R&D Archives

A Toyota GR Yaris that runs on hydrogen is under development

Since May this year, a special Toyota Corolla Sport run by the ROOKIE Racing arm of TOYOTA GAZOO Racing has been competing in the Super Taikyu Series 2021. Its engine doesn’t run on petrol but uniquely, on hydrogen. This is not the same as the powertrain in the Mirai EV which has its electric motors powered by a hydrogen fuel cell. For the engine in the Corolla Sport, a prototype, the combustion process uses hydrogen.

Combustion in a hydrogen-fuelled engine occurs at a faster rate than in petrol engines, resulting in a characteristic of good responsiveness. While having excellent environmental performance, hydrogen engines still have the typical character of a combustion engine, especially ‘familiar’ sounds and vibrations. Except for the combustion of minute amounts of engine oil during driving, which is also the case with petrol engines, hydrogen engines emit zero CO₂ when in use.

*Prototype Corolla Sport with hydrogen engine racing in Super Taikyu series in Japan.*

Moving to the next steps
As the R&D engineers gain increasing experience and feedback from running the engine in the harsh conditions of motorsport in Japan, they are progressing towards the next steps. This is demonstrated in an experimental hydrogen-powered GR Yaris which shares same powertrain as the prototype Corolla Sport racing car.

*Second generation of the Mirai fuel cell electric vehicle (FCEV) which uses hydrogen in a process that generates electricity.*

The car’s hydrogen fuel, fuel tanks and refuelling process are the same as those found in Mirai fuel cell electric vehicle (FCEV) which is now in its second generation. The hydrogen combustion engine technology is still in the early stages of conceptual development and experimentation, having started in 2017, and is not yet ready for commercialisation. Nonetheless, Toyota’s experimental hydrogen-powered Corolla Sport is already delivering high performance at motorsport events in Japan with almost zero tailpipe emissions.

Modified GR Yaris engine
The engine modified to run on hydrogen is the G16E-GTS, 1.6-litre, in-line 3-cylinder, turbocharged unit used in production versions of the GR Yaris, but with a modified fuel supply and injection system for use with hydrogen as fuel.

*GR Yaris 3-cylinder turbocharged engine (version in production model shown) has been modified to run on hydrogen.*

Toyota has been strengthening its efforts towards achieving carbon neutrality, such as by aiming to promote the use of hydrogen through the popularisation of FCEVs and numerous other fuel-cell-powered products. By further refining its hydrogen engine technologies through motorsports, it intends to aim for the realisation of an even better hydrogen-based society.

Motorsport as a testing ground
The uses of motorsport as a testing ground reflects the firm belief of Kiichiro Toyoda, the founder of Toyota Motor Corporation, that sporting competition is a driver for progress. In March 1952, he said: “Japan’s auto industry must succeed in building passenger vehicles. To this end, manufacturers must participate in auto-racing to test their vehicles’ durability and performance and display their utmost performance. With competition comes progress, as well as excitement among motoring fans. The aim of racing is not just to satisfy our curiosity, but rather to enable the development of the Japanese passenger vehicle industry.”

“We’ve taken the first step to compete with and develop our hydrogen-powered engine with the mindset of taking on the challenge. I imagine things will look a little different 10 years from now, and I hope people will look back and see how we took on the challenge with positivity and enjoyed every moment of it,” added Akio Toyoda, President of Toyota Motor Corporation as well as grandson of Kiichiro.

Transitioning to electric vehicles is one approach Toyota is taking to help create a carbon-neutral society. To achieve this goal, it is developing multiple electrified technologies, including hydrogen, which it views as one of the key building blocks for CO₂ reduction.

Second generation fuel cell modules
To help expand its hydrogen technology from cars to more diverse applications, it has repackaged the advanced fuel cell system used in its Mirai saloon into compact fuel cell modules. From January 2022, Toyota will start production of these second generation modules.

The new system has been packaged into modules that are more compact, lighter in weight and provide greater power density. They are available in two formats: a cube and a flat, rectangular shape, allowing greater flexibility and adaptation for different applications.

Toyota began fuel cell development in 1992 and has since continued to refine its hydrogen technology. The second generation fuel cell modules will be assembled by a manufacturing team at Toyota Motor Europe’s (TME) R&D centre in Belgium. The new facility houses a pilot assembly line combining advanced technology content with high-quality assembly techniques.

