Jeep, which began as the name for a military vehicle before becoming a brand name, will go fully electric by the end of this decade. Although it already has some electrified (hybrid powertrains) models, it will only introduce battery electric vehicles (BEVs) by the end of 2025.
As part of its ‘Dare Forward 2030’ long-term strategic plan, 100% of European sales will be BEV models by the end of 2030, while 50% of Jeep brand sales in the USA will be fully electric by then. All four new BEV models will be SUVs.
Jeep recently released the first images of two pf the forthcoming BEVs – the new Recon and new Wagoneer (codename Wagoneer S), while confirming that the all-new Avenger will go on sale launch in Europe early next year.
2023 Recon
Currently, Jeep has been enjoying success with its 4xe plug-in hybrid models – the Wrangler and Grand Cherokee – and are drawing on the technology for the BEVs being developed. The electrification plan will also expand the Wagoneer portfolio which will have powertrains targeted to give up to 500 kms of range. The Wagoneer S will be a global BEV model and production will start in 2024 in North America.
Following the signing of its General Distributorship Agreement (GDA) with smart last month, Proton has established a new subsidiary company to handle sales and distributorship for the smart vehicles which are available only with battery electric powertrains.
The new company, known as Proton New Energy Technology Sdn. Bhd. (PRO-NET), will also be responsible for Proton’s own future new energy vehicle (NEV) offerings. ‘NEV’ is a term which originated in China around 2010 and refers to vehicles which are electrified (including plug-in hybrids). The category was created to facilitate the provision of incentives to boost development and sales of electrified vehicles.
The new smart #1 battery electric vehicle that will go on sale in Malaysia next year.(more…)
Audi has confirmed that it will race in the Formula 1 World Championship from the 2026 season, with Audi Sport being responsible for the activity. As a consequence, the high-performance division is discontinuing its LMDh project for endurance racing but will continue with the RS-Q e-tron project for the Dakar Rally. It will announce the team partner by the end of this year.
Audi recognizes Formula 1’s high popularity in its key markets as well as with young target groups. It has particular interest in the sport because it is seen as ‘a spectacular platform for the most demanding electrified racing cars in the world ‘and the brand will be able to show its ‘Vorsprung durch Technik’ in this highly competitive environment.
Formula 1 is watched globally and one of the sporting events with the highest reach in the world. In 2021, more than 1.5 billion TV viewers watched the races. On social media, Formula 1 is now experiencing the highest growth rates among the world’s most popular sports.
“Motorsport is an integral part of Audi’s DNA,” said Markus Duesmann, Chairman of the Board of Management of Audi AG. “Formula 1 is both a global stage for our brand and a highly challenging development laboratory. The combination of high performance and competition is always a driver of innovation and technology transfer in our industry. With the new rules, now is the right time for us to get involved. After all, Formula 1 and Audi both pursue clear sustainability goals.”
The key to getting involved is the world’s most popular racing series is the clear plan to become more sustainable and cost-efficient. The new technical rules, which will apply from 2026, focus on greater electrification and advanced sustainable fuel, areas which Audi has been active in developing.
In addition to the existing cap on costs for teams, a cost cap for power unit manufacturers will be introduced in 2023. Formula 1 has also set itself the ambitious goal of being a carbon-neutral racing series by 2030.
“In view of these major technological leaps that the series is making towards sustainability in 2026, we can speak of a new Formula 1. Formula 1 is transforming, and Audi wants to actively support this journey. A close link between our Formula 1 project and AUDI AG’s Technical Development department will enable synergies,” said Oliver Hoffmann, Member of the Board for Technical Development.
For 7 years (until 2021), Audi Sport was involved in the Formula E series with the ABT Schaeffler team. The team was the most successful in the all-electric single-seater series with 14 victories out of 84 races.
From 2026, the electric power output for the power units, consisting of an electric motor, battery, control electronics, and a combustion engine, will increase sharply compared to today’s Formula 1 drive systems. The electric motor will then be nearly as powerful as the combustion engine, which has an output of about 544 bhp. The highly efficient 1.6-litre turbocharged engines run on advanced sustainable fuel – also a prerequisite for Audi’s entry into the series.
