Alpine, a brand within the Renault Group, has many talented designers who regularly come out with new models. The designers have a deep understanding of the DNA and traditional characteristics of the brand that was founded in 1955. Occasionally, Alpine also looks outside the company for new ideas and collaborating with IED (Istituto Europeo di Design), the well known design school in Italy, they have been presented with a supercar concept by 28 Masters students studying Transportation Design. The student-led project came up with a hydrogen-powered, 2-seater supercar, based on a brief from the Alpine design team.
High performance, low environmental impact
Alpine challenged the students to design a ‘super berlinette’ for 2035. The supercar was to be a high-performing vehicle both in terms of performance and environmental impact. After the brief was given last year, students worked individually to come up with their own interpretation and present it to the brand.
Alpine then selected a combination of the two main ideas. Based on the two selected proposals, the young designers created the ‘A4810 Project by IED’. During the design phase, the students sought to combine vision and innovation, without losing sight of the traditional roots of the Alpine brand.
Berlinetta of the future
The A4810 Project by IED explores the experimental combination of the shape of a berlinette with a hydrogen powertrain. While the engine and fuel tanks are built like those on a typical hypercar, the subtraction process is proof of strong innovation. The design alternates between empty and full spaces, giving the vehicle a lightweight look and aerodynamic features inspired by Formula 1 models.
The A4810, which provides a glimpse into the future supercars, embraces next-generation technologies while and is also environmentally friendly. It enables Alpine to broaden its horizons to new generations of designers and drivers, and raise awareness of the innovative project presented by talented students.
The French spirit has been skillfully preserved; while avoiding the pitfalls of unnecessary formal elements, the young designers focussed on the overlapping layers and sculptural aspects of the car’s silhouette. The bi-tone colours, matte black, and carbonfibre highlights create a bold contrast with each part of the car, making them stand out according to their function – aerodynamic, mechanical, or merely formal.
Multinational team of students
The team of students from European countries as well as the USA, India, Taiwan, China, Mali and the Dominican Republic used digital tools for their design work. By incorporating hydrogen power supply, it means that they developed a full-fledged concept that is almost ready to take to the roads of a much more sustainable future – without atmosphere-damaging emissions.
Furthermore, they chose a name that conveyed the brand’s legacy. In fact, ‘4810’ is the height (in metres) of the Mont Blanc – the highest and most emblematic peak in the Alps that sits at the border between Italy and France, like a bridge connecting IED and Alpine. The brand, Alpine, is named after the very same mountains and evokes the joy of driving along their winding roads.
“Collaboration with IED and its students has been a great experience. It was a ‘filter’ for us to see the brand through the eyes of the younger generation, but it was also an opportunity to share our passion and know-how, and give them sound advice for a successful career in automotive design,” said Antony Villain, Alpine Design Director.
Like many other carmakers, Audi too has firm plans on electrifying its range and within this decade, it will have a range of models running only on electric power. The models will come under the ‘e-tron’ umbrella which is the name Audi uses for its battery electric vehicles (BEVs). Some are already in the market, the first having been launched in 2018, and more are on the way.
Not just a design exercise
The A6 Avant e-tron concept shows what a future BEV stationwagon will be like and Audi says it is not just a simple design exercise. Its lines and proportions preview future Audi production models which Premium Platform Electric (PPE) platform developed jointly with Porsche. The lines are a consistent development in Audi’s contemporary formal language, and significant elements like the closed Singleframe and the continuous strip of lights in the rear link it to the other e-tron Audis.
The concept car appears monolithic, as if from a single mould – particularly when viewed from the side. The gently backward sloping roof arch with the slanted D-pillar is a typical feature of Avant window design; the D-pillar rises from the stable base of the vehicle’s back end in an especially streamlined manner. The eye-catching quattro wheel arches effectively accentuate the width of the body and are simultaneously integrated organically into the side surfaces.
The wheel arches are connected by the specially sculpted battery area above the rocker panel, which is highlighted with a black inlay – a design element that is now a hallmark of the Audi’s fleet of BEVs. Also typical of e-tron models are the sleek, camera-based virtual exterior mirrors at the base of the A-pillar.