Toyota chose Europe as the location for its second generation fuel cell module assembly as it sees demand growing significantly across the region. Working with businesses interested in using Toyota’s technology in their applications, TME’s Fuel Cell Business Unit will offer the necessary engineering support for integration. Proximity to its partners and the ability to closely monitor emerging business opportunities will allow the company to scale up supply quickly.

Hydrogen clusters
The expansion of a European hydrogen economy will be a key element in achieving the Green Deal’s objective of net-zero global warming emissions by 2050. The European Union has stated that, to meet this challenge, industry will need ‘climate and resource frontrunners’ to develop the first commercial applications of breakthrough technologies in key industrial sectors by 2030. The emergence of hydrogen clusters in Europe sees different sectors uniting and bringing their skills, technologies and applications together, such as truck, bus and taxi fleets and H2 infrastructure, to create viable business opportunities. This will allow them to flourish and become the nucleus of larger-scale activities.

Toyota to use motorsports to develop hydrogen-fueled engine (w/VIDEO)

Nissan and JAXA working on Lunar Rover Prototype with e-4ORCE AWD technology

Nissan’s 4×4 SUVs like the Patrol and Navara pick-up trucks can travel over all sorts of terrain on the planet. Soon, there will also be a Nissan vehicle moving around on even more hostile terrain which won’t even be on Earth. It will be on the moon and the vehicle will technology which Nissan has developed for use on Earth.

The Lunar Rover Prototype jointly developed by Nissan and the Japan Aerospace Exploration Agency (JAXA) is a project which has been ongoing since January 2020. Nissan’s research work applies the motor control technology it has developed through its production of mass-market electric vehicles such as the LEAF as well as the e-4ORCE all-wheel control technology featured in the all-new Ariya electric crossover.

A lunar rover must be able to traverse the moon’s powdery, rocky and undulating terrain and be energy efficient. Furthermore, energy sources for operating vehicles in space are limited. With e-4ORCE, the vehicle’s performance can be boosted over tricky terrain.

Ultimate driving performance
Nissan has focused on the development of stable driving performance that enables customers to drive their cars with greater confidence. Its e-4ORCE technology precisely controls all 4 wheels independently, providing the driver with confidence in various conditions.

In its joint research with JAXA, Nissan is evolving e-4ORCE technology to improve its performance in sandy terrain and other harsh conditions. When vehicles are driven in sand, their wheels frequently spin and dig in, limiting forward progress. A high level of driving skill is required to avoid getting stuck. To meet this need, Nissan has developed driving-force controls that minimize the amount of wheelspin in accordance with surface conditions.

Sharing knowhow
Through the joint research, Nissan aims to contribute to the technological evolution of automotive technology and space exploration technology by sharing knowhow gained from test-vehicle development and combining it with JAXA’s knowledge of rover research.

“The uses of automobiles and driving situations are wide-ranging. We aim for the ultimate driving performance through our research and development, and believe the knowhow gained from this joint research with JAXA will lead to innovations in our vehicles that will bring benefits to customers,” said Toshiyuki Nakajima, General Manager of the Advanced Vehicle Engineering Department in charge of e-4ORCE control development at Nissan.

GM believes its Lunar Rover helped pave the way for its modern advanced EV vehicles

Showing a new model and hiding it at the same time (w/VIDEO)

Back in earlier years, car companies had only to worry about professional spy photographers capturing images of their next model. The occasions when ordinary members of the public happened to spot and know what they were seeing were few and usually, they saw but could not record anything. The cameraphone changed all that and with it also came social media which had an image up within seconds and seen around the world within minutes.

Furthermore, with sophisticated editing software, it was also possible to ‘strip away’ simple camouflage like the black tape that was commonly used. Even in earlier days, some of the pros would try to remove camouflage and then sell their pictures to magazines as ‘scoop pictures’.

More sophisticated camouflage created

So for the carmakers, especially those in the R&D department which had to conduct tests in public areas, camouflaging prototypes required even more sophisticated approaches. Working with the design studio, they have come up with wraps with mind-bending patterns, squiggles, and swirls which cover almost every part of the vehicle except things like the front and rear lights which must be visible to other road-users for safety reasons.

The aim of these patterns is to confuse the eye and prevent industry spies from being able to focus on the vehicle’s features. While a general idea of the shape may be discernible even with the camouflage, some key elements like the design of the grille or the actual shape of side windows are still hidden.

