The latest EVs from BMW i tackle many of the past and current concerns Malaysians have towards adopting EVs. According to the survey, a significant number of them (39%) have the perception that EVs can only travel up to 100 kms before needing to recharge. That’s an out-of-date number and with BMW i models, the maximum range can be as much as 425 kms. With the premise that most Malaysians travel up to 20 km daily at most, recharging would thus be only necessary roughly once every two to three weeks. That range would also make it possible to go from the Klang Valley to Johor Bahru too, without recharging.
Another perception is around the difficulty of charging EVs – with 29% of Malaysians surveyed believing that the process of charging an EV can prove troublesome. However, in many ways, charging a BMW i vehicle would not be disruptive, partly due to its sufficient electric range allowing for less frequent charging. Additionally, a BMW i Wallbox can be installed at home for overnight charging.
The latest BMW i vehicles are also compatible with DC fast-charging, which BMW Group Malaysia has begun to deploy across its dealership network, public spaces and on the highways, in collaboration with its premium partners. Fast-charging shortens recharging time, so the wait is shorter.
On the misconception that EVs are more expensive to service and maintain – a view held by 41% of survey respondents – EVs actually cost less in this regard, due to having fewer components in the vehicle that require servicing. Components and elements, such as engine oil, sparkplugs and air filters, are absent in an EV.
Aside from this, the woes of battery replacements are also mitigated due to the modular nature of the lithium-ion battery packs at the heart of every electrified BMW. With multiple modules making up the battery pack, the cost of replacement is greatly reduced as owners need to replace only the faulty module, not the entire battery pack.
Further peace of mind is also ensured courtesy of substantial warranty programmes, such as the BMW 5-year Unlimited Mileage Warranty with Free Scheduled Service, and the BMW 8-year/160,000 km Battery Warranty. In fact, the survey revealed battery warranty as a motivation to adopt EVs for 39% of Malaysian drivers, while good aftersales support makes up 35%.
Another key motivator is the level of support Malaysians have from the government, as expressed by 45% of respondents. The Energy Efficient Vehicles (EEV) incentive in the Malaysian automotive policy has encouraged BMW to assemble plug-in hybrid (PHEV) models locally and this year, full duty exemption for EVs is a very welcome development that will narrow the gap in pricing between EVs and traditional vehicles.
“Increased support and confidence from key players in the industry will play a significant role in getting Malaysian drivers comfortable with making the switch over the next few years. As a market leader and pioneer in the Electric Vehicle space, we are committed to delivering innovation that will truly make a change in the Malaysian automotive landscape, while continuing to deliver Sheer Driving Pleasure,” Mr. de Visser said.
By the end of this decade, Hyundai Motor, like other major carmakers, aims to capture a sizable share of the global market for battery electric vehicles (BEVs). Of the 9.5 trillion Korean won it plans to spend during the decade, 20% will be spent on R&D in electrification of its products and related facilities.
It has set a target of selling 1.87 million BEVs annually by 2030 and to do this, it will offer a broad line-up that will consist of 17 new models (11 for the Hyundai brand and 6 for the Genesis brand). The new Hyundai BEV models will include 3 sedan models, 6 SUVs, a light commercial vehicle as well as a model of a new type. Genesis, its luxury brand, will get 2 new passenger cars and 4 SUVs; from 2025, all newly launched models from Genesis will be electrified.
Integrated Modular Architecture
In order to achieve the sales targets, the products will have to be priced competitively, which means that production costs will have to be brought down as much as possible. Key to this will be the Integrated Modular Architecture (IMA), a new platform evolved from the electric global modular platform (E-GMP) that is currently used for models such as the IONIQ 5 and GV60.
The IMA, revealed recently, will be utilized not only to as Hyundai’s passenger BEV platform but also as its exclusive purpose-built vehicle (PBV) platform, helping to streamline production processes and reduce cost. It will standardize not only the chassis but also the battery system and motor. In this way, economies of scale can be higher with many parts being shared by a larger volume of models.
Standardisation of battery packs
Hyundai also aims to standardize battery packs which can be attached to any models, also improving cost efficiency. This differs from the existing BEV development system which has different types of battery packs for each model. Through the cell-to-pack system, the new architecture can secure sufficient energy density and shorten charging time.
5 types of electric motors
The same approach of standardisation will be applied to electric motors, with no more than 5 types being used, depending on the model. This modular motor system will help achieve competitiveness in terms of cost and weight as well as motor efficiency.
Details of the powertrains shown in a presentation indicate that four of them will have 800V systems with a fifth one having 400V system, possibly for use in more specialised vehicles operating in demanding conditions (perhaps light commercial vehicles).
Comprehensive battery strategy
Batteries are, of course, a vital part of BEVs and as more BEVs are sold, demand will increase rapidly. In anticipation of this, Hyundai is trying to increase the local procurement rate of batteries through strategic alliances with battery companies in major regions to ensure sufficient battery supply. Through these alliances, the company expects to obtain more than 50% of its next-generation lithium-ion batteries for BEVs starting in 2025.
In addition, Hyundai will also diversify battery sourcing to consolidate the competitiveness of future BEVs. The company has secured sufficient battery supply to meet its sales targets by 2023. With a comprehensive battery strategy, Hyundai plans to continue cooperation with various battery companies with an aim of securing 170 GWh of batteries for its models. For the next-generation batteries, such as solid-state types, Hyundai is cooperating with various global partners to improve energy density and cost efficiency
Hyundai factory in the Czech Republic.