Advanced lighting units
The lighting units at the front and rear are technologically advanced. Digital Matrix LED and digital OLED technology make it possible to achieve maximum brightness and a wide range of features even with a minimal surface area while, at the same time, offering customizable light signatures.
Three small, high-resolution LED projectors are built into each side of the body, transforming the ground beneath them into a stage when the doors are opened – small, extended, dynamic lighting effects greet the occupants with messages in their own language. The projectors also display warning symbols on the ground to warn a bike rider that the car door is about to open, for example.
Another four high-resolution LED projectors – inconspicuously integrated into the corners of the vehicle – generate turn signal projections. The design of these projections can be modified to address different markets and approval regions as required.
The Digital Matrix LED front headlights deliver almost cinematic quality. If, for example, the car is parked in front of a wall during a break to recharge the battery, the driver and passengers can pass the time playing a video game projected onto it. Instead of on a small screen in the cockpit, they’ll see their current game’s virtual landscapes projected onto the wall in XXL format – and all this via the Digital Matrix LED headlights.
The rear end of the concept car features a new generation of digital OLED elements that, as a continuous strip of lights, act as a display for various digital light signatures and even dynamic lighting displays. The 3-dimensional architecture of the digital OLED elements – adapted to the shape of the body – makes it possible to perfectly integrate the night design into the overall look. This makes it possible to experience the dynamic light show not only in two dimensions – as was previously the case – but with an impressive, 3D spatial effect.
Cd of 0.22
Aerodynamics have always played a key role in Audi’s designs. The cd value of the 100 (C3) sedan at 0.30 was the lowest in its day back in the early 1980s. Now the electrically-powered Avant e-tron concept has a value of 0.22, said to be unprecedented in the electrified C-segment. This means greatly lowered aerodynamic drag, which initially translates into lower energy consumption to help extend range.
As this is a concept car, performance numbers quoted can be taken as targets: 700 kms of range with an 800V system, with 2 electric motors are capable of delivering 350 kW (469 ps) of total output and 800 Nm of torque to go from 0 to 100 km/h in less than 4 seconds.
High degree of variability inside
The Avant concept has the high degree of variability that has been a hallmark of this line of models since 1977. ‘Avant’ is a term derived from avant-garde and a 1995 Audi ad slogan. Measuring almost 5 metres in length and almost 2 metres in width, the A6 Avant e-tron is certainly a large and long car. It will not only provide comfortable accommodation but also take lots of cargo, just like the other Avant models past and present.
Volvo was the first company to assemble its cars in Malaysia in 1967 when the government began its localisation policy to accelerate industrialisation. 55 years later, the Swedish carmaker (part of China’s Zhejiang Geely Holding Group like Proton) is again a pioneer by being the first company to assemble a pure electric vehicle or battery electric vehicle (BEV) in Malaysia at the same plant in Shah Alam, Selangor.
The first car assembled in Malaysia in 1967 was a Volvo (above), and 55 years later, the first electric vehicle assembled in the country is also a Volvo (below).
Although it may seem like this move has come about because the government is allowing duty-free import and sale of BEVs now (and for the next few years), it is not the case. To plan for local assembly takes many years and it’s not as if Volvo Car Malaysia could send a message to Sweden to ask for CKD (completely knocked down) kits for assembly in 2022 when they can be imported duty-free. Furthermore, the plant would also have to be set up, especially with safety measures to handle the high-voltage systems of BEVs. Of course, Volvo Cars Manufacturing Malaysia (originally known as Swedish Motor Assemblies) already has experience with electrified vehicles since it has been assembling plug-in hybrid (PHEV) models for some time.
Regional production hub
In line with Volvo’s plan to have 50% of its global sales volume to be made up of BEVs by 2025, it has been quickly switching focus to BEVs around the world. Malaysia, being its production hub in ASEAN, is naturally a part of this plan which will see the brand being fully electric by 2030. From the plant in Selangor, BEVs will be exported to other countries in the region and because they are assembled in Malaysia, they can also be imported duty-free (provided they have a minimum of 40% ASEAN-sourced content) as part of the provisions of the ASEAN Free Trade Area (AFTA) agreement.