Ford’s latest camouflage, inspired by the block pattern on the Bronco R Baja racer as well as mountain ranges, uses hundreds of blue, black, and white blocks in a pixelated pattern to break up the appearance of the underlying shape of the vehicle while it’s still under development.

Optical illusion

The camouflage is being used on the next generation of the Ford Ranger at the moment. Designed by a team at Ford’s Design Centre in Melbourne, Australia, this camouflage pattern creates an optical illusion that makes it difficult to pick out exterior features in sunlight, while a reflective element helps hide the vehicle’s shape at night.

“We were asked to develop a camouflage that allowed you to clearly see that this is the new Ranger but not see it at the same time,” said Leigh Cosentino, Design Manager at Ford Australia. “The inspiration originally came from the Baja livery Ford has been using; as I’m a huge fan of motorsport it’s hard for me not to be obsessed with machinery like that,” added Lee Imrie, the Ford Australia designer who developed the successful pattern.

Not usual type of camouflage

According to Cosentino, the project was about more than just disguising key features in the sheet metal. “We wanted the design to be dynamic and exciting and build anticipation towards the reveal of next Ranger without looking like a derivative of military camouflage,” he said.

The design is dense at the bottom and then the pattern becomes scattered towards the roof. It ends up being a good camouflage, is visually exciting but also gives the pattern a sense of movement. It’s not the usual static type of camouflage.

“There’s no linework on this camo that aligns with anything on the exterior and that means you can’t see volume or shape or lines in the vehicle,” added Imrie. “My intention with this design was to scatter your eye so that you can’t focus on a specific line; and the colour patching adds to that effect.”

But there’s more to the pattern than just scattering your eye. While Imrie said he based the pattern on the Bronco R racer, he also took inspiration from the Next-Generation Ranger itself. “I started with squares rotated at 45 degrees, and scattered them throughout the page, attempting to make a reoccurring silhouette of a mountain top landscape which echoed the lifestyle orientation of the Next-Generation Ranger. When you stand back, it has a clear connection to a digitised military camouflage but with a connection to nature,” Imrie said.

The digitised pattern took the team 2 months to develop and test. It’s printed onto vinyl and applied in 2 stages taking up to two days to apply. The full-vehicle base layer contains the blue, black, and white blocks and is applied in the same way a regular wrap is. The second, reflective ‘layer’ consists of up to one hundred individual reflective elements hand placed on the vehicle.

If you’re wondering when the new Ranger will be seen without all the camouflage, Ford has confirmed that it will be this coming November 24.

‘Live The Ranger Life’ celebrates Ford’s pick-up truck evolution into the modern lifestyle machine that it is today

The explosion that saves lives instead of kills…

There is a scientific theory that a ‘Big Bang’ occurred at the beginning of the universe. Likewise, it was many ‘bangs’ which were at the beginning of a development in the automobile’s history which would save thousands of lives. These were the tests conducted by the engineers at Mercedes-Benz in the 1960s to develop the airbag system which almost every car sold today must have.

“We used missile technology,” Helmut Patzelt, one of the founding fathers of the airbag and an expert in pyrotechnics, remembered. “A missile receives its thrust from discharged gas, and we applied this very principle. The only difference is that we trapped the gas – inside an airbag.”

At the moment of a frontal collision, the airbag starts to inflate at over 300 km/h and immediately after it is fully inflated, the pressure is released to have an absorbing effect. The entire process takes place in the blink of an eye and is certainly much quicker than what this animation shows.

It was with this type of triggering test that Mercedes-Benz began to develop the idea of the airbag in 1967, prompted by two developments which affected automobile design: the rapidly spiralling number of accidents during the 1960s and a resultant series of new laws in the USA, one of which required an ‘automatic occupant protection system’ for every car in the USA from 1969 onwards. “We can no longer tolerate unsafe automobiles,” declared Lyndon B. Johnson, the President of the USA then.

And so it was that previously ignored inventions – for which patent applications had been submitted by German Walter Linderer and American John W. Hedrik as early as 1953 – suddenly took on a whole new meaning. “A folded, deployable receptacle which inflates automatically in the event of danger” was a fascinating idea; yet, at that time, the technology required to make it happen simply did not exist. This was the cue for the automotive engineers to commence their explosive experiments.

