Polestar has revealed an experimental version of the Polestar 2 at the Goodwood Festival of Speed in England this weekend, where it was raced up the hillclimb at the venue. While the standard Polestar 2 – which uses a fully electric powertrain – has an output of 300 kW (408 hp), the experimental model generates up to 350 kW (476 hp).
The project was proposed by the company’s CEO, Thomas Ingenlath, who wanted to push the boundaries of the performance fastback’s design and performance potential. “I challenged the design and engineering teams to play with Polestar 2 and come up with something that makes a strong statement for Goodwood. We want to flex our muscles and explore opportunities,” he said.
“For a few months, I have enjoyed driving another experimental Polestar 2, nicknamed ‘Beast’, around our Gothenburg campus, which inspired the team to come up with this version for Goodwood,” he revealed.
Besides the higher output from its two electric motors, the car has been given a stronger stance, with a wider track (+10 mm on each side) and 30 mm lower ride height. Widened wheel arches have been fitted, necessary to house the 9×21-inch wheels and 6-piston Akebono front brakes from the Polestar 1. The 275/30R21 Pirelli PZero Rosso performance tyres are also carried over from the Polestar 1.
The springs have been stiffened by 80% at the front and 40% at the rear compared to the original performance units, and the adjustable Ohlins DFV dampers have been upgraded to Ohlins 3-way performance dampers which are approximately 30% stiffer than the road and track originals. To further increase rigidity, the carbonfibre front suspension strut bar from a Volvo S60 Polestar Engineered has been fitted, complemented by a custom-fabricated rear strut bar.
“This car is what happens when we are given freedom to go beyond our limits,” said Joakim Rydholm, Polestar’s chief chassis engineer. “We already have such great handling and performance characteristics in Polestar 2 but when Thomas asked me to make something special for Goodwood, I was really excited to up the stakes.”
In addition to the mechanical upgrades, the car features updated front and rear bumpers. The car is finished in Snow Matte with a Magnesium Matte racing stripe, colour-coded front grid and glossy black mirrors. Bumpers and side skirts feature an additional colour-coded design accent. The wheels feature dual tonality of glossy and matte black surfaces.
Standard Polestar 2.
“It’s always exciting to push a little bit further. This is one of the benefits of being a start-up like Polestar – we don’t have a mould to fit into so we can experiment with fun projects like this,” added Maximilian Missoni, Head of Design.
Although there have been prototypes of flying cars for many decades, it’s only in the past few years that the idea has become a more serious venture. Even Audi and Porsche have, with aerospace partners, looked into developing vehicles that can fly as well as be driven along roads. In many cases, it appears that the potential usage is not for personal, individual transport but as taxis or transporters.
At the Russian Academy of Sciences, a flying car project is now underway under the framework of the Foundation for Advanced Research ‘Cyclone’. The project, undertaken by the academy’s Siberian branch of the Institute of Thermophysics, is for the development of an aeromobile called the Cyclocar.
Cyclic propellers and hybrid powerplant
The method of lifting the vehicle off the ground uses cyclic propellers which are powered by electric motors from a sequential hybrid powerplant with a petrol combustion engine or a turboshaft engine employing a gas turbine.
The advantages of using cyclical propellers are fast control of the thrust vector through 360 degrees, low noise level, and compactness. A cyclic propulsion device is one of the most complex aerodynamic devices to design but scientists and engineers of the Novosibirsk Institute of Thermophysics have been able to solutions to the inherent problems.
During the first stage of work, ground tests of a cyclic propeller with a diameter of 1.5 metres were carried out. The results obtained during the tests on traction and consumed electric power fully confirmed the viability of the concept for powering the Cyclocar.
As the pictures show, the cyclic propellers will be installed at the side of the body with their frames. Special attention is being given to the design of the propeller frames to prevent people from being close to them while they are spinning as well as to resist damage from foreign objects.
More compact than a helicopter
The dimensions are 6.2 metres in length and 6 metres in width. Besides the compact dimensions in comparison with helicopters, a useful capability is landing on an inclined surface (up to 30 degrees) and docking against vertical surfaces like buildings.