The first model, which will be officially launched on April 4, is the XC40 Recharge which was also the first Volvo BEV when it made its debut in 2019. Recharge is the umbrella name given to models which are electrified and in the coming 5 years, Volvo Car Malaysia will be launching one new BEV each year.
The XC40 Recharge has a similar appearance as the XC40 with a combustion engine (below) but the grille is different. With no need for radiator cooling, the space can be closed off.
While the price has not been announced yet, the technical details are already known since it would be the same model as sold elsewhere. It has two electric motors that draw power from a 75 kWh lithium-ion battery pack positioned between the front and rear axles. The system output is 300 kW (equivalent to 408 ps) with 660 Nm of torque, which gives a claimed 0 to 100 km/h capability of 4.9 seconds and a top speed of 180 km/h. A maximum range of 418 kms is claimed for a fully charged battery pack.
As with other BEVs, the XC40 Recharge can be recharged in various ways although DC fast-charging would have the shortest time. From one report we have read, the battery pack can be recharged to 80% of its capacity within 33 minutes when a fast-charger is used. Of course, this assumes that the level is very low and in practice, it may be that people recharge whenever they can and ‘top up’ so the time spent charging might not be as long.
Similar appearance to XC40
The external appearance of the XC40 Recharge is similar to that of the XC40 SUV but you can immediately tell that the model is the BEV version from the front end. With no need to cool a radiator, there is no real need for the traditional grille so that space is closed off. That’s better for aerodynamics too, which need to be as efficient as possible to minimise wind resistance.
The equipment for the locally-assembled model may differ a bit from those sold in other countries but would still be high as Volvo wants to position itself as a premium luxury brand. With the emphasis on sustainability and recycling, a large percentage of materials would also be eco-friendly.
Android-powered?
The Volvo Car Group is the first company to team up with Google on integrating an infotainment system powered by Android so it is likely that this will be available. The infotainment system is fully integrated with Volvo On Call, the company’s digital connected services platform, and includes Google Assistant, Google Maps and the Google Play Store built-in. The new system also offers full integration of Android Automotive OS, Google’s open-source Android platform, with real-time updates to services and automotive apps created by the global developer community.
New Advanced Driver Assistance Systems
This being a Volvo, it does without saying that safety has a very high priority in every area. In terms of active safety systems, the XC40 Recharge has an Advanced Driver Assistance System (ADAS) platform with an array of radar, cameras and ultrasonic sensors. This gives it a broad range of capabilities to scan its surroundings and identify potential hazards, enabling a degree of autonomous motoring.
To help keep passengers safe and the battery intact in the event of a collision, there is a new and unique safety structure for passengers and battery alike in the XC40 Recharge. The battery is protected by a safety cage which consists of a frame of extruded aluminium and is embedded in the middle of the car’s body structure, creating a built-in crumple zone around the battery. The battery’s placement in the floor of the car also has the benefit of lowering the centre of gravity of the car, for better protection against roll-overs.
Additionally, the car’s body structure has not just been reinforced in the front but also at the rear. Here, the electric powertrain has been integrated in the body structure for better distribution of collision forces away from the cabin and reduce the strain on people inside the car.
First deliveries will start towards the end of April and buyers will get a charging cable, service package, 5-year/unlimited mileage vehicle warranty, 8-year battery pack warranty and 5 years of complimentary Roadside assistance.
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.
Human Horizons, the young Chinese technology company (established just 4 years ago), has released details of two more versions of its HiPhi X Super SUV range. The new versions are the 6-seater Creative Extended Range Edition and Intelligent Extended Range Edition which are said to be premium products.
Meeting more differing customer needs
Since being unveiled in mid-May 2021, the HiPhi X has been selling well across China and the development team has been looking at providing vehicles for more differing needs of consumers. Both the Creative Extended Range Edition and Intelligent Extended Range Edition are outfitted as luxury versions, with features such as a 17-speaker Meridian audio system, 19.9-inch entertainment screen for passengers, customizable smart fragrance system by Givaudan, interior light panels, a HEPA biochemical filter, and a driver physical monitoring system.