Audi Sport to develop power unit
The hybrid power unit will be built at Audi Sport’s Competence Centre Motorsport in Neuburg an der Donau, not far from Audi’s headquarters in Ingolstadt, Germany. “For the development and manufacture of the Formula 1 powertrain, we will build on the valuable expertise of our motorsport employees, continue to invest in our motorsports center, and also recruit highly specialized professionals,” said Audi Sport Managing Director Julius Seebacht.
The facility already has test benches for F1 engine testing as well as for electric motor and battery testing. Additional necessary preparations are currently being made in terms of personnel, buildings, and technical infrastructure, with everything essential to be in place by the end of the year. A separate company was recently established for the power unit project as a wholly owned subsidiary of Audi Sport.
Buses in Malaysia used to have an image that was not environment-friendly with black smoke often coming from their exhausts. Over the years, as stricter regulations were introduced to reduce exhaust emissions, this changed significantly and these public transport vehicles today run much cleaner than before.
MAN Truck & Bus (M) Sdn Bhd (MAN Malaysia), which has helped to put more environment-friendly buses on our roads, hopes to go further by offering its electric bus. The company hopes to start taking orders for the MAN e-chassis as soon as possible.
The zero-emission electric MAN Lion’s City E.
MAN, which has its headquarters in Germany, has been successful in developing electro-mobility solutions for the public transport sector such as the MAN Lion’s City E. Already in actual inner-city service in several European cities, the Lion’s City E has proven that it can be used for long-distance transport too.
In the Electrifying Europe Tour from April 29 to May 8, 2022, MAN’s electric bus covered some 2,500 kms from Munich in Germany to Limerick in Ireland, an impressive demonstration of its capabilities and reliability.
Challenges to electrification However, MAN Malaysia Managing Director, Andrew O’Brooks, said the introduction of the e-chassis is also dependent on the development of the EV-charging infrastructure. Formidable challenges need to be overcome before the new e-chassis could become a viable offering in the Malaysian market. We hope this will be the primary focus of the Malaysian authorities,” he said.
Explaining the challenges, he said that in Malaysia, a petroleum-producing country with relatively low prices at the pumps, there are few incentives to go electric on a major scale. Secondly, despite the Malaysian government’s commitment to achieve carbon-neutral status by 2050 at the earliest, the actual steps and implementation process remain unclear with few incentives for consumers to invest in electric public service vehicles (PSVs).
He also noted that the investment and development of charging stations and relevant infrastructure are perhaps the biggest obstacles to bringing the e-chassis or import e-buses in completely built-up (CBU) form into Malaysia.
Euro 5 engines standard for full range MAN Malaysia is among the companies that has helped to put more environment-friendly buses on our roads. It is the first vehicle manufacturer in Malaysia to offer Euro 5 turbodiesel engines as standard across its entire truck range, meaning that the engines run on fuel with exceptionally low sulphur content. [Click here to read more about Euro 5 diesel]
Speaking at MAN BAGUS, an annual gathering for key players from the bus industry at its Serendah local assembly plant, MAN Malaysia Managing Director, Andrew O’Brooks, announced that the company plans to introduce a low-emission Euro 5 engine as an option in 2023 to help bus operators reduce their carbon footprint.
Mr. O’Brooks expressed confidence that bus operators in Malaysia would have the foresight to join the sustainability journey like many of their counterparts in the transport and logistics sector that did not hesitate to add the New MAN Truck Generation with Euro 5 engines as standard to their fleet.
“I believe that many will see the benefits of investing in a more sustainable, fuel efficient and low-emission vehicle for their fleets. With road transportation being a major contributor of emissions, all of us must do our part in helping reduce the industry’s carbon footprint if Malaysia if it is to achieve carbon neutral status by 2050,” he said.
“These are ground-breaking moves by MAN Malaysia as we continue to offer environment-friendly options to the transport industry as we lead the drive towards carbon neutral status for Malaysia by 2050. The introduction of Euro 5 engines and e-chassis will certainly differentiate MAN Bus offerings, which are already renowned for their quality, reliability, versatility and flexibility,” he added.