By 1970, the pressure on the developers increased when the newly-formed US highway safety authority (NHTSA) stipulated that driver airbags would be a legal requirement for all new cars – starting as early as January 1, 1973. No sooner had it been made a requirement than the airbag became the subject of a long-running dispute. “The airbag will kill more people than it saves,” claimed critical voices that joined the debate in the USA.

As a consequence, the introduction date was changed to 1976. And even after that, the production launch had to be postponed on several other occasions. Alarmist statements and uncertainties had people wondering if the airbag was just ‘a lot of hot air’. Hansjurgen Scholz, who was then project manager for passive restraint systems at Mercedes-Benz, remembered that period only too well: “When a fatal accident involving an airbag occurred in the USA in 1974, most of those involved deserted the project like a sinking ship!” All of a sudden, the development team at Mercedes-Benz found that they were left on their own, without any outside support. Other German manufacturers also failed to see the potential of the life-saving airbag at the time.

But the team of engineers was not ready to give up. “We had recognised the enormous potential of the air cushion. And we were not going to throw away our trump card,” said Professor Guntram Huber, a former director of development for passenger car bodywork at the German carmaker. He would later be awarded the ‘Safety Trophy’ by the American Department of Transportation for his role in the introduction of the airbag.

The inside of a steering wheel with an airbag system. The white section is the folded airbag and below it are the pellets which reaction to generate a gas that inflates the airbag at very high speed – like the firing of a rocket exhaust.

And so it was that, in 1974, Mercedes-Benz decided to go ahead and put the airbag into production, regardless of the seeming negative sentiment in the US market concerning airbags. What’s more, the idea was to offer the safety device in the world market and not just the US alone.

The technological challenges that had to be overcome when developing this innovation, which finally led to the unveiling of the world’s first driver airbag in December 1980, were immense. A new product had to be created entirely from scratch. Problems that required solutions included the sensor-triggered deployment mechanism, the gas generation process, the tear-resistance of the airbag fabric, the effects on health and hearing, functional reliability and the crucial issue of how to prevent unintentional activation. Given the intrepid test methods employed – they were, after all, based on missile technology – the authorities were quick to offer resistance, at first putting the triggering mechanism used to inflate the airbag in the same category as fireworks. In Malaysia too, early perception of airbag systems by the authorities was similar and required companies to have rooms akin to bomb shelters to store airbag systems! For this reason, all those involved in the development of the airbag had to attend an explosives course. Following initial tests with liquid gas cylinders, the breakthrough was finally achieved by using a solid fuel for firing the airbag.

Toxicologists also had their say, querying the emissions left behind inside the car after deployment of the airbag. But the developers were able to allay these fears as well, since the solid fuel pressed into tablet form – consisting of sodium azide, calcium nitrate and sand – left behind predominantly non-hazardous nitrogen gas and small quantities of hydrogen and oxygen. It did, however, get smoky inside the cabin, leading people to sometimes fear that a fire had started.

In their efforts to overcome the technical hurdles before them, many of the ideas the engineers came up with were highly unconventional. Since the sound of the deploying airbag was above the pain barrier but only lasted for 10 milliseconds, the effect on the eardrums could not be clearly ascertained at first. The engineers therefore installed a cage containing 15 canaries in a test car to determine the harmful effects of the noise, gas emissions and air pressure during deployment of the airbag. Not only did all the canaries survive the test, they also remained their usual lively selves…

Testing airbags under development in 1969.

Some 250 crash tests on complete vehicles, around 2,500 sled tests and thousands of component tests provided the airbag pioneers with invaluable knowledge to help the airbag on its way to full series production. The primary concern in all the tests was stopping the car airbag from deploying unintentionally – a horror scenario for the developers. In early tests, the airbag would sometimes go off even when the vehicle was at a standstill, meaning that the engineers also had to develop the electronic system from scratch. The sensor only had a few milliseconds in which to deploy the airbag – still very much a fanciful idea in those days. As if that were not enough, the sensor had to be able to function reliably for several years at extremely low or very high temperatures with constant fluctuations in humidity, depending on the country.

Some 600 test cars took part in road tests, off-road trials and rally events, clocking up in excess of 7 million kilometres, in order to ensure that the sensor could perform its vital, life-saving function. In addition, the engineers, technical experts and office staff had to literally put themselves in the firing line. They sat at the steering wheel to gauge the effects of the airbag as it deployed in an emergency, all under the watchful eye of the project team who recorded the results.