The HiPhi X has a number of world and industry firsts among mass-produced passenger vehicles, especially in the EV segment. These include smart PML programmable headlights, smart ISD interactive lamps and lighting system, and the intuitive AI-powered HiPhi Play interactive visual display.
Internet-of-Things technology
The model is also equipped with the world’s first fully-integrated open smart HiPhi service-oriented architecture (H-SOA) for use in a mass-produced vehicle. This utilizes the latest in Internet-of-Things (IoT) technology to connect, control, and monitor the operation of the vehicle. The open architecture acts as an open piece of hardware that third-party developers and regular users can program to create innovative visual displays according to their mood. For this reason, Human Horizons refers to the HiPhi X as the world’s ‘first evolvable super SUV’.
Having been conceived as an EV right from the start, the designers had no constraints as they could develop a layout fully optimised for EVs. Measuring 5.2 metres long, its lightweight hybrid aluminium construction will complement the concept of sustainability with the adoption of vegan leather and the use of recyclable materials.
There are two drivetrain versions of the HiPhi X – single motor/rear-wheel drive and dual motor/all-wheel drive. The battery pack has a 96 kWh capacity and is said to be able to provide a cruising range of up to 650 kms. It also has 4-wheel steering for easier manoeuvring, while 562 sensors feed real-time data to 4 domain controllers and 6 computing platforms to allow autonomous motoring and even parking.
Growing popularity
To date, over 5,000 HiPhi X vehicles have been delivered in China. The company claims it is the first Chinese brand to top the sales charts for premium luxury cars valued at more than 600,000 RMB (about RM398,000) for any given month. Human Horizons continues to work on expanding the charging network by supplying coverage from over 270,000 charging points across 500 cities throughout China.
HiPhi Z, to make its debut this year, will be the second model from Human Horizons.
Thhe Beetle was Volkswagen’s first car and the company brought it back in a modern form in 1997. Now it is doing the same thing with the brand’s second model which was the Type 1 Transporter produced from 1949 onwards. It was actually on an extended Beetle platform and like the iconic car, remained in production for a long time. However, the Transporter, unlike the original Beetle, evolved in its design right to the current 6th generation.
With demand for MPVs in many countries, Volkswagen decided that one of the models in its all-electric ID. family would have to be such a vehicle, and for inspiration, the designers looked all the way back to the Type 2 which had various names in different markets (just like the Beetle). The original Transporter was especially popular in America and was one of the symbols of the 1960s counter-culture movement.
Evolution of the Transporter from 1949.The Transporter was Volkswagen’s second model and used the same platform as the Beetle.
Its low cost and simplicity made it easily affordable by the hippies who would live in it and gave the vehicles a lot of character with creative paintwork. And with the same durability as a Beetle, it lasted a long time with minimal maintenance too.
In 2022, the Type 1 returns as the ID.Buzz and it is fully electric. Like other ID. models, the ID. Buzz used the Volkswagen Group’s Modular Electric Drive Kit (MEB). This is the world’s first scalable mass production platform for fully-electric vehicles that can be configured for different models and segments. Its architecture allows for an evolutionary further development of software and technology, which not only benefits new models such as the ID. Buzz, but also models that have already been delivered, by means of over-the-air updates.
The iconic design
The unique design of the ID. Buzz has proportions that create a direct link with the original classic vehicle. Another feature that has always been typical of the model line is the iconic front with its V-shaped front panel, now flanked by charismatic LED headlights. The same goes for the optional 2- paintwork.
The ID. Buzz and commercially-oriented ID. Buzz Cargo have a long wheelbase of 2988 mm, roughly the same as that of the current 6th generation Transporter. The length of both versions is 4712 mm which means that, in relation to the overall length, the wheelbase is unusually long. This has allowed for more flexible packaging within, complementing the cubic shape which is ideal for maximising available space.
Function should get a priority over design and in the case of the ID.Buzz, it’s the first MPV that has a drag coefficient comparable to a car’s – 0.285 to 0.29 (ID.Buzz Cargo). Good aerodynamics are important, especially for an electric vehicle so that the motor can work less hard to maintain a desired speed. Of course, it’s the same with cars with combustion engines too as less wind resistance means less energy consumed and more fuel saved.