The Cyclocar is expected to be able to take a payload of 600 kgs with 6 persons on board. Its maximum speed will be up to 250 km/h and it will have a flying range of up to 500 kms. The present layout has boarding from both sides as well as the rear where there is a ramp that can be lowered at any angle. The interior configuration can be varied to carry long items or even medical modules for use in disaster areas.
Like driving a modern car
The designers expect that operating the Cyclocar will be no more difficult than driving a modern car. It can be flown by the operator on board or remotely controlled, with the possibility of being used like a drone. The pilot-operator can, if needed, use manual control or automatic control, depending on the situation.
The next phase will see prototypes being built for flight tests and a fully functional Cyclocar is expected to be ready for production in 2024. The vehicle is intended for use by the military rather than the civilian sector.
The Audi Air Taxi developed in collaboration with ItalDesign and Airbus, was shown in 2018.
Even after you recover from COVID-19 infection, your quality of life may be affected and you may suffer for a long period after that. Avoid being infected by taking the necessary measures to protect yourself as well as others, and get vaccinated as well.
Aiming for net zero carbon emissions by 2039, in line with the Reimagine strategy announced last month, Jaguar Land Rover’s (JLR) aim includes zero tailpipe emissions from its vehicles by 2036. This means that internal combustion engines will no longer be used. Electrical power is the most viable solution for future powertrains as they will have zero emissions, and JLR is developing various prototypes.
Fuel cells, spin-offs from the space program, are being considered by a number of manufacturers, some of whom already have commercialised fuel cell electric vehicles (FCEVs). JLR is also looking to use a hydrogen fuel cell and is developing a prototype FCEV based on the latest Land Rover Defender.
Advantages of hydrogen FCEV
FCEVs, which generate electricity from hydrogen to power an electric motor, are complimentary to battery electric vehicles (BEVs) on the journey to net zero vehicle emissions. Hydrogen-powered FCEVs provide high energy density and rapid refuelling, and minimal loss of range in low temperatures, making the technology ideal for larger, longer-range vehicles, or those operated in hot or cold environments.
Since 2018, the global number of FCEVs on the road has nearly doubled while hydrogen refuelling stations have increased by more than 20%. By 2030, forecasts predict hydrogen-powered FCEV deployment could top 10 million with 10,000 refuelling stations worldwide.
JLR’s advanced engineering project, known as Project Zeus, is partly funded by the government-backed Advanced Propulsion Centre, and will allow engineers to understand how a hydrogen powertrain can be optimised to deliver the performance and capability expected by its customers: from range to refuelling, and towing to off-road ability.
The Defender’s platform, which can accommodate combustion engines as well as hybrid powertrains, is also being used for the development of a fuel cell electric vehicle.
The project also has other partners involved such as Delta Motorsport, AVL, Marelli Automotive Systems and the UK Battery Industrialisation Centre (UKBIC) to research, develop and create the prototype FCEV with testing scheduled to begin this year. The testing, in the UK, will verify key attributes such as off-road capability and fuel consumption.
“We know hydrogen has a role to play in the future powertrain mix across the whole transport industry, and alongside battery electric vehicles, it offers another zero tailpipe emission solution for the specific capabilities and requirements of Jaguar Land Rover’s world class line-up of vehicles. The work done alongside our partners in Project Zeus will help us on our journey to become a net zero carbon business by 2039, as we prepare for the next generation of zero tailpipe emissions vehicles,” said Ralph Clague, Head of Hydrogen and Fuel Cells for Jaguar Land Rover.
A Land Rover factory in the UK.
Producton facilities are carbon neutral
JLR was the first UK automotive manufacturer to have met the internationally recognised PAS 2060 standard for carbon neutrality across its vehicle manufacturing assembly operations and product development sites. In January last year, its facilities completed a second consecutive year being certified as carbon-neutral by the Carbon Trust. Together, these sites represent 77% of JLR’S global vehicle production.