The Audi S1 e-tron quattro Hoonitron to be driven by Ken Block has been completed and will make its North American debut at the Rolex Motorsport Reunion later this month. This is the first time the drift artist is working with Audi after having long associations with Ford and Subaru.
Unlike all previous cars that Block has used, the S1 e-tron quattro – to be used in the next installment of his famous Gymkhana series, ‘Electrikhana’ – does not run on petrol because it has no combustion engine. Instead, it has dual motors powered by electricity, and Block will show that even with electrification, extreme performance is still possible.
Design of the S1 e-tron quattro Hoonitron was inspired by the legendary quattro S1 (below) that set a new record in the Pikes Peak Hillclimb in the 1980s.
Inspiration for the design of the one-off car came from the legendary quattro S1 rallycar that sped up Pikes Peak in record time. The entire development, including the technology, of the S1 Hoonitron was conducted by Audi Sport.
Audi Design was brought in for the styling work only in December 2021. Typically for a project of this magnitude, designers and engineers would spend a year or more just developing the concept. However, in the case of the S1 e-tron quattro Hoonitron, an accelerated timeline of just 4 weeks was targeted at the Audi Sport facility in Germany.
After about a month of labour-intensive work, the S1 Hoonitron was finalized. Block flew over to provide his input and also learn how to drive an all-electric car sideways and in circles. “I’m familiar with a wide variety of cars using internal combustion engines and transmissions, but there were a lot of new things for me to learn. Spinning into a donut at 150 km/h directly from standstill – just using my right foot – was an all-new experience for me! Our work was focused on getting the car and I used to each other. My thanks go to the whole Audi Sport squad for their outstanding teamwork,” he said.
“The S1 e-tron quattro Hoonitron combines a lot of what Audi was already famous for in the 1980s,” added Block. “For instance, the car’s spectacular aerodynamics have now been translated into a totally modern form. I think it’s cool that the Audi designers have been inspired by their own past and uniquely transferred the car’s technologies and appearance into the present.”
The S1 e-tron quattro Hoonitron brings electrification directly to the performance car enthusiast’s doorstep. Besides powerful electric motors, there’s all-wheel drive, a carbonfibre chassis, and incorporation of the full suite of safety standards as dictated by the FIA.
From 1984 to 1987, Walter Rohrl, as a member of the Audi Sport team, drove the original Sport quattro S1 during the Group B era of rallying. Audi had gained an unfair advantage in the early 1980s when it used the quattro all-wheel drive system in its rallycars. The ‘unfair advantage’ propelled the success of the brand in off-road, pavement, and track competitions alike, with significant performance benefits.
Today, the Audi quattro system has evolved with the latest technologies and credentials adapted from the world of motorsports. The modern interpretation, the S1 Hoonitron, serves as a nod to this significant period, while remaining sharply focused on the commitment toward electrification.
Rolls-Royce, like other carmakers, is on an electrification journey as social demands are growing for cars to be environment-friendly. Presumably, its customers also expect that if the Rolls-Royce goes electric, it will do so without losing any of the superlative attributes that keep it at the topmost end of the car market. That’s the challenge for Rolls-Royce and it may seem like the company would need time to get a perfect electrically-powered limousine into production that Is worthy of having the Spirit of Ecstasy on the bonnet.
Experience with electric power But electric power Is not new to the company as Charles Rolls, one of the founders, personally experienced electric cars in 1900. He was impressed enough to say this: “The electric car is perfectly noiseless and clean. There is no smell or vibration. They should become very useful when fixed charging stations can be arranged.”
Of course, In the years that followed, Rolls-Royce gave attention to the internal combustion engine instead, since that was the way the industry was going. But with its technological resources, it could still develop an electric car and did so in 2011 with a fully electric Experimental Phantom concept named 102EX (which was followed by 103EX). But in 2011, the urgency was not there to fully commit to electric power, so the company did not go further.