And talking of energy, the ID. Buzz and ID. Buzz Cargo will have a 77 kWh lithium-ion battery pack to power a 150 kW electric motor, which – as the flat engine once did in the Type 2 – drives the rear axle. The position of the battery, integrated deep down in the sandwich floor, and the lightweight electric drive system result in a good distribution of weight and a low vehicle centre of gravity. Both factors optimise the handling and agility.
The battery pack can be charged from wallboxes or public charging stations using 11 kW alternating current (AC). Via a CCS plug connector at a DC rapid-charging station (direct current), the charging power can be as much as 170 kW. When charged in this way, the battery charge level rises from 5% to 80% in about 30 minutes.
For the ID.Buzz, the interior has been given a lounge-like, friendly ambience for 5 people to enjoy travelling. The spacious cabin maximizes utility and comfort, while dazzling with high-tech features and an interplay of colours and materials.
The cockpit is both high-tech and ergonomic with a 10-inch Digital Cockpit display and 10-inch or 12-inch infotainment/navigation system positioned centrally in the dashboard. Both the Digital Cockpit and infotainment system are connected with the instrument panel only at the bottom, looking like free-floating tablets. Beneath the infotainment system is a control bar with digital buttons and touch sliders.
A love for detail is reflected in the stylized vehicle silhouette that is embossed in the lower side seat trim, and the fold-down tables located in the backs of the front seats. Wholly practical, by contrast, is the optional height-adjustable cargo floor, which creates a level load space surface. The upward-opening rear hatch reveals 1,121 litres of luggage space and 2 side sliding doors are fitted as standard.
Volkswagen Commercial Vehicles has developed an optional movable and removable centre console specifically for the ID. Buzz. The idea for this multifunction box was derived from the concept car shown earlier. In its upper section, it provides storage bins (in the case of the ID. Buzz Cargo, a cupholder), that can accommodate bottle, tablets or laptops.
As with other models of ID. family, the ID. Buzz comes with the interactive ‘ID. Light’. It stretches across in front of the windscreen in the driver’s field of vision above the instrument panel, and gives the driver intuitive information based on the colour and position of the light signal. For example, a signal in the right-hand area of the strip advises of obstructions in this area or corresponds with a navigation instruction to change lanes. When the ‘ID. Light’ goes red, it is signaling danger and the need to brake.
The hippies of the 1960s would love the ambient lighting feature – as standard, there are 10 colours and customers can also specify the 30-colour option. This option lights up a strip in the instrument panel, the decorative strips in the doors, the storage bins in the doors and the footwell. The Digital Cockpit and the infotainment system also take on the chosen base shade. In addition, two colours can be combined in each case for the different zones, and a ‘Mood Menu’ activates preconfigured lighting profiles.
Depending on the specifications chosen by importers in different markets, there is the possibility of a 6-seat configuration, with individual seats arranged in 3 rows of two. On the extended wheelbase version, there can be a 7-seat configuration in a 2/3/2 arrangement.
The ID. Buzz Cargo is what in Malaysia would be referred to as a ‘panel van’, strictly for commercial registration and use. In standard form, this version can accommodate 3 persons in front on a bench seat. An individual seat can also be installed for another passenger.
Behind the seats is a fixed partition, separating off the cargo space which has no windows. The cargo space has a volume of 3.9 cubic metres and has rings on the floor and bars on the walls for securing goods. Besides a wide-opening tailgate, the is one sliding door on the passenger side and customers can also specify a second sliding door on the other side as an option.
The ID.Buzz will go on sale in the third quarter of this year in some European markets. North America will see the extended wheelbase version in 2023 and deliveries will start in 2024. As for the rest of the world, Volkswagen Commercial Vehicles has not indicated when exports will start.
Mercedes-EQ which started in 2016 as a sub-brand of Mercedes-Benz dedicated to fully electric vehicles (EVs) was introduced to Malaysians in mid-2019. But apart from previewing the first model the new brand, which was the EQC, not much happened and instead, Mercedes-Benz Malaysia (MBM) focussed on the EQ-Power range which covered the plug-in hybrid (PHEV) models.
