Prototype Archives

Subaru running BRZ prototype in Super Taikyu series to test carbon-neutral fuel

While the European carmakers are thinking of phasing out combustion engines, the Japanese carmakers are still trying to keep them in use for a while longer, not just in hybrid powertrains but also on their own. In order to meet increasingly stringent emission standards – one reason why industry is going the EV route – the carmakers are exploring and testing the use of environment-friendly fuels.

Toyota is testing an engine running on hydrogen (as a fuel, not for a fuel cell) while Mazda has been running a 100% biodiesel made from used cooking oil and microalgae fats. Subaru is the third member of the same group of companies exploring new fuels that can be classified as carbon-neutral.

All three companies have formed an alliance for such R&D work and are running their prototypes in the current ENEOS Super Taikyu Series. Toyota’s prototype is adapted from a Corolla hatchback, while Mazda is using a Demio model. Subaru has chosen its BRZ sportscar for the purpose.

The use of the Super Taikyu series is suitable for development work as it subjects the prototype engines to extreme conditions within a short period. Feedback on engine performance will help the engineers identify issues and work on solutions so that fuel options can be expanded for combustion engines which are also acceptable for a carbon-neutral society.

For developing of the prototype, Subaru has over 100 engineers involved in Team SDA Engineering. The engineers made minimal modification to the BRZ to retain mass production vehicle engineering which is reliable. However, racing regulations require safety equipment and the roll cage is an important item to be installed. The structure of the roll-cage was specially designed so that there would be space for EyeSight stereo camera which is used for the active safety systems.

Related stories:
Mazda uses SKYACTIV-D engine wth next-generation biodiesel

Toyota races in Super Taikyu series with hydrogen-fuelled engine

The carbon-neutral fuel is a synthetic fuel formulated by synthesizing sources such as carbon dioxide (CO₂), hydrogen and components derived from non-edible biomasses so as to match with Japanese Industrial Standards (JIS) for petrol It is seen as one of the measures for achieving carbon neutrality as the amount of carbon dioxide emitted during combustion is regarded as neutral.

*Mazda’s Demio prototype (above) runs on biodiesel made from used cooking oil and microalgae fats, while Toyota’s prototype (below) has an engine running on hydrogen.*

When all materials are derived from renewable energy and CO₂ emitted during production and transportation process is zero, the fuel can be considered a truly carbon-neutral fuel. However, since there still is CO₂ emission during production and the transportation process, the fuel used at this time is not strictly carbon-neutral. Subaru is aiming to make it 100% carbon neutral in the future.

The livery of the race car features the motif of blue and green flame which respectively symbolize the passion of Subaru engineers and environmental friendliness of carbon-neutral fuel.

Hyundai Motor Group aims to take lead in technology for future hydrogen society

The Alpine A4810 Project by IED

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.

A6 Avant e-tron concept previews Audi’s future electric stationwagon

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.

Audi grandsphere concept shows Audi’s future electric flagship and technology

UKM team completes development of two hydrogen fuel cell electric vehicles (FCEVs)

Fuel cells, originally developed for spacecraft, use hydrogen in a chemical reaction that can generate electricity that can then be sent to the battery pack. Hydrogen is chosen because it is readily available and renewable, and a Fuel Cell Electric Vehicle (FCEV), like a Battery Electric Vehicle (BEV), generates no emissions although water is formed. The FCEV approach would be more ‘green’ as it generates its own electricity rather than drawing it from power stations that themselves may generate emissions.

*The two prototype FCEVs developed by the UKM Fuel Cell Institute (Sel Fuel) team.*

The auto industry has been developing FCEVs for some years and companies like Toyota and Honda have even sold such vehicles. Now a team from the Fuel Cell Institute (Sel Fuel) at University Kebangsaan Malaysia (UKM) has also developed hydrogen FCEVs in collaboration with industry partners through the modification of electric vehicles.

Professor Ir. Dr. Siti Kartom Kamarudin and Associate Professor Dr. Mohd Shahbuddin Mastar @ Masdar from the UKM Fuel Cell Institute, who led the R&D team, developed the UKM FCH2HC, a mini version of a hybrid SUV, and the UKM-FCH2B, a buggy.

According to Siti Kartom, the UKM-FCH2B is unique as the battery has been replaced with a fuel cell system as an electrical power source to improve the buggy’s operational efficiency, as well as a 3000W stationary power generator for electrical appliances (campers will love the idea).