The Carbon Trust re-certification is part of the carmaker’s journey to ‘Destination Zero’, after it was originally achieved two years ahead of a commitment to operate carbon-neutral UK manufacturing by 2020.
Abarth is an old name in the European car industry, with a history going back to 1949. It was an independent company back in the days when even small companies could do okay even with small volumes. But by the 1970s, as competition increased, it was a challenge if you didn’t have sufficient size and so Abarth was taken in by the Fiat group where it has remained to this day (continuing its existence in the Stellantis Group).
Historically, Abarth has been a performance brand (and this was long before such a term came into use). After all, founder Carlo Abarth was sporting director of the Cisitalia factory racing team which ceased operations and led to him founding the company. Later, when acquired by Fiat, Abarth was responsible for motorsport activities to make use of its long experience.
Strong presence in motorsports
The 1960s were probably the period the brand was well known in motorsports, having a presence in sportscar racing and hillclimbs and challenginf Porsche and Ferrari. One of the sportscars from this period of its history was the Abarth 1000 SP. This was an ambitious and revolutionary project where the ‘SP’ indicated Sports Prototype, a covered-wheel car made exclusively to compete in racing competitions, with few models actually built.
Built in 1966, the car was a light and powerful spider featuring simple, low and streamlined shapes. The technical and stylistic excellence of this car soon led to an outstanding series of victories – both for teams and private customers – which further contributed to reinforcing the Abarth brand’s sporting prestige.
Although few cars were built, the story of the Abarth 1000 SP did not end in the 1960s. In 2009, Abarth and Alfa Romeo (also in the Fiat empire) renewed their bond and looked at how to expand the range of the Abarth brand. Various alternatives were considered, including that of a reinterpretation of the 1000 SP involving the creation of a medium-sized sportscar with an attractive silhouette and essential lines
2013 Alfa Romeo 4c
The Alfa Romeo 4C
This concept – a light car with an excellent weight/power ratio – became the basis of two distinct projects, which were developed in parallel. The first was that of the new Abarth 1000 SP, while the second focussed on another car which would soon continue the tradition of Alfa Romeo sportscars: the 4C. The Alfa Romeo 4C went into production but the 1000 SP project remained at the draft stage.
In 2021, the modern 1000 SP has finally been built, albeit as just one unit. The new Abarth 1000 SP project was shaped fully in line with its forerunner – the points and lines of the original car’s design have been respected, to ensure continuity between the sportscar of the 1960s and the concept car of the new millennium. In between lay the creative process and the rediscovery of an ambitious idea.
A ‘remastering’ operation
The spark for the revival of the old project came from the same mathematics as the prototype imagined in 2009, subjected to a ‘remastering’ operation to advance and perfect the car’s ultimate design. Furthermore, it would also be an evolution of the Alfa Romeo 4C, benefitting from another decade of technological advancements,
The 2021 1000 SP is an organically balanced car, in which three key design principles that were embedded in the original model of the 1960s have been respected – its lightness; the aerodynamics; and ergonomics. And being a sportscar, this concept is embodied in the optimisation of vehicle control, and how one ‘feels at ease’ on board, in terms of spacial and dimensional perception, and of driveability.
Echoes of ancestor
All three elements have played a fundamental role in the design of this one-off car. The lines and aesthetic elements that shaped its ancestor echo strongly in the new 1000 SP which also echoes the layout of the central-engined spider. The cockpit windscreen, which protects even the tallest drivers from strong airflow, boasts the famous sculpted side deflectors, with a low profile sweeping up towards the roll-bar. The roll-bar is deliberately exposed, further underlining that fact that that this is a genuine spider.
The rear geometries emphasise the perfect harmony between the back headlights and exhausts, and also the open slots for engine cooling which were present on its ancestor. The paintwork is categorically red and the characteristic air intakes appear all over the car body. The lights too respect the minimalist scheme of the historic 1000 SP, with point-like headlamps on the nose and a single pair of round headlights at the back, to emphasise the car’s width.