But the planning was going on behind the scenes and we were always told that EQ would be coming, and that day has arrived with the launch of the EQA 250 today. Although the EQC was the first model in the EQ range to be launched (in 2019), MBM has chosen to start off at the entry level with the EQA, the third EQ model which was launched in Europe last year.
EQC was the first model of the Mercedes-EQ range and appeared in Malaysia in 2019 to introduce the new all-electric range.
Decisions are made years ahead in the car industry and at the time MBM was planning, they would not have expected the government to offer full exemption of import duties and even roadtax for battery electric vehicles (BEVs). So the pricing of the EQA 250 would probably have been expected to be higher although incentives would have been expected.
So it must have been a pleasant surprise last October to be told that the EQA 250 could be sold duty-free in 2022 and for the next few years (longer if assembled locally). This has enabled the retail price, without insurance, to be RM278,201.25, and that also includes 50% exemption in sales tax allowed for CBU models. For now, the EQA 250 is offered with the AMG Line package that adds a sporty touch to the SUV.
The EQA 250 is related to the GLA (below) but its platform and architecture have been optimised for a BEV.
The EQA is related to the GLA and in fact, shares the same MFA2 platform which has been adapted for a BEV layout. So it’s not fully optimized for BEVs and to give the EQA 250 the efficiency it needs to maximise performance, it has been given a large battery pack and much attention has been given to aerodynamics.
Lots of wind tunnel and simulation work brought the Cd value down to 0.28, and the bodywork has been made as smooth as possible. Among the most important aerodynamic measures are the completely closed cooling air control system in the upper section; the aerodynamically efficient front and rear aprons; a very smooth, almost completely enclosed underside; specially optimised Aero wheels and specifically adapted front and rear wheel spoilers.
The EQA shows that cars of the future will still look like the cars were drive today, rather than the bubbles or bullet-shaped vehicles that were imagined to be on the roads in the 21st century. As mentioned earlier, it is like a BEV derivative of the GLA (but is really more than that). Its front end has the EQ design elements with a black panel radiator grille and central star. With the AMG Line package, the EQA 250 gets the sporty genes of the Mercedes-AMG brand. It reinterprets the twin-blade design of the grille and features a diffuser-look AMG rear apron.
A design feature is the continuous fibreoptic light strip across the front and rear, providing a distinctive visual signature. Mercedes-Benz has chosen blue for as its ‘electric theme’ so the headlights have a blue colour within. At the back, the LED units merge seamlessly into the tapered LED light strip to emphasise width.
The doors reach over the sills, keeping the frames (and thus also the occupants’ trousers) free of dirt and improving impact protection in the event of a side collision. All-round protective cladding adds ruggedness and structure to the overall proportions, hinting at the SUV’s off-road character, as does the simulated underride guard at the front and rear.
The EQA 250 has a straightforward electric powertrain consisting of a single motor driving the front wheels. The electric motor, a fixed-ratio transmission with a differential, the cooling system and the electronics form a highly integrated, very compact powertrain (eATS).The motor, which has an output of 140 kW/190 ps and 370 Nm of torque, is powered by a ‘double-decker’ lithium-ion battery pack with a usable energy content of 66.5 kWh.
The claimed acceleration time is 8.9 seconds from 0 to 100 km/h with a top speed of 160 km/h. The fuel consumption in petrol and diesel engines, the distance you can travel is dependent on many factors – even how you drive – and it’s the same for BEVs. Push the vehicle hard and you get less range but unlike combustion engines, low speeds are not necessarily inefficient. So MBM provides a range of 402 – 496 kms on a fully charged battery pack which would be good enough for regular motoring.
When it comes to recharging, there are various ways the owner can get it done and each one takes a different length of time. The shortest time is with a DC 100 kW fast-charger which can ‘refuel’ from 10% to 80% within around 30 minutes. The on-board charger can handle charging from AC power outlets at the home or in public locations but will take at last 5 hours 45 minutes from 10% to 100%. That pretty much means leaving the vehicle parked overnight so if you switch to a BEV, it will have to be part of your routine. Of course, if you ‘top up’ periodically, then you may not have to wait so long. Incidentally, if you want to charge at home, you will need a wallbox which will be additional cost for installation.