Last but not least, another issue which had to be resolved before the first airbag was allowed to be installed a production car in December 1980. Even 40 years ago, Mercedes-Benz was thinking of the environment and had to consider disposal of airbags; in other words what to do with the airbag when the car reached the end of its life or after it actually did its life-saving work.

Following the world premiere of the driver’s airbag in a W126 S-Class in 1980 (above), the specialists in the safety development department set about building upon their lead, using their know-how to further develop the safety system. This led to the installing a second airbag for the front passenger which was introduced in 1988. Then, in 1992, all Mercedes-Benz models were fitted with a driver’s airbag as standard globally, with the passenger airbag eventually becoming standard as well in 1994.

A further milestone in passenger car safety was achieved in 1995 when the side airbag made its debut in the E-Class following a development period of around 10 years. The side airbag against each front door presented new challenges for the developers as it only had 20 milliseconds in which to deploy following a crash. In contrast, the front airbag enjoyed the comparative ‘luxury’ of around 40 milliseconds (a millisecond is one-thousandth of a second… quicker than even a blink of an eye).

Mercedes-Benz Airbag Story — *Today, most Mercedes-Benz models have multiple airbags systems around the cabin to provide maximum protection during an accident, even from collisions against the sides.*

The next milestone in airbag history – the windowbag – came in 1998. In the event of a side impact, it inflates across the side windows to form a curtain, its large dimensions providing a wide area to protect the heads of both the front occupants and the rear passengers. Windowbags can prevent the head from hitting the side window, roof pillars or roof frame and are also capable of catching any fragments of glass or other objects propelled into the interior following a collision or subsequent roll-over, which constitute an additional injury hazard. They can also prevent people from being ejected during a violent impact.

An early concern was the presence of a childseat on the front seat – a very dangerous situation which manufacturers warn drivers of. The powerful impact of a deploying airbag can force the childseat against the backrest and cause serious injury to the child in it and it will be lethal if the child is facing forward. For this reason, Mercedes-Benz engineers developed automatic child-seat and front-passenger recognition systems which enable the ideal airbag response given the situation in hand. Similarly, the front airbag, sidebag and belt tensioner on the front passenger side are deactivated when the seat is not occupied.

The development of airbag systems has not stopped at Mercedes-Benz. On the contrary, new technologies have improved performance and functions. Today, the airbag has evolved into a highly complex and sensitive electronic system – a high-tech product that adapts to suit the seat occupant and the accident situation, responding accordingly before the driver has even had time to fully register any precarious accident situation. This lightning-fast reaction time is down to electronic triggering sensors and gas generators which allow the front airbags to deploy in stages, depending on the severity of the accident.

The life-saving air cushion will continue to be a vital component at the heart of the safety equipment package for all Mercedes-Benz vehicles. And apart from regulatory requirements, which Mercedes-Benz has always met or exceeded, many future features and improvements will also be guided by what happens in real-life accidents. For the engineers, this means making airbags effective enough to cover a wide range of accident scenarios and ensuring that they can be deployed in accordance with the severity of the accident.

Mercedes-Benz S 680 GUARD 4MATIC comes with protection against bullets and explosives

Porsche to ‘double’ the number of vehicles on the road with ‘digital twins’ in future

In future, the Porsche you drive could have an invisible ‘twin’ in the digital world. No, it’s not something to do with science fiction and parallel worlds but a possibility being explored by researchers at the German sportscar company. With continuously improving performance of integrated sensors, networking and data processing capabilities, it may become possible to create a virtual copy of an existing object – like a car. This will allow data-driven analysis, monitoring and diagnostics without the challenges and constraints of real-world tests.

The digital twin of a vehicle comprises not only the operating data it collects but also any related data, such as information collected during planned maintenance work and unexpected repairs. Elements of this digital twin already exist in control unit memories and in the databases maintained at Porsche Centres.

Centralised intelligence system
The main advantage of digital twins is the fact that they can be networked and the data combined with a centralised intelligence system. Conclusions that benefit every single vehicle and therefore every individual customer can be drawn from data relevant to an entire field. For example, an algorithm can compare big data against sensor data from a specific vehicle’s powertrain and chassis to identify a customer’s driving style.