Under the “skin”, the tubular frame of the historic Sport Prototype is replaced by a hybrid frame with the central cell in carbonfibre and the front in aluminium. This helps keep the car’s dry weight to just 1,074 kgs.
Like the Alfa Romeo 4C. the 1000 SP also has a powerful 1.8-litre supercharged 4-cylinder aluminium central engine. This is tuned to deliver up to 240 bhp, giving a top speed capability of over 250 km/h.
The Mercedes-Benz EQ brand continues to grow each year with the addition of new all-electric models every year. In time, besides the sedans and SUVs we have already seen, there will be other model types just like the range for models with combustion engines. Next to come will be a small van and its appearance is shown in the Concept EQT.
New T-Class
This is a near-production concept vehicle that will be the first premium vehicle in the small van segment which Mercedes-Benz has designated the new T-Class as its representative. Besides the electric variant, there will also be other variants with combustion powertrains. While this new class has nothing to do with the old ‘T’ models that were stationwagons, it does offer storage versatility.
“We are expanding our portfolio in the small van segment with the forthcoming T-Class. It will appeal to families and all those private customers, whatever their age, who enjoy leisure activities and need a lot of space and maximum variability without forgoing comfort and style. The T-Class provides them with an attractive introduction into the world of Mercedes-Benz. And as the Concept EQT shows, we are consistently implementing our claim to leadership in electromobility and will also be offering a fully electric model in this segment in the future,” said Marcus Breitschwerdt, Head of Mercedes-Benz Vans.
EQ design DNA
The Concept EQT will be immediately recognisable as a member of the Mercedes-EQ family with the characteristic black panel front and LED front headlights that flows seamlessly from the bonnet and gleams with a star pattern. The different-sized stars with a 3D effect are featured throughout the vehicle exterior.
Explaining the design, Gorden Wagener, Chief Design Officer Daimler Group, said the Concept EQT is a new, holistic van with the Design DNA of ‘Sensual Purity’. “Sensuous shapes, elegant trims and sustainable materials show that this van clearly belongs to our Mercedes-EQ family,” he said.
The interior space, which can accommodate 7 persons, is characterised by an elegant contrast of black and white. The seats are upholstered in white nappa leather and the plaited leather applications on the seat centre panel comprise recycled leather.
The instrument panel in a sensual design is also particularly eye-catching. The upper section is shaped like a wing profile with the appearance of a seashore pebble and fuses dynamically with the instrument cluster. Round air vents in high-gloss black, galvanised trim elements and the multifunction steering wheel with Touch Control buttons underline the high quality, modern appearance.
Intuitive, self-teaching MBUX
Like every new Mercedes-Benz model, the MBUX infotainment system (Mercedes-Benz User Experience) is present. The system can be conveniently operated using the free-standing central display with touch function, the touch control buttons on the steering wheel and the ‘Hey Mercedes’ voice assistant. It has the ability to ‘learn’, thanks to artificial intelligence. MBUX will be able to anticipate what the driver would like to do next with the help of predictive functions. For instance, if someone regularly calls a certain person on Fridays on the way home, the system will suggest their telephone number on the display on this day of the week.
In the high-resolution infotainment system media display, the EQ tile in the main menu serves as a central point of access to the specific displays and settings. These include the charging current, departure time, energy flow and consumption histogram. The media display can also be used to operate the navigation as well as the driving modes. On the move, it will display charging stations, the electric range and optimized route planning taking into account the charge level, weather or the traffic situation.
Maximum variability and functionality
The Concept EQT, which has an overall length of 4945 mm (22 mm longer than an E-Class sedan), has sliding doors on both sides. The openings have been made as wide as possible so that both full-sized individual seats in the third row can be reached without difficulty. If more space is required, the third-row seats can be folded or removed completely, leaving sufficient space for a pram, a transport box for dogs and other leisure equipment.
The vehicle’s elegant bottle design which tapers from the front to the rear makes the vehicle appear longer. The steeply sloping rear with a comfortable, vertical tailgate and window provides for a particularly spacious load compartment. A panoramic roof with a starscape lasered into it floods the interior with light.