‘Fuel pump’ of the future – refuelling will be with electricity, not petrol or diesel.
For the convenience of its customers, MBM is setting up 13 DC fast-chargers installed in strategic dealer locations around the country. With the Mercedes-Benz Autohaus network quite extensive, this means that EQA owners will be able to travel quite far and be assured of quick charging. Until the end of 2023, using the charging stations will be free of charge.
Additionally, EQ customers will enjoy an exclusive 1-year subscription with JomCharge, where they will enjoy unlimited charging at a 50% discount at all JomCharge charging stations for the first 1,000 customers. The JomCharge locations are at Petronas stations and the petroleum company has said that it plans to install the fast-chargers along the North-South Expressway and part of the East-Coast Expressway.
Like most other companies selling BEVs, MBM offers a warranty of 8 years or up to 160,000 kms for the battery pack so first (and even second) owners should have no concerns about replacement cost. In time, there will be an increasing number of used battery packs and the issue of how to recycle them will become important. MBM is aware of this future issue and will prepare for it but says it is something that the industry will have to work together on as well.
The EQA 250 may be forerunner of the future of motoring but the cabin remains recognisable as other cars of today, albeit with a lot of digital technologies in the displays, including the MBUX (Mercedes-Benz User Experience) system with extended functions. The Mercedes-EQ tile in the media display is used to call up menus relating to charging options, electrical consumption and energy flow. The individual, transparent sections of the surface are illuminated from behind with the aid of fibreoptics. The right-hand display within the instrument cluster is a wattmeter rather than a tachometer, with the upper section showing the percentage of power used and the lower section indicating the recuperation.
The left-side meter can be used to show whether the destination can be reached without an interim charging stop. The colours change according to the driving situation: During a boost process, for example, the display changes to white. Depending on mood, or to match the particular interior, the user has a choice of four different styles and 64 ambient colours. There is also a head-up display projected on the windscreen.
The battery pack is situated underneath the middle section of the cabin, so it does not reduce the volume of the boot area, unlike earlier electrified vehicles which had battery packs in the boot. Thus there is a usable width of 1.3 metres and depth of up to 1.4 metres, for a volume of 340 litres. The 40:20:40 division of the rear backrest allows variability in the layout to accommodate longer or more items. Incidentally, the EQA 250 comes with an EASY-PACK tailgate which is just a fancy term for electrically-operated tailgate (which would be expected of a car costing this much) but doesn’t have the handsfree feature.
Electric vehicles are no different from other road vehicles where safety for the occupants is concerned. Mercedes-Benz, a pioneer in automotive safety, has used its long experience to ensure that the occupants of the EQA 250 will be well protected if an accident occurs and has also given thought to other road-users in view of the quietness of its running. It has an acoustic ambient protection alert so pedestrians and cyclists will be aware of its presence. The acoustic presence indicator generates specific Mercedes-Benz sounds outside of the vehicle up to a speed of 20 km/h and it differentiates between driving forward and reversing.
Due to the battery pack, the EQA is heavier than a GLA and more energy needs to be absorbed in the event of a crash. The supporting structures at the front and rear were adapted to accommodate this requirement by the use of thicker materials. And as it carries a battery pack and other high-voltage equipment, more stringent safety measures have to be incorporated.
An aluminium housing as well as the body structure of the vehicle itself protect the battery pack from potentially touching the ground and against loose chippings. The housing is part of the vehicle structure and thus an integral part of the crash concept. The ground clearance of more than 200 mm is a further advantage and the lowest point of the vehicle is not the battery pack but the side skirts.
If the EQA 250 crashes, the high-voltage system can automatically switch off, reversibly or irreversibly depending on the accident severity. This is particularly important for rescuers who may have to touch the vehicle in order to help the occupants to get out. Mercedes-Benz works with rescue services to train them to safely approach an electric vehicle and the EQA is fitted with a special disconnection point which can be used by the rescuers to switch off the high-voltage system. If an impact is detected while the vehicle is hit when it is being charged, the charging process will also be stopped immediately.