Now that there is a commitment to be fully electric by 2030, the company is drawing on past experience and also the latest technologies. Thus it was able to have running prototype by September last year for real-world testing. To ensure that the new car, to be called Spectre, is a true Rolls-Royce, it will undergo the most demanding testing programme ever conceived by the marque. No less than 2.5 million kms will be covered by prototypes, simulating on average more than 400 years of use for a Rolls-Royce.
New phase in testing Earlier this year, in Sweden, the Spectre prototype received the first ‘lessons’ in a finishing school that is custom designed to teach the car how to behave and react like a Rolls-Royce. Over the past months, the marque’s test and development engineers have shifted their focus from extreme conditions to more formal scrutiny in a location that reflects the car’s everyday use: the French Riviera.
The French Riviera and its roads present a perfect combination of the types of conditions that will be demanded from future owners of the Spectre, ranging from technical coastal corniches to faster inland carriageways. Forming a crucial part of the global testing programme, a total of 625,000 kms will be covered.
This phase is split into two parts, beginning at the historic Autodrome de Miramas proving ground (a circuit that once hosted the 1926 Grand Prix) which is a state-of-the-art test and development facility. The engineers will be able to do their testing in privacy as there are more than 60 kms of closed routes and 20 test track environments over its 1,198-acre site.
These include irrigation units that create standing water, demanding handling circuits with tight corners and adverse cambers, as well as a heavily banked 5-km 3-lane high-speed bowl, enabling the Spectre to be tested at continuous high speeds.
Driving in real-life conditions The second phase of testing moves around the countryside surrounding the Autodrome de Miramas. Many Rolls-Royce owners drive around this region, therefore a significant 55% of testing here has taken place on the very roads that many production Spectres will be driven on following first customer deliveries in the fourth quarter of 2023.
This provision for testing under local, real-life conditions is repeated in key markets around the world, as Rolls-Royce will make sure that its products meet – and usually exceed – the expectations of its highly discerning customer group.
Unlike any other Rolls-Royce The Spectre is unlike any Rolls-Royce before it. This is not only because of its fully electric powertrain, but also its unprecedented computing power and application of advanced data-processing technologies. It will be the most connected Rolls-Royce ever, with each of its components more intelligent than in any previous Rolls-Royce.
Yet developing the Spectre is not an exercise in computer science alone. The car requires a response to hundreds of thousands of possible scenarios and therefore it needs the most skilled and experienced specialists to define and finesse an appropriate mechanical reaction. Over the course of the Riviera Testing Programme, the marque’s most experienced engineers are painstakingly creating a dedicated control for each of Spectre’s 25,000-plus functions, incorporating variations of response depending on factors including weather, driver behaviour, vehicle status and road conditions.
‘Magic carpet ride’ in high definition Following months of continual testing, a new suspension technology has been approved that will give the Spectre Rolls-Royce’s hallmark ‘magic carpet ride’. This technology is now being refined and perfected at Miramas and on the roads of the French Riviera.
The Spectre will have an all-aluminium spaceframe architecture – only used by Rolls-Royce – which has enabled the designers to create a new class of Rolls-Royce – the Electric Super Coupe. To achieve the most rigid body in the marque’s history, the aluminium architecture is reinforced with steel sections that provide exceptional torsional rigidity. This is combined with aluminium body sections that represent the largest of any Rolls-Royce yet.
New aerodynamic standard In announcing the redesigned Spirit of Ecstasy mascot that will sit proudly at the prow of Spectre, Rolls-Royce aerodynamicists predicted that the new car would have a drag coefficient just 0.26 Cd, making it the most aerodynamic Rolls-Royce ever created. Following rigorous wind tunnel testing, digital modelling and continuous high-speed testing in Miramas, this figure has been further reduced to 0.25. This does not just represent a record in the context of Rolls-Royce, but is unprecedented in the luxury sector.
“It is no exaggeration to state that Spectre is the most anticipated Rolls-Royce ever. Free from the restrictions connected to the internal combustion engine, our battery-electric vehicle will offer the purest expression of the Rolls-Royce experience in the marque’s 118-year history. This latest testing phase proves a suite of advanced technologies that underpin a symbolic shift for Rolls-Royce as it progresses towards a bright, bold, all-electric future. This will secure the ongoing relevance of our brand for generations to come,” said Torsten Muller-Otvos, CEO of Rolls-Royce Motor Cars.