An interesting feature in the concept vehicle is an electric longboard integrated into the load compartment. It is stored in a double-floor compartment beneath a plexiglass lid fitted in an aluminium frame and flush with the load compartment floor. The electric longboard is also made of aluminium and features a star pattern, giving it a particularly stylish look.
The new T-Class will be launched in 2022 and join the commercially-positioned Citan which will celebrate its premiere this year including a fully electric variant. The fully electric version for private customers will follow later.
After the Taycan, the next all-electric sportscar from Porsche will be the Macan. Developed with the usual secrecy, prototypes have been running around the proving grounds of the Porsche Development Centre and the next step is to take them into the outside world for road-testing.
Real-world testing on public roads and in a real-life environment are important stages in the development of a new model. In the case of the electric Macan, due to be launched in 2023, the testing will cover at least 3 million kms worldwide in varying conditions. This will add on to the experience gained from countless previous test kilometres – driven in a virtual space.
Digital development preserves resources
Digital development and testing not only saves time and costs but also preserves resources, so it enhances sustainability. Instead of real vehicles, the engineers use digital prototypes – computational models that replicate the properties, systems and power units of a vehicle to a high degree of accuracy.
There are 20 digital prototypes for the purpose of simulation in a number of development categories, such as aerodynamics, energy management, operation and acoustics. “We regularly collate the data from the various departments and use it to build up a complete, virtual vehicle that is as detailed as possible,” explained Andreas Huber, manager for digital prototypes at Porsche. This allows previously undiscovered design conflicts to be swiftly identified and resolved.
The aerodynamics specialists are among the first engineers to work with a digital prototype. “We started with a flow-around model when the project first started about 4 years ago,” explained Thomas Wiegand, Director of aerodynamics development.
Low aerodynamic drag is fundamental to the all-electric Macan with a view to ensuring a long range. Even minor flow enhancements can make a huge difference. The engineers are currently using simulations to fine-tune details such as the cooling air ducts. The calculations not only take into account different arrangements of the components, but they also reflect real-life temperature differences.
Advanced and powerful simulation software allows almost all aspects of a new model to be viewed and tested before physical prototypes are built, saving time and money.
Virtual testing
New methods now allow very precise simulation of both aerodynamics and thermodynamics. “The digital world is indispensable to the development of the all-electric Macan,” said Wiegand. ”The electric drive system – from the battery through to the motor – requires a completely separate cooling and temperature control concept, one that is very different from that of a conventionally powered vehicle.”
While a temperature window of 90 to 120 degrees is the target for combustion engines, the electric motor, powertrain electronics and high-voltage battery require a range of between 20 and 70 degrees, depending on the component. The critical scenarios don’t occur on the road but can occur during fast high-power charging at high outside temperatures. However, the Porsche developers are able to precisely calculate and digitally optimise position, flow and temperature.
Virtual prototypes can be combined with real-world scenarios at an early stage. The best example here is the development of a completely new display and operating concept for the next generation of Macan. Using what is known as a seat box to recreate the driver’s environment, the display and operating concept can be brought to life in an early development phase in conjunction with the digital prototype.
“Simulation allows us to assess displays, operating procedures and the changing influences during a journey from the driver’s point of view,” explained Fabian Klausmann of the Driver Experience development department. “Here, the ‘test drivers’ are not just the specialists themselves but also non-experts. This allows all interaction between driver and vehicle to be studied down to the last detail, enabling selective optimisation even before the first physical cockpit has been built.”
To be the sportiest model in the segment
The first physical prototypes of the electric Macan were built using data obtained from the simulations – in some cases elaborately by hand or using special tools. These are then regularly adapted based on the virtual refinement process. By the same token, the findings from road testing are fed directly into digital development.
“Endurance testing on closed-off testing facilities and public roads in real-life conditions is still indispensable to ensure that the vehicle structure, operational stability and reliability of hardware, software and all functions meet our high quality standards,” said Member of the Executive Board Michael Steiner.