*In order for FCEVs to be used, there will need to be hydrogen stations set up for them to refuel with hydrogen. Such station are only just being set up in limited numbers in more advanced countries.*

“The UKM-FCH2HC is a hybrid vehicle that combines a fuel cell and a battery in a 0.5 ratio, with each power source capable of providing a capacity of up to 10 kW, allowing the vehicle to travel further. The fuel cell system is equipped with humidifiers and water coolers as supporting units to ensure optimal system performance at all times,” she said.

“During the chemical reaction, hydrogen and oxygen combine to produce electrical energy and harmless water vapour as a by-product, making hydrogen safe because it does not contaminate or harm the surrounding environment, unlike liquefied petroleum gas,” she explained.

*How a fuel cell generates electricity from hydrogen.*

Project began 15 years ago
“We began this project about 15 years ago with fundamental research to develop high-quality catalysts and membranes. Only in the last 3 years have we been able to bring together all of the fundamental components needed to develop the vehicle’s system,” she said. “As both the SUV and buggy will be used on campus, the speed is limited to 60 km/h. My team and I are looking forward to working on a second generation of the vehicles with increased capacity.”

Quick refuelling time
Mohd Shabuddin added that the quick charging time of a FCEV is a significant advantage. Fully electric vehicles require 7 to 8 hours to charge, depending on the charging station and battery capacity. FCEVs, on the other hand, offer faster refuelling times that can take less than 3 minutes depending on the pressure [of the hydrogen supply],” he said.

He added that one of the most difficult aspects of developing hydrogen cell fuel vehicles is their high cost. “We believe in the country’s direction toward greener energy will result in mass production of these vehicles, lowering the cost of production. The recent 12th Malaysian Plan includes hydrogen as one of the government’s renewable energy initiatives to develop hydrogen-powered vehicles, which I believe is a good start for the future of this technology,” he said.

*Hydrogen FCEV models have been on sale to the public from Hyundai (top), Honda (middle) and Toyota (above).*

The UKM Fuel Cell Institute has also been appointed as the Head of the Research Excellence Consortium Programme in the Transportation and Mobility category by the Ministry of Higher Education. The launching of the FCEVs recently symbolises the support and commitment of UKM towards Malaysia’s Low Carbon Mobility Development Plan 2021-2030 to reduce greenhouse gas up to 45% by 2030 and to be listed as a carbon-neutral country by 2050.

The next step after BEVs
FCEVs would be the next step after BEVs but even in advanced countries like America and Japan, the hydrogen fuelling network is small. The Japanese government has a plan to expand the hydrogen network as it wants to create a ‘hydrogen society’ that can be carbon-neutral. However, the costs are still high at this time and although there are FCEVs in use, the number is relatively small to justify investment in hydrogen stations for FCEVs to refuel.

Hyundai Motor Group aims to take lead in technology for future hydrogen society

DS E-TENSE PERFORMANCE – a very high-performance mobile laboratory

While the extreme design of the E-TENSE PERFORMANCE may make it seem like just a showcar, it is actually intended for use as a high-performance laboratory by DS Automobiles, the spin-off brand from Citroen which became a standalone brand.

The prototype has been conceived to accelerate the development of technology for the future of DS Automobiles design. It has been devised, developed and created by DS Performance, which has been successfully participating in the single-seater electric Formula E series.

*DS Performance has been participating in single-seater electric Formula E series with the French-Chinese TECHEETAH team since 2016.*

“Our objective is to apply the experience acquired in Formula E and the expertise that we’ve taken from our international titles to a project which predicts the high-performance electric car of tomorrow. It is a laboratory that we will use to analyse the behaviour of components and to develop them with a view to future manufacturing. The idea is also to find solutions to lower costs, make them easier to manufacture and explore implementations in production models. The next generations of the E-TENSE range will benefit from these developments,” said Thomas Chevaucher, Director of DS PERFORMANCE, the brand’s motorsports division.

Up to 8,000 Nm
The powertrain is made up of two electric motors giving a combined power of 600 kW (250 kW at the front, 350 kW at the back) corresponding to 815 hp and torque of 8,000 Nm at the wheels. Taken straight from DS PERFORMANCE developments for Formula E, these two electric motors prioritise the use of energy in the most effective way. If, physically, the DS E-TENSE PERFORMANCE keeps a braking system with discs and pads for safety, only the regeneration system is used for braking.