Expanding manufacturing footprint
To meet the growing demand for BEVs, Hyundai aims to establish a high efficiency manufacturing process to accelerate its transition into electrification. A human-centered manufacturing innovation platform is expected to bring dramatic innovation in production efficiency through a flexible production system, advanced level automation and digital twin technology. The innovation will be expanded to global plants in the future.
The existing BEV production facilities in Korea and the Czech Republic will be complemented by additional factories in other locations. One of them is in Indonesia which will start BEV production and contribute to the global volume.
For the auto industry, this decade is one which will require a major decision to be made on the type of vehicles to produce in future. It is clear that, besides going back to horse carriages, electrification of motorcars is the quickest solution to addressing one of the contributors to climate change. While there are ongoing debates about the actual benefits of electric vehicles (EVs) from a total perspective (including generating the lectricity), it cannot be denied that EVs generate no emissions and that can make a difference to air quality.
The industry has already begun its path to electrification and many have announced targets that will see 100% or almost 100% of the vehicles they produce and sell being fully electric by the end of this decade. But can this full-scale transformation take place globally? Can every country on the planet do away with combustion-engined vehicles and use only electrically-powered ones?
This is something the carmakers are grappling with and as Toyota has said, they do not want to leave any customer behind [by offering only EVs). Other carmakers have also said that they will introduce EVs in markets where conditions are acceptable and offer other solutions for those which cannot afford EVs in the immediate future. This can mean offering hybrid electric vehicles (HEVs) which are a bit less costly or try to cleanse the emissions of the combustion engine as much as possible.
Ford’s approach
Ford has announced its approach which will be to cover both the EV segment and the ‘old’ segment where combustion-engined vehicles will still be in demand. It will have two business units in its company as part of the Ford+ plan introduced last May. There will be two distinct, but strategically interdependent, businesses – Ford Blue and Ford Model e – the former focussing on products with combustion engines and the latter to be fully focussed on EVs and have the agility of a start-up.
Driving the change was recognition that different approaches, talents and, ultimately, organizations are required to develop and deliver of electric and digitally connected vehicles and services, while also fully capitalize on the company’s iconic family of internal combustion engine (ICE) vehicles.
Ford has over 100 years of experience in manufacturing motor vehicles and it will draw on this vast experience to continue making conventional combustion engine vehicles as well as the new generation of EVs.
“This isn’t the first time Ford has reimagined the future and taken our own path,” said Ford Executive Chairman, Bill Ford. “We have an extraordinary opportunity to lead this thrilling new era of connected and electric vehicles, give our customers the very best of Ford, and help make a real difference for the health of the planet.”
Dedicated EV division in China
The creation of Ford Model e was encouraged by the success of small, mission-driven Ford teams that developed the Ford GT, Mustang Mach-E SUV and F-150 Lightning pickup as well as Ford’s dedicated EV division in China.
“Ford Model e will be Ford’s centre of innovation and growth, a team of the world’s best software, electrical and automotive talent turned loose to create truly incredible electric vehicles and digital experiences for new generations of Ford customers,” explained Ford President & CEO, Jim Farley.
Continuing with iconic models
“Ford Blue’s mission is to deliver a more profitable and vibrant ICE business, strengthen our successful and iconic vehicle families and earn greater loyalty by delivering incredible service and experiences. It’s about harnessing a century of hardware mastery to help build the future. This team will be hellbent on delivering leading quality, attacking waste in every corner of the business, maximizing cashflow and optimizing our industrial footprint,” he said, adding that the company will continue to invest in combustion engines.
Ford’s President stressed that company will continue to invest in internal combustion engines and offer them in some models under the Ford Blue brand.
Ford Model e and Ford Blue will be run as distinct businesses, but also support each other – as well as Ford Pro, which is dedicated to delivering a one-stop shop for commercial and government customers with a range of conventional and electric vehicles and a full suite of software, charging, financing, services and support.
Making ownership experiences better
Back in the ‘dotcom era’ over 20 years ago, Ford was an early promoter of online media for its business. In this decade, Ford Model e also will lead on creating a new shopping, buying and ownership experience for its future EV customers that includes simple, intuitive e-commerce platforms, transparent pricing and personalized customer support from Ford ambassadors. Ford Blue will adapt these best practices to enhance the experience of its ICE customers and deliver new levels of customer connectivity and satisfaction.
The carmaker expects to spend US$5 billion on EVs this year, a two-fold increase over 2021. By 2026, Ford aims to produce more than 2 million EVs annually, which will represent about one-third of the company’s global volume. This is expected to rise to half by 2030, capturing with EVs the same, or even greater, market shares in vehicle segments where Ford already leads.
“This new structure will enhance our capacity to generate industry-leading growth, profitability and liquidity in this new era of transportation,” said John Lawler, Ford’s Chief Financial Officer. “It will sharpen our effectiveness in allocating capital to both the ICE and EV businesses and the returns we expect from them – by making the most of existing capabilities, adding new skills wherever they’re needed, simplifying processes and lowering costs. Most importantly, we believe it will deliver growth and significant value for our stakeholders.”