Prototype of all-electric Macan being tested at Porsche’s test track. Some cars, with camouflage over their bodies, are now being tested on public roads in different parts of the world.
The demanding test programme for the electric Macan, carried out under the extremes of climatic and topographical conditions, includes disciplines such as the charging and conditioning of the high-voltage battery, which has to meet very rigorous standards.
“Like the Taycan, the all-electric Macan, with its 800-volt architecture, will offer typical Porsche E-Performance,” promised Steiner, citing development goals such as long-distance range, high-performance fast charging and reproducible best-in-class performance figures.
Combustion engine will still be offered
While Europe is accelerating into the era of pure electromobility with all-electric vehicles, Porsche understands that the pace of change will vary considerably across the world. In some regions, there will still be demand for vehicles with conventional combustion engines. Therefore, the next Macan will continue to have a variant with a combustion engine for markets which want it.
The Shell Eco-Marathon, one of the world’s leading student engineering competitions, has been running for the past 35 years and despite still not being able to get back on the track in 2021, the event continued to celebrate the innovation of student teams and their Off-Track submissions.
While adapting to the ‘new normal’, the Shell Eco-Marathon 2021 adopted a unique model that involves new and exciting virtual opportunities, all with the continued goal of addressing an age-old problem that focuses on improving vehicles’ efficiency to travel as far as possible using as little energy as possible.
A participant in the 2010 Shell Eco-Marathon Asia which was held at the Sepang Internatioanl Circuit.
198 entries from 64 teams
This year’s Shell Eco-Marathon Virtual Off-Track Awards for Asia Pacific and the Middle East received a record number of submissions at 198 entries from 64 teams across 11 countries, nearly twice the number of submissions from past years. After shortlisting the best teams, a virtual panel used scorecards to select the winners and runners-up.
A new feature is the global Virtual League, enabling teams to accrue points across a range of different challenges including the Off-Track Awards and a brand-new Autonomous Programming Competition, which all feed into an ongoing league table.
Only Malaysian team
As with many other events these days, the winners were announced during a live virtual ceremony held recently. Team Grune Welt from MMU’s Faculty of Engineering and Technology in Melaka emerged as the only Malaysian team recognised at this year’s Shell Eco-Marathon Off-Track Awards for Asia and the Middle East.
The MMU Team’s Eco-V7 battery-electric prototype vehicle earned the judges’ recognition with its thoughtful sustainable design and other unique features. The team won US$750 and 100 Virtual League Points, propelling their current ranking to 10th in the Asia Pacific Region and 30th globally.
“The 2021 virtual programme is designed to recognise and reward the students’ achievements throughout the year. From virtual technical inspection to Off-Track Awards and global energy challenges like ‘Pitch the Future’, it aims to stretch and strengthen their STEM skills from start to finish,” said Norman Koch, Global General Manager, Shell Eco-Marathon. “While nothing can replace the excitement of the track, we hope that these virtual components will continue to provide opportunities to Shell Eco-Marathon teams throughout this season as we navigate these difficult times,” he added.
Keeping spirit of innovation alive
Over the years, the Shell Eco-Marathon has seen thousands of high school and university students from across the world build ultra-energy-efficient vehicles, in a variety of designs, using a spectrum of energy types. Every year brings new stories of human endeavour and technical excellence, as teams push the boundaries of what’s possible. Through the Shell Eco-Marathon, the spirit of innovation is kept alive among its student participants.
The development of Renault’s E-TECH powertrains drew on the company’s experience in Formula 1 and also contributing has been a LEGO model. Yes, those little plastic blocks that can be attached together to form cars which have entertained children for over 70 years. The development story actually began at the end of the last decade. It was a time when Renault was stepping up its electrification program and advancing hybrid technology was an important step towards developing electric vehicles (EVs).