The battery pack is one of the fundamental parts of the very high-performance mobile laboratory. It is compact and housed in a carbonfibre-aluminium composite envelope. This is situated in a central rear position for optimum weight distribution. The battery pack, using experience from electric car racing, is developed jointly with TotalEnergies and its subsidiary Saft. It uses innovative chemistry and an immersive cooling system for cells – at odds with current technology – thanks to a bespoke design of Quartz EV Fluid solution. This battery permits phases of acceleration and regeneration of up to 600 kW, enabling the exploration of new avenues for future generations of production vehicles.

The design language
The DS Design Studio Paris was responsible for the extreme form with a frontal appearance that has a new surface for expression in place of the grille. Already suggested by the DS AERO SPORT LOUNGE, this treatment combines the DS Automobiles logo with a 3-dimensional effect that displays a special welcome sequence.

On either side, new daytime lights combine technology and design with unprecedented thinness to give a wide span of light (made up of 800 LEDs). Two cameras are used instead of headlamps, providing a visual identity while enabling useful data to be collected while on the move.

To go with the aerodynamic lines, the bodywork introduces a ‘beetle-effect’ interference colour. Depending on exterior conditions and the viewing angle, the perception of the colour changes and gives a striking contrast against the gloss black surfaces stretching to the bonnet.

The cockpit has been conceived to gather data. Bucket seats and a Formula E steering wheel create an ambience devoted to high performance but there is also comfort and attention to detail. An in-car FOCAL Utopia sound system with a pair of exclusive Scala Utopia Evo speakers give a unique signature sound.

Formula E’s Gen2 EVO racing cars will run for the last time in Season 8 in 2022, with Gen3 being used in 2023

Pushing prototypes to the limits – and having fun as well

The engineers who have to test prototypes go all over the world to places with extreme environments. Their job is to see how the future model will perform in the toughest conditions on the planet and collect data that will help them ensure reliability and durability. Much of the time, the work can be monotonous as it’s not a joy-ride and the vehicles must be driven in specific ways… and not always at high speeds.

For Polestar’s engineers, there are occasions when they must enjoy their work, especially when within the Arctic Circle where the company’s intense winter testing programme runs for 15 weeks from December to March every year. Teams of engineers pushing prototypes to the limits in harsh conditions that can be as low as -35 degrees C.

It’s not just components that are tested but also the prototype’s driving dynamics. “Tuning a chassis on snow and ice allows us to develop our cars in what feels like slow motion and with better accuracy,” said Joakim Rydholm, Polestar’s chief chassis engineer who has led the dynamic development of Polestar vehicles for over a decade and advocates tuning in this extreme environment.

“With such low levels of grip, we can feel and analyse the dynamics at a much slower pace than on tarmac, which means we can really fine-tune the way our cars behave, down to the smallest details. This is my absolute favourite place to develop cars,” he revealed.

To exhibit this expertise, and being a rally driver in his spare time with numerous trophies to his name, Rydholm created the unique Polestar 2 ‘Arctic Circle’ as a one-off special version that brings winter rally inspiration to a Polestar for the first time.

The base car, a Polestar 2 Long-range Dual motor with Performance Pack, has several specific modifications. The ride height is higher (+30 mm), with increased power and torque output (350 kW and 680 Nm) and custom-made 19-inch studded winter tyres, each having 4 mm metal studs (490 per tyre). These give the Polestar 2 Arctic Circle the mechanical credentials to be quick and agile on snow and ice.

In combination with springs that are 30% softer, the 3-way performance Ohlin’s dampers, specially designed and tuned for this car together with Ohlins, are set to 9 clicks front and rear and feature auxiliary adjustment chambers. The standard 4-piston Brembo front brakes are good enough, so they are retained without changes.

The front bumper has a carbonfibre skid plate for additional under-body protection. The front and rear strut braces have been fitted to increase torsional rigidity and steering responsiveness. A new prototype launch control system has also been integrated via steering wheel-mounted paddles. And just in case the drivers get stuck in snow far away, a carbonfibre snow shovel and a recovery strap are mounted in the rear of the car as well.

Visually, rally inspiration has seen the fitment of 19-inch OZ Racing rally wheels, four Stedi Quad Pro LED front lights and a unique exterior livery in matte grey and white. Inside, there are custom-upholstered Recaro front bucket seats in charcoal with Swedish gold branding.