Just a few months after its global debut, the Ferrari 296 GTS – the ‘topless’ version of the 296 GTB – is in Malaysia, with its Southeast Asian premiere held at the Sepang International Circuit recently. Apart from the allure of being a berlinetta spider, this is the first ever Ferrari spider with a rear-wheel drive-only PHEV (plug-in hybrid electric vehicle) architecture in which the engine is integrated with a rear-mounted electric motor. The hybrid drivetrain is derived from Ferrari’s Formula 1 racing cars and another example of racing technology being transferred to road cars.
Plug-in hybrid powertrain
The 296 GTS uses the new 663 ps 120° 2992 cc V6 coupled with an electric motor capable of delivering a further 167 ps, the same unit found in the 296 GTB. With the additional power generated by the electric motor, total system output from the powertrain is 830 ps/740 Nm, of which 165 ps comes from the electric motor. This allows it to achieve a new specific power output record for a production car of 221 ps/litre.
Hybrid powertrain technology used in Ferrari’s Formula 1 racing cars has been brought to the 296 road car.
The powertrain assembly comprises the engine that powers the rear wheels via the 8-speed DCT and E-Diff, and the MGU-K located between the engine and the gearbox. A clutch is set between the engine and the electric motor to decouple them when in electric-only eDrive mode.
Sound-wise, the V6 engine rewrites the rulebook by harmoniously combining two characteristics that are normally diametrically opposed: the force of the turbos and the harmony of the high-frequency notes of a naturally-aspirated V12. Even at low revs, inside the cabin, the soundtrack features the pure V12 orders of harmonics; at higher revs, there is that typical high-frequency treble. This Ferrari’s soundtrack matches its performance, creating a sense of unprecedented involvement even with the top down.
Power with efficiency
Being a PHEV gives the 296 GTS the best of both worlds – lighting quick performance and also zero emissions motoring which can be up to 25 kms in all-electric eDrive mode. As was the case with the SF90 Stradale, customers who want to take the car further, especially on the track, can specify the Assetto Fiorano package which includes lightweight features and aero modifications.
The innovative top
With the RHT (retractable hard top) in use, the silhouette remains very similar to that of the 296 GTB. When it is stowed away, a sleek, sporty design is created. The lightweight RHT takes 14 seconds to retract or deploy at speeds of up to 45 km/h.
The need to stow the RHT inside the engine compartment required the creation of a new tonneau cover design. As a result, the folding roof splits into two sections that fold flush over the front of the engine, thus maintaining the engine bay’s thermal dissipation characteristics and the balance of the overall design. This also allowed the designers to introduce a window in the rear section of the engine cover through which the new V6 is clearly visible.
When the top is retracted, the cabin and the rear deck are separated by a height-adjustable glass rear screen which guarantees optimal passenger comfort even at high speeds. The separation line between the car’s body and the roof is above the B post.
Redesigning the 296 GTS’s engine bay to seamlessly integrate the RHT means that the engine has the same rich tone and intensity as the 296 GTB when the roof is up. The exhaust resonator system (Hot-Tube) has been optimised for the new cockpit geometry. The dropping of the top creates a direct, completely unobstructed connection between the cockpit and the sound produced by the single tailpipe exhaust line.
Radical aerodynamic solutions
The 296 GTS adopts several radical and innovative solutions in aerodynamics. The aero choices have turned the active aero paradigm, introduced from the 458 Speciale onwards, on its head. On the 296 GTS, an active device is being used not to manage drag but to generate extra downforce. The LaFerrari-inspired active spoiler integrated into the rear bumper allows the 296 GTS to generate a high level of rear downforce when required – up to a maximum of 360 kgs at 250 km/h.
The aero development work done on the 296 GTS means that even in low-drag configuration, the car can deliver more downforce than previous applications. In high-downforce configuration, there is an additional 100 kgs in downforce, thanks to the active spoiler.