Nicolas Fremau, a member of the hybrid powertrain team, saw that using the LEGO parts – which includes gear wheels, could form a drivetrain. He built a working model from the parts and then demonstrated it to Ahmed Ketfi-Cherif, Renault’s Mechatronics Synthesis Architect and his team. Immediately, the engineers realised that if it could work in the LEGO prototype, it could surely also work as a working powertrain for a car.
Ahmed Ketfi-Cherif (left), Renault’s Mechatronics Synthesis Architect, was involved in the E-TECH’s development which began with a prototype made from LEGO parts.
Smooth operation a priority
Ahmed, who works as a control specialist, needed to ensure that transitions between driving modes were possible with a simple ‘dog clutch’. Normally used in competition cars, the dog clutch system – which replaces both a sprocket and synchronising ring in a clutchless configuration – is a gearbox boasting superior efficiency due to the reduced number of components.
This particular type of ‘flat’ version works well over time and is more reliable than other types of dog clutch. However, the team needed to find a solution to make the system smoother, as the components are less likely to fit together than in alternative setups such as a ‘roof’ dog clutch. Furthermore, unlike racing car drivers, customers who bought cars from a showroom for daily use also expected quality and smoothness.
“We’re used to using dog clutches in Formula One, for a racing engine. But it was something completely new for a ‘general public’ engine. We had to make this simple object usable by customers,” explained Ketfi-Cherif, who understood that a smooth and refined drive of much higher importance than winning lap times.
Adding a high-voltage starter generator
The team quickly came up with the solution to ensure enhanced smoothness by adding a second electric motor, called a High-voltage Starter Generator (HSG). “Its role is to replace the synchronisers of a traditional gearbox to facilitate the clutch and therefore the gear change. By working in conjunction with the electric motor, it allows very precise regulation of the speed of rotation of the gearbox for smooth gear changes,” he explained.
From this, the original LEGO model concept was updated and tested on the road. They discovered the HSG brought other benefits with immediate torque contribution smoothing acceleration at low speeds, avoiding any break in torque delivery when changing gears.
This also meant the system could operate as a series hybrid for enhanced comfort and flexibility, without the need for an excess of stored energy or a charging socket. According to Ketfi-Cherif, the possibilities for use in the range were multiplied, with both E-TECH hybrid and E-TECH plug-in hybrid powertrains now possible.
At the end of these tests, the E-TECH development teams were reassured that what had worked in the LEGO concept and in simulation also worked ‘extremely well’ in real life. A ‘toy’ had become an engineering reality, allowing up to 80% of urban driving to be done on just electricity, and having the extra boost in power or range with the petrol engine assisting when needed.
MG is an old British brand and while many Malaysians may think the brand has faded away, it is actually still around and is owned by SAIC, a company in China. The company is known as MG Motor UK Limited today and has a range of models which it sells in certain markets.
Like other carmakers, MG Motor also has an eye towards the future and it will show what its vision is at the 2021 Shanghai Auto Show later this month. The vision will take a 3-dimension form known as the Cyberster concept car which was developed by the team at the MG Advanced Design Centre in London.
It is a 2-door, 2-seater sportscar recalling the brand’s tradition, drawing a number of styling cues from the classic MGB Roadster. There are those classic round MG headlights, coupled with a slim grille design, along with interactive ‘Magic Eye’ headlights that open when switched on.
Other interesting details of the MG Cyberster are the ‘laser belt’ LED strip down the side of the car and the outline of the door, which follows the direction of the LED strip. The tail lamps are of LED construction and are integrated flat into the rear of the car, projecting a digital image that echoes MG’s British heritage.
“Sports cars are the lifeblood of the MG DNA and Cyberster is a hugely exciting concept for us,” declared Carl Gotham, Director of SAIC Design Advanced London. “The Cyberster is a bold statement that looks strongly into MG’s future, touching on our heritage but more importantly building on our cutting-edge technology and advanced design.”
The Cyberster’s, with intelligent all-electric architecture, will have a projected EV range of 800 kms and is claimed to be able to go from 0 to 100 km/h in less than 3 seconds. It will also feature 5G interconnectivity.