“I wanted to have more fun than usual with this car – really being able to push it in terms of performance and handling in a winter environment like a frozen lake. The balance and predictability we have achieved with the raised ride height and specialised tyres are particularly noticeable when you enter a bend completely sideways, with a bigger-than-usual smile on your face, and in total control,” said a happy Rydholm, adding that the Polestar 2 Arctic Circle is a one-time-only showpiece there are no production plans.

Experimental Polestar 2 with higher output shown at Goodwood Festival of Speed

STI builds 1,088 ps electric prototype as a near-future motorsport study project

Subaru Tecnica International, the carmaker’s motorsports division which Subaru fans know more as ‘STI’, is looking ahead to the era of electrified vehicles, and inevitably a time will come when motorsports will go fully electric. As it is, there is already a single-seater all-electric series (Formula E) and in the recently-ended Dakar Rally in Saudi Arabia, Audi entered three electrically-powered rallycars.

To prepare for the new era, STI has initiated the E-RA Challenge Project as a near-future motorsport study project. This project (‘E-RA’ stands for ‘Electric-Record-Attempt’) has the aim of gaining experience and training of new technologies in the world of motorsports in the carbon-neutral era. The insights gained from this project will help Subaru contribute to the future electrified society.

To complement the studies that will be carried out, STI has developed the STI E-RA concept car which is on display at the Tokyo Auto Salon this weekend. The first goal of this model is to try to record a lap time of 400 seconds (6 minutes 40 seconds) in a time attack at Germany’s Nurburgring circuit from 2023 onwards. Before then, driving tests will be conducted at circuits in Japan during 2022 as part of the development program.

Subaru’s strength and long experience in in all-wheel control technology will be used to develop systems for the control of the high outputs. With 4 motors, these will reach maximum system output level of 800 kW (1,088 ps) and reach the road using proprietary 4-wheel torque vectoring technology

The unique torque vectoring system is a technology that equalizes the balance to the grip limit of each of the 4 wheels with a driver-focused control system. It raises the grip level to the maximum and stabilizes car body position.

In order to obtain the maximum effect, the best way is to independently apply the optimum drive torque to the 4 wheels as the load shifts. To realize this, the system calculates the signals from sensors in wheel speed, vehicle speed, steering angle, g-force, yaw rate, brake pressure, and wheel load, determines the drive/braking torque of each wheel to gain a target stability factor, and provides instructions to the inverter.

For the motors, a high-torque high-revolution type with an integrated inverter and a gear for hyper EVs, which were developed and supplied by Yamaha Motor have been adopted. This motor is driven by a lithium-ion battery with a storage capacity of 60 kWh.

The structure where the motors are directly attached to the 4 wheels enables a high level of responsiveness and a direct control of the yaw of the car body. Since this is considered to be a system which can maximize a vehicle’s kinetic performance, and is included in the regulations for future motorsport (FIA E-GT), STI will follow the direction for development.

Subaru Solterra EV unveiled in Japan, to go on sale in mid-2022

Sony has developed a second EV and this one’s an SUV

At CES 2020 (the major consumer electronics trade show in Las Vegas), the Sony Group announced that it would be venturing further into the mobility business, with a sleek prototype car called the VISION-S. At that time, though, what it displayed seemed to be a concept car to show off various technologies, which is also done by other electronics companies

However, the company was actually going further with the concept car and began quietly developing it into a running prototype. By CES 2021, it revealed that there was a running prototype and it was being tested on public roads and on a test track in Austria. Engineers also started verification tests of the safety and user experience of the imaging and sensing technology installed inside and outside the vehicle, along with the human-machine interface (HMI) system.

*The VISION-S 02 concept (left) joins the original VISION-S 01 prototype.*

Second prototype displayed
At CES 2022 this week, Sony has not only provided an update on the progress of the project but is also displaying a second prototype, the VISION-S 02. This has a SUV design as a new form factor and rides on the same EV/cloud platform as the original VISION-S 01 prototype. By offering entertainment experiences utilizing the large interior space and variations of a 7-seater, this new prototype will promote the accommodation of a large variety of lifestyles within a society where values are becoming increasingly diversified.

The VISION-S 02 measures almost 4900 mm long and 1930 mm wide, which is about the size of a Lexus RX300. It has 200 kW electric motors powering the front and rear wheels so there’s all-wheel drive and the claimed top speed is expected to be over 180 km/h.