The algorithm can then recommend not only the optimal time for service work on the vehicle but also the required scope of that work. This data makes it possible to customise service intervals and allow servicing for specific components as needed, based on how the customer uses their vehicle.

For instance, with this approach, the hardworking suspension bushes of a sportscar that spends most of its time on a racetrack could be replaced at exactly the right time. By contrast, service work on the engine is more important for vehicles predominantly driven for long distances on motorways. Another even more important benefit of this approach is the fact that potential component wear and even faults can be identified before they have actually occurred, which is a significant advantage from a safety perspective.

For the past 3 years or so, software specialists at Porsche have been working on a digital twin concept that focuses on the chassis, known as a ‘chassis twin’. This project is now being managed by CARIAD, the standalone automotive software company within the Volkswagen Group. In addition to data from Porsche vehicles, the project now has access to data from all Volkswagen Group vehicles, which increases the data pool by a factor of 20.

High importance of the chassis
The reason for focusing on chassis components is clear. On a Porsche, the chassis is subjected to the highest loads, particularly when the vehicle is used on racing circuits. Sensor technology in the vehicle and the intelligent neural algorithms used for centralised analysis allow the load on the chassis to be detected within the vehicle and conveyed to the driver. This intelligent use of data makes the vehicle safer for its passengers because any specific faults are identified immediately, even before the driver or the workshop notices a problem signified by noise or vibration.

The digital chassis is already being used for its first practical testing scenario: monitoring the components in the air suspension of the Taycan EV. This project is primarily for collecting data about body acceleration in this initial stage. The data is evaluated and transferred via Porsche Connect to the central backend system.

This system continuously compares the data from each vehicle against the fleet data. The algorithm calculates thresholds based on this comparison and, if these are exceeded, the customer is notified via the onboard Porsche Communication Management (PCM) system that the chassis may need to be inspected at a Porsche Centre. While this approach ensures that wear does not go beyond specified limits, early repairs also help to prevent consequential damage.

Artificial intelligence with data privacy
Artificial intelligence within the vehicle and within the centralised intelligence system continuously improves contingency planning and the accuracy of the algorithms. Data privacy during the testing phase and after the model’s launch is the top priority so customers are prompted via the PCM to provide their consent to data being collected anonymously. Around half of all Taycan customers have agreed to take part in this pilot project, which has pleased Porsche.

The first version of the digital twin will be launched next year and only sensor data directly from mechatronic components will be evaluated. Other functionality will be added in the future, such as functions that allow wear on specific components to be calculated without the need for physical gauges to be used. For example, if multiple vehicles require adjustments to their wheel alignment or a track rod replacement and multiple sensors have already detected corresponding deviations, this information can indicate a pattern. If the same data is then identified on a further vehicle, the driver will accordingly be told to visit a Porsche Centre.

Early diagnostics in this format can prevent consequential damage which, in this example, would be worn tyres caused by track misalignment. The fault-finding process at the workshop will be faster, because the specific components responsible for a fault can be replaced, thereby reducing throughput times in the workshop and lowering costs for customers.

The digital twin offers other benefits for customers beyond operation of their vehicle. Digital vehicle records can be used to show the residual value of a vehicle, making the process of buying and selling used vehicles more transparent. In addition, manufacturers could consider offering an extended approved warranty based on seamless documentation of component status updates, and even a certificate with a price recommendation for selling on the vehicle.

Designing the Porsche interior of the future

What if the original Nissan Silvia was produced today?

The Nissan Silvia is one of the models of the Japanese sportscar era that is fondly remembered by enthusiasts. It first appeared in 1964 at the Tokyo Motor Show and would continue through 6 generations before production ended almost 20 years ago. Since then, many have hoped for its return but in the 21^st century, every model must have a business case, meaning sufficient volume to justify investment in development and sportscars don’t necessarily command sufficiently big numbers.

Nevertheless, designers are not prevented from dreaming and some of them reimagine the classic models that once drew people to showrooms and impressed with their performance. When Matthew Weaver, Vice President of Nissan Design Europe was asked to reimagine a car from Nissan’s history for an electric future, he chose to remix the iconic Silvia CSP311.

This particular Silvia was not actually the first generation but it was the one that was shown in the Tokyo Motor Show in 1964. It is a rare model – in fact, so rare that even some of Nissan’s most seasoned employees haven’t seen one.