Polestar, the Swedish car brand in the Geely Group, began its existence as a racing team before its expertise was used to start developing high-performance Volvos. It must have done pretty good work that Volvo decided to acquire it in 2015 and designate it as a high-performance division. After Geely acquired Volvo, Polestar was made a company on its own specialising in electric vehicles. And as its background was in high-performance products, it is focussed on high performance.
So far, the company has come out with two production models with others on the way. It has shown a concept car called Precept which will become a production model eventually. And more recently, it surprised the automotive world with a second concept car, this time a roadster. Called the Polestar O2, this is a hardtop convertible which shows that even with in the electric age, there will still be sportscars that can offer driving pleasure.
‘Hero car’ for the brand
“Polestar O2 is the hero car for our brand,” said Thomas Ingenlath, Polestar’s CEO. “It opens the door to our ‘secret chamber’ of future potential. This is a taste of what we can design and engineer with the talent and technology we have in-house. It looks incredible, and being able to lower the roof and not hear an engine promises a superb sensation.”
The driving experience with the O2 is designed to be lively, light and full of confidence. Predictability and playfulness are core to exciting, spirited driving. Tight body control, high rigidity and intuitive dynamics are inherent benefits of the bespoke bonded aluminium platform, which is adapted from the upcoming Polestar 5, developed in-house by the R&D team in the UK.
The high quality and rigidity of the bonded aluminium platform are geared towards heightened dynamic response. Handling dynamics are taut thanks also to small roll angles and high roll damping, and the agile, direct steering feel is linear, with great steering torque build-up.
Related to Precept concept
Clearly related to the Precept concept car but with its own distinct character, the look of O2 shows how Polestar’s evolving design language can be adapted to different bodystyles with a strong family resemblance. The low and wide body with an assertive stance, compact 2+2 cabin design, minimal overhangs and a long wheelbase, embody classic sportscar proportions but with a clearly modern, electric feel.
Aerodynamics are manipulated to maximise range, thanks to disguised design features like integrated ducts that improve laminar airflow over the wheels and body sides, and the rear lights that function as air blades to reduce turbulence behind the car.
Sustainability and technology
The O2 also showcases advances in sustainability and technology. A new thermoplastic mono-material features extensively in the interior. The term ‘mono-material’ describes the use of a single base material to manufacture different components. In the O2, recycled polyester is the sole material used for all the soft components of the interior: foam, adhesive, 3D knit fibres and non-woven lamination. This simplifies recycling and is a significant step towards greater circularity, while also reducing weight and waste.
Polestar’s sustainability teams believe that materials should be recycled, not downcycled. In the O2, they have integrated a new method of controlling recycled content and improving circularity of metal components. Different grades of aluminium are used throughout the chassis to help deliver a thrilling driving experience.
These different grades are labelled, allowing them to be recycled more effectively and for their properties to be retained. High grade aluminium remains high grade, while other grades maintain their varied characteristics, allowing for greater material efficiency and a lower requirement for virgin aluminium.
Integrated autonomous drone
As a special feature, the O2 features an autonomous cinematic drone integrated behind the rear seats. Developed in collaboration with Aerofugia’s consumer electronics brand Hoco Flow, the concept drone can be deployed while the car is moving. An integrated aerofoil can be raised to prevent turbulence behind the seats where the drone launches from.
Once in the air, it can follow the car at speeds up to 90 km/h and be set to autonomously record video from above. A control panel on the dashboard allows the driver to choose between an atmospheric sequence – great for a coastline cruise – or a more action-filled sequence with a sportier expression. After filming, the drone can autonomously return to the car. Video clips can be edited and shared directly from the 15-inch centre display when the car is parked.
“We wanted to emphasise the experience you can have with a car like the Polestar O2 in new and unusual ways,” said Maximilian Missoni, Polestar’s Head of Design. “Integrating an autonomous cinematic drone was something that allowed us to push the boundaries on the innovation front. Not needing to stop and off-load the drone before filming, but rather deploying it at speed, is a key benefit to this innovative design.”
Polestar has not said it will make the O2 for sale but given the enthusiastic response to it, perhaps they may consider. In any case, there are three cars confirmed over the next 3 years and each ‘has potential to gradually realise some of the ideas presented by these concept cars’, the company said.
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.”