The brake cooling system was developed around the Aero calipers that debuted on the SF90 Stradale, with ventilation ducts integrated into their castings. This cooling concept requires a dedicated duct to correctly channel cool air coming in through the air intakes on the front bumper through the wheelarch. In the case of the 296 GTS, the intake has been integrated into the headlight design.
This made it possible to push the design of the car’s underbody to new extremes, increasing the cooling capacity of the underbody without having to adopt any active front aero mechanisms. The signature aerodynamic element at the front of the 296 GTS is the ‘tea-tray’, a concept widely applied to single-seater racing cars. The rear surface of the bumper works in synergy with the upper surface of the tea tray to create a high overpressure field, which counteracts the depression field that characterises the underbody.
High levels of driver engagement
The car’s dynamic development focused around boosting pure performance and delivering class-leading levels of driver engagement. The targets were achieved by honing the architecture and keeping all the main vehicle components as compact as possible, as well as managing energy flows and their integration with the car’s vehicle dynamic controls.
The 296 GTB’s chassis was redesigned and optimised to improve torsional rigidity and bending stiffness compared to previous spider applications. From a chassis perspective, at 2600mm, the wheelbase is 50 mm shorter than previous Ferrari mid-rear-engined berlinettas to the benefit of the car’s dynamic agility. Other solutions that enhance the car’s handling and performance include the brake-by-wire system, the ‘Aero’ brake callipers, electric power steering, the rear active aero device and SCM-Frs magnetorheological dampers.
Meticulous attention was paid to reducing weight to ensure the car’s balance and delicacy of handling. The added weight of the hybrid system was offset by a number of different solutions, including the new V6 which weighs 30 kgs less than the V8 unit used on previous berlinettas.
Digital interface for cockpit
The 296 GTS’s cockpit was developed around the new concept of an entirely digital interface. This interior layout draws on the latter’s stylistic coherence for its forms. While with the SF90 Stradale the designers wanted to highlight the presence of the advanced technology and underscore a clear break with the past, in the case of the 296 GTS, the idea was to clothe that technology to sophisticated effect.
The cabin has the concept of the formal purity of the functional elements. When the engine is off, the onboard instruments go black, underscoring the minimalist look of the cabin. Exclusive Italian leather trim to the seats and trim is further enhanced by the noble technical materials used on the functional components. Aerodynamic flaps have been integrated into the rear trim structure to reduce buffeting and increase comfort in open-top driving.
The sculptural door panel is a seamless continuation of the dashboard in terms of both materials and colour. On the central medallion, the styling cue is a deep lozenge-shaped scoop, a three-dimensional element. This type of architecture makes the entire door panel look extremely light and integrates the theme that connects it to the rear trim.
“The convertible version of Ferrari’s first 6-cylinder road-going car takes driving thrills to new heights. Subtly restyled to accommodate the open top, the Ferrari 296 GTS adds a sense of freedom to the fun of every journey. At the wheel of the 296 GTS, you get to enjoy the result of Ferrari’s exploration into electric technology and also have the ability to make the most of the weather and your mood, maximising driving pleasure,” said Damien Woo, General Manager, Ferrari Malaysia, Naza Italia Sdn Bhd.
With Ferrari’s 7-Year Genuine Maintenance programme, the 296 GTS is priced from RM1,448,000 (before duties, customization options, taxes and insurance) from Ferrari Malaysia.
BMW’s experience making electrically-powered vehicles (EVs) goes back 50 years when it replaced a number of 1602 cars with an electric motor. The 1602e was developed specially for use during the 1972 Olympics that were held in BMW’s home city of Munich in Germany. Its main role was to lead long-distance runners without blowing unhealthy exhaust fumes in their faces.
The 1602e produced for use at the 1972 Olympic Games was BMW’s first EV.
In the years that followed, the company continued with R&D on EVs with a number of models shown to the public, run on public roads and largely used in real-world testing. The urgency to ‘electrify’ the range was not evident yet so attention was instead given to developing other technologies like EfficientDynamics.