One of the current MG models on sale and (below) two concept cars presented in earlier years.
While Geely (the Zhejiang Geely Holding Group) today has design studios in Europe and Asia with world-class designers who create original styling for the group’s products (which include Proton), there was a time in the early days when Geely’s cars were essentially adaptations of models by other manufacturers. Some may call it ‘cloning’ or outright copying but it depends on the way and the circumstances one manufacturer uses the design of another company for its own product.
In the case of Geely, originally established as a refrigerator maker in 1986, the first car produced by the company called the Haoqing (HQ) in 1998 was adapted from a Daihatsu Charade (the G100 generation). However, it was permitted by FAW Tianjin, which was Daihatsu’s partner in China and had itself adapted the basic Charade design. Geely incorporated a Mercedes-like front end and people who went to China and saw the HQ would often tell their friends about a ‘Mercedes hatchback’ which they saw there!
Geely’s first car – the Haoqing (HQ)
Ambitions to be world-class manufacturer
However, Geely also aspired to become a global player and in time, it developed its own capabilities in all aspects of automobile design and development. It recruited experienced designers, with Peter Horbury leading them. Horbury was originally design head at Volvo and was responsible for ‘throwing the box’ out of the Swedish cars and giving them curves and sleek lines suited to the 21st century.
Geely’s founder, Li ShuFu, has been an ambitious man all his life, and it shows in all that he has done, especially during the past 12 years. The Geely Group has a large number of brands in its portfolio and covers virtually every segment of the auto market almost to the peak. And he could well have also been thinking about the pinnacle too as Geely once came out with a concept model of what anyone would have mistaken for a Rolls-Royce model.
Rolls-Royce Phantom in 2009
Similar styling elements to a Rolls-Royce
It was the Geely Excellence (GE) which was displayed at the 2009 Shanghai Motor Show and as would be expected, the company refuted claims of copying a Rolls-Royce Phantom although there might be some elements that looked similar. Those elements would be the prominent vertical grille, large rectangular headlights and even a figurine on top of the grille, with the side view having a degree of similarity as well.
Meanwhile, Geely suggested that if the 5.4-metre long limousine was to be produced and offered for sale with a proposed name of ‘YingLun’, it might cost around £30,000 (around RM170,000) – about an eighth the price of a Phantom. Apart from the majestic proportions, the interior was as the saying goes, ‘fit for a king’ and indeed, it would be only the king alone as the concept model had only one seat in the back (a throne?). The single seat could have been also because the body was narrow (about 1800 mm) compared to a Phantom which was 1990 mm wide. In the front were seats for the driver and one more person, perhaps an assistant or a bodyguard.
Not considered ‘flattery’
Like every Rolls-Royce, the GE was also luxuriously appointed with wood, leather and wool, and equipped with a privacy partition, massage seat, a star-studded ceiling and a wine cabinet. The engine proposed was said to be a 3.5-litre V6.
The Rolls-Royce people did not consider that, in this case, ‘imitation is the sincerest form of flattery’ and were certainly unhappy that the GE was unveiled near its own Phantom at the motorshow. With the notable design elements protected by trademark registration, the British carmaker could have taken legal action, as the media speculated at that time.
Legal action was not taken
However, Hal Serudin, Corporate Communications Manager at Rolls-Royce Asia-Pacific, who was there in 2009, said that there was no legal action. “I remember that event well and one of my colleagues said ‘We are certainly not flattered by this’. Anyway, as you recall, they also mentioned a price for the car which would have been targeted at a segment of customers very different from those who buy a Rolls-Royce,” he told PISTON.MY.
2011 Geely Emgrand GE concept had no similarity to a Rolls-Royce.
There were different responses to Geely’s ‘re-invention of a classic’ and some regarded it as a very clear sign of copying. Geely took note and the GE evolved into the Emgrand GE in 2011 (shown above) with a massive chrome grille that had absolutely no visual connection to a Rolls-Royce. The concept model was shown at the 2010 Beijing Motor Show and had a plug-in hybrid powertrain with two seats behind.