Advanced sensor system
Electronics are obviously one of Sony’s strengths and it has been developing a sensors system to support the driver. The system recognizes and analyzes the surrounding environment in real-time, using sensors installed to cover all around the vehicle. These sensors include high-sensitivity, high-resolution, wide dynamic range CMOS image sensors and LiDAR sensors that accurately sense 3-dimensional space.

In addition, the system provides intuitive driver interaction in conjunction with the vehicle’s sound system and HMI system, so that the driver can accurately judge the status of the surrounding environment, such as the presence of emergency vehicles, even from inside the vehicle.

Time-of-Flight (ToF) sensors are used to provide monitoring functions for driver authentication and to watch over passengers. They also support intuitive gesture and voice commands that are intended to enhance usability of the car interface. Additionally, in order to deliver an environment that suits each user’s preferences, the vehicle will include a new function that allows users to customize the display theme and the acceleration and deceleration sounds of the vehicle.

Vehicle settings, key locks, and user settings can be synchronized by linking the vehicle to the cloud using mobile communication, including 5G communication, which features low-latency, high-capacity, and high-speed capabilities. In addition, since updates are reflected in the vehicle via over the air (OTA), it is possible to provide security and evolve service functions and value-added offerings continuously.

5G connectivity
5G driving tests were also conducted from April 2021, the next-generation network connectivity enabling a continuous connection between the in-vehicle systems and the cloud, in order to synchronize data and control signals, and update the systems OTA (Over The Air).

“Real time mobile communication turns cars into databases on wheels. In our 5G Mobility Lab, the VISION-S Prototype learns to communicate in real time. Together with Sony, we are preparing the first prototype for 5G so that in the future new features can be imported into the car over the air and with a simple software update,” said Hannes Ametsreiter, CEO of Vodafone Germany, which is collaborating with the Japanese company.

Utilizing Sony’s in-house technologies and knowledge of communication technology and security cultivated through the development of smartphones, it has positioned remote operation as an important technology in anticipation of the arrival of the autonomous driving era.

Enriching the mobility entertainment space
The seat speakers, which create a three-dimensional sound field, and the streaming service compatible with ‘360 Reality Audio’ provide an immersive music experience. The high quality would only be expected from Sony, which has a strong reputation in this field.

In addition, to provide a high-quality movie experience, the VISION-S models include the fully integrated digital video service ‘BRAVIA CORE for VISION-S’. The service enables shared or individual video playback on the front panoramic screen and individual rear-seat displays. Further extending the possibilities of in-vehicle entertainment, gaming capabilities have expanded to being able to play PlayStation games through a remote connection to a console at home, in addition to the ability to play streaming games through the cloud.

To make the best use of AI and robotics technologies, Sony will soon establish an operating company called Sony Mobility Inc., through which the company intends to explore entry into the EV market.

New BMW i7 electric luxury flagship in final stages of testing, will launch later in 2022

It may seem like a fun job being a test-driver in a car company, driving prototypes of new models long before they are revealed to the world. While there may be some element of enjoyment at certain times, the work of a test-driver is largely planned and precisely run to verify performance as well as test many different parts and systems in a variety of conditions.

Every new vehicle must go through such demanding test programs and depending on the model, it might be in different parts of the world. The BMW i7, for example, is now entering its final phase of development work and is being tested in extreme road and weather conditions. It will be launched later this year, along with the new 7-Series.

During so-called hot-region testing on tracks and public roads all over the world, the development engineers primarily verify the performance and reliability of the electric motors, the all-wheel drive and the high-voltage battery when being exposed to maximum stress from high temperatures, unpaved roads, dust and large differences in altitude. They will travel over gravel tracks into deserts, into the mountains and on a whole series of highly dynamic routes, besides BMW’s own test courses.

The endurance test in the hot regions of various countries and continents serves in particular to test and safeguard all components of the electric drive system. The components of the fifth-generation BMW eDrive technology developed for the i7 demonstrate their unrestricted functionality – even under the most adverse conditions when being used continuously in extremely high outside temperatures, permanent sunlight and dry conditions.

Within a firmly defined test programme for the prototypes, loads are simulated that correspond to the challenges faced by a series-production vehicle during a complete product life-cycle. Supported by sensitive on-board measurement technology, experienced test engineers register every reaction of the electric motors, the high-voltage battery, drive control and the integrated cooling system as well as the charging technology and energy management to weather and road-related influences.