In 2013, BMW began its era of electrification that continues to this day when it introduced the i3 as the first volume-produced model with a fully electric drivetrain. The i3, manufactured at the Leipzig factory, was a pioneer in many different ways. It had an independent architecture consisting of a drive module as an aluminium chassis, which carried the e-drive, the suspension and the high-voltage battery pack as well as a passenger cell made of carbonfibre-reinforced plastic (CFRP). This module was referred to as the ‘life module’.
BMW’s fifth generation eDrive technology that is used in the latest BMW and MINI EVs can trace its origins to the i3. The high-voltage battery pack developed for the model has also undergone continuous development since 2013, doubling its storage capacity while retaining the same installation space. In its final form with a cell capacity of 120 Ah and a gross energy content of 42.2 kWh, the final version of the i3 could travel up to 307 kms on a single charge.
In addition to its electric drive, the i3’s eco-balance stemmed from the choice of materials fully geared towards sustainability and resource-conserving production. It was the first BMW Group model to receive an ISO certificate issued by independent auditors at the time of its market launch, confirming its optimised environmental performance throughout its entire life cycle.
Partly recycled raw materials were used for its outer skin made of thermoplastics. The plastic used in the interior contained 25% recycled material. The textiles used for the seat surfaces were made entirely from recycled fibres, with the door panels of kenaf fibres. Eucalyptus wood from certified cultivation in Europe served as the raw material for parts of the instrument panel.
After a production run of 250,000 units (sold in more than 74 countries), production of the i3 has ended, bringing an era to close. But the farewell is also linked to the start of a new chapter in electric mobility. In a seamless transition, further e-drive components will be manufactured at the Leipzig factory and from 2023, the next generation of the MINI Countryman will be manufactured at the same location.
In the 8½ years that the i3 was on sale, it achieved a significantly higher market share in the EV segment in many markets than the BMW brand in the area of conventionally powered cars. It also succeeded in attracting additional target groups in the premium mobility offers from BMW. In the early years, more than 80% of all buyers were new customers for the BMW Group.
Many i3 owners were ‘early adopters’ and reported being impressed by the reliability, low energy and maintenance costs. They reported that the brake pads did not need replacing even after more than 250,000 kms – because a large part of the deceleration power was provided by recuperation. The long-term quality of the battery pack was also praised as there was only a negligible reduction in range even after long running times. The BMW Group took this positive experience as an opportunity to increase the maximum mileage associated with the 8-year warranty period for the battery pack, extending it from 100,000 kms to 160,000 kms at the beginning of 2020.
To commemorate the end of i3 production, BMW produced a HomeRun Edition (below) with extra features and a Frozen paint finish from BMW Individual for the first time. Only 10 units of this special edition were produced, making it a very exclusive i3. Customers who had bought the HomeRun Edition were invited to witness the completion of their cars in the assembly hall.
After giving the Malaysia media a preview in April, Bermaz Motor Trading is now introducing the new Mazda MX-30 to the Malaysian public. The model, Mazda’s first battery-electric vehicle (BEV), is priced from RM198,780 and bookings are accepted at the Mazda Flagship showroom in Glenmarie, Selangor.
The development of the MX-30 is part of the company’s Sustainable Zoom-Zoom 2030 vision of achieving carbon neutrality. The carmaker has also taken a different approach with performance (acceleration, top speed, range) not being the main focus but practicality and urban usage. This approach has helped to manage the costs which are still high for BEVs. (more…)
Ford’s SuperVan series in Europe began in 1971, and since then, there have been three other SuperVans. This week, at the Goodwood Festival of Speed in England, Ford showed off the fourth Supervan and not surprisingly, it opens the first electrified chapter in the legendary series. The Ford Pro Electric SuperVan uses no petrol and fully utilises the potential of electric performance and enhanced connectivity to achieve the highest performance of any Ford van ever.