The testing programme, which covers tens of thousands of kilometres, includes long-distance and high-speed driving as well as stop-and-go traffic in high temperatures. In addition, test sections with particularly large differences in altitude were selected at the hot-region test sites. In this way the temperature behaviour of the electric motors and the torque control of the all-electric BMW xDrive can be analysed during a particularly dynamic and long-lasting uphill drive.

To further increase the load on the drive system, the test programme also includes mountain driving in trailer mode. At the same time, the high-voltage battery shows how it able to continuously deliver peak power to supply the e-motors. As an extreme scenario and a particular challenge for energy management and power electronics, the test also involves driving downhill with a high-voltage storage system that is already fully charged at the start and can therefore no longer absorb any recuperation energy.

The gruelling hot-region test procedure is also used to put the performance of the air-conditioning and other on-board electronics, as well as the temperature resistance of the materials used in the interior, to a particularly tough test. This is all to ensure that the world’s only purely electrically powered luxury sedan will delivers reliable performance in any situation, anywhere in the world.

BMW Group Malaysia moves into next phase of electrification with new BMW i model range

Geely’s Zeekr EV brand to collaborate with Waymo to develop autonomous vehicle

Zeekr, the premium electric brand in the Geely Holding Group, is less than a year old, having been established early this year. Its first product, the 001, was introduced in April as the flagship of the Zeekr range, with first deliveries starting three months ago. . In the next 5 years, the young carmaker plans to introduce 6 different models to the market.

The electric mobility technology and solutions utilize Geely’s Sustainable Experience Architecture (SEA), with in-house developed battery technologies, battery management systems, electric motor technologies and electric vehicle supply chain support.

Zeekr collaborates with Waymo
Besides its own line of production, Zeekr is also collaborating with Waymo, an American which specialises in autonomous driving technology development. It is a subsidiary of Alphabet Inc, the parent company of Google. With Waymo, Zeekr will develop a new fully electric vehicle for use by the Waymo One autonomous ride-hailing fleet in the USA.

The plan
The new purpose-built mobility vehicle is being designed and developed at Zeekr’s R&D facility, CEVT (China Europe Vehicle Technology Centre) in Gothenburg, Sweden. This facility has a proven track record in developing class leading vehicles for the wider Geely Holding Group. Under this collaboration, Zeekr will be designing and developing the future vehicle on a new proprietary and open-source mobility architecture. Waymo will take delivery of the vehicles in the United States and will then integrate its fully autonomous Waymo Driver into the vehicle platform.

The new vehicle will be designed to be rider-centric from the outset, setting a new benchmark for autonomous vehicles. The new Zeekr vehicle has been designed for autonomous use-cases and will come with a fully configurable cabin, both with and without driver controls, that can be tailored towards rider requirements of Waymo’s unmanned ride-hailing fleet.

“Zeekr was born on the ideals of equality, diversity, and sustainability. By becoming a strategic partner and vehicle supplier to the Waymo One fleet, we will be able to share our experience, ideals and provide our expertise in collaborating on a fully electric vehicle that fits Waymo’s requirements for this rapidly expanding segment in the global market for sustainable travel,” said Andy An, CEO of Zeekr Technology.

‘Rider-first’ vehicle design
Waymo will integrate its ‘Waymo Driver’ into the new vehicle which is designed to prioritize the comfort, convenience, and preferences of users. The ‘rider-first’ vehicle will have a flat floor for more accessible entry, easy ingress and egress thanks to a B-pillarless design, low step-in height, generous head and legroom, and fully adjustable seats. It will have full compliance with U.S. federal vehicle standards and eventually be without a steering wheel and pedals.

*The new autonomous vehicle developed with Geely will join this fleet that includes a hybrid Chrysler Pacifica and Jaguar I-PACE.*

Tested in various conditions and climates
Waymo services have been tested in dozens of American cities spanning a diverse range of conditions, climates and topographies. They include New York City, which is the most densely populated city in the country, with busy avenues, unusual road geometries, complex intersections, and constantly evolving layouts.

*The prototype vehicle used for the development of Waymo’s autonomous technologies.*

The Waymo fleet that the Zeekr vehicle will join has hybrid Chrysler Pacificas and Jaguar I-PACE BEVs. It’s now been over a year that the company has been offering the world’s first commercial fully autonomous ride-hailing service – with no human driver behind the wheel – in the state of Arizona. Tens of thousands of rider-only trips have been done and more people are discovering the convenience of this type of mobility.

How Waymo is preparing self-driving technology

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