Four electric motors, a 50 kWh liquid-cooled battery pack, and a bespoke control system produce approximately 2,000 ps for sub 2-second 0 – 100 km/h acceleration time. Performance from a purpose-built, track-ready chassis including components from the recently unveiled E-Transit Custom 1 – the first fully electric version of Europe’s best-selling van – is complemented by Ford’s SYNC in-cab touchscreen technology 4 from road-going Ford models, as well as additional functionality to control the Electric SuperVan’s unique capabilities.
The enhanced connectivity keeps the driver informed and enables real-time data transmission for remote vehicle management and optimised performance, just like the integrated services that can accelerate the productivity of over 125,000 Ford Pro customers across Europe. Selectable drive modes and regenerative braking technologies similar to those on Ford production electric vehicles also feature.
The striking, all-electric demonstrator vehicle was developed in secret by Ford Performance and electrified rally and racing specialists STARD in Austria, with exterior design work was done by the Ford Design team in Germany.
“We’re bringing SuperVan into the 21st century with 2,000 ps of all-electric power for unmatched excitement and unmistakeable styling inspired by the new E-Transit Custom. But performance isn’t all about horsepower – the Electric SuperVan’s processing power means engineers can use real-time vehicle data to optimise its performance, just like on a top-level racing car,” said Mark Rushbrook, Global Director, Ford Performance Motorsports.
“Ford Pro is all about accelerating productivity for our customers – so why not create a new Electric SuperVan that proves the power of electrification and connectivity?” said Hans Schep, general manager, Ford Pro, Europe. “This incredible demonstrator vehicle takes E-Transit Custom’s advanced engineering and distinctive look to a whole new level, and is high-speed proof of the power of Ford Pro’s connected services ecosystem.”
The Ford Pro Electric SuperVan is a one-off demonstrator, which gave the Ford Design team a lot of freedom to create a wild-looking vehicle that reflects extreme performance capability. The outlandish wheel arches, muscular style and one-off livery are the most extreme expression of Transit design. Meanwhile, the fully-electric powertrain offered the development team lots of freedom with fewer of the packaging and cooling restrictions that come with a combustion engine.
“The fourth chapter of the SuperVan story is designed to be the fastest, most extreme yet while keeping the Transit DNA. The proportions are a more dramatic version of what we developed for the E-Transit Custom and the front light bar creates a futuristic expression, making the Electric SuperVan the absolute pinnacle of Transit design language. The chance to be part of the iconic SuperVan story and reimagine what it could be in the 21st century was a dream opportunity,” said Amko Leenarts, Director, Design, Ford of Europe.
The vehicle’s motorsport-spec construction marries the E-Transit Custom floorpan with a steel spaceframe and lightweight composite body panels. A bespoke 50 kWh liquid-cooled battery pack is mounted for optimum weight distribution and a low centre of gravity and can be fully recharged in approximately 45 minutes using a standard electric vehicle fast-charger.
A suite of onboard cameras can immerse audiences around the world in the action during SuperVan’s impressive high-performance runs. As on the Ford E‑Transit, the driver can pull camera feeds onto the in-cab screen and switch between them to help position the vehicle.
Ford Performance and STARD’s motorsport input is immediately obvious; the dramatically sculpted body’s front splitter, side skirts and rear diffuser would be at home on a racing car, while the radical rear design’s cutaways and dorsal fin flow into the rear wing to generate downforce and push the SuperVan into the track for as much grip as possible.
The latest Supervan continues the tradition started by the first one 51 years ago. That van has a mid-mounted engine taken from the Le Mans-winning Ford GT40. The next Supervan continued with the formula was taken further for SuperVan 2 with a lightened Transit Mk. 2 body draped over the monocoque. It had the 590 ps Cosworth V8 of Ford’s C100 racing car. The Supervan 3 was a facelifted Transit Mk. 3 lookalike, powered by the 650 ps Cosworth HB engine used in Formula 1 cars then.
Evolution of Ford SuperVans
Beyond demonstrating Ford’s advanced electric vehicle and connectivity know-how, the Electric SuperVan is also a high-speed science experiment. Its demanding driving scenarios and unrestricted design concept allow Ford to push the boundaries of electric vehicle engineering and connectivity to improve its future race cars and road-going vehicles, software and services.