The Silvia CSP311 was presented as a Datsun Coupe 1500 at the 1964 Tokyo Motor Show and sold as a Silvia in 1965. It was the work of Nissan designers with advice from a an ex-BMW consultant, Albrecht Graf von Goertz. Only 554 units were produced over 4 years and each one was mostly handbuilt, using the chassis of the original Datsun Fairlady. It had a 4-cylinder 1595 cc engine producing 90 ps/132 Nm

In 1965, the Silvia CSP311 was the first sportscar used by the Japanese police. It was selected for its high performance – a top speed of 165 km/h – which was deemed necessary for patrol cars on the newly opened highways.

“The Silvia was ahead of its time, in a very quiet, understated way. It has aged very well and would still have its place on the roads today. It’s also a great example of what is expected of a global product: high quality and universally appealing,” said Weaver.

“By re-designing this car for the future, we wanted to pay homage to that heritage. One of the most distinguishable features is the one clean line connecting the upper and lower body. In this version, we accentuated its presence even more by having a clean and sharp cut into the top of the wheel arches. Also keeping in mind the world of the future, we felt the design naturally suited being an electric vehicle,” he explained.

Innovation with classic design elements
Being an electric vehicle gave the designers the opportunity to extend the clean surfacing around the front because an electric powertrain has far lower cooling requirements. It would be possible to have that characteristic sharp nose of the Silvia without needing a grille where radiators are traditionally located. To bring the CSP311 into the 21^st century, Weaver and his team took a lot of important. It was refined, making for a purer form and the lines made even cleaner.

Electrification of the vehicle allowed envision the use of today’s innovations alongside classic design facets. With the increasing electrification of mobility, most car designers find themselves facing the challenge of infusing the heritage of their respective brands, while also reinventing what cars can and should be. Every design starts with a blank piece of paper. Then come sketches and many 2D designs, followed by digital and 3D clay prototypes.

New design opportunities with electrification
In the age of electric cars, the designers can use the same techniques to come up with new ideas, but they can play by a whole new set of rules. Previously, designers had to work alongside engineers to find a way to accommodate an internal combustion engine, radiators and exhaust pipe. Now, those once essential components have been replaced by battery packs, inverters and small motors. It’s a big change but also offers a huge opportunity to do things differently.

“The key components of an electric vehicle are quite different and they can be packaged differently, compared to an internal combustion engine car. Consequently, the Silvia we’ve reimagined here would have a larger interior than its exterior dimensions would suggest. Customers of the forthcoming Nissan Ariya electric crossover will really appreciate how spacious and comfortable that interior is, thanks to its efficient packaging,” said Weaver.

Today’s designers have to think about new functionality and the apparatus that enables it, such as radars, cameras and sensors. But it goes deeper than that and they also have to find new ways to do the same thing they’ve always tried to do: generate an emotional response and create a lasting connection with customers.

Greater demands for efficiency
“Efficiency improvement is the target. The future will see cars created through a different lens, in which efficiency is a key requirement,” noted Marco Fioravanti, Vice President Product Planning, at Nissan Europe. “It is even more important for electric vehicles because at high speeds, the aerodynamics can minimise the negative impact of drag on the vehicle’s range.

Fioravanti and his team look into automotive trends to understand what customers will want and need up to 20 years from now. “So, we are seeing a new generation of electric crossovers that are slightly lower, wider and longer in order to improve the aerodynamics, while keeping a similar interior space and giving a higher seat position than a traditional sedan or hatchback. This is possible thanks to the improvements we can make to the layout of an electric vehicle to accommodate its next generation of technology,” he explained.

Looking further ahead, what customer requirements, technological advancements and legislation will affect design? One thing that is certain is that cars are changing. They will look and function differently in order to be more user-friendly, energy-efficient and practical. Reinventing classic cars for the modern, electrified world, even if they only start out as sketches, proves that future possibilities are endless.

Visit www.nissan.com.my to know about Nissan models you can buy today

Production-ready Nissan GT-R50 by ItalDesign makes debut on track

Final testing for new Porsche 718 Cayman GT4 RS before world debut in November (w/VIDEO)

What can be more hardcore than the Porsche 718 Cayman GT4? A new big brother – the 718 Cayman GT4 RS. This will become the new top model of the 718 family when it makes its global debut in November. It will be the first 718 to carry the RS badge.

Although the launch is just two months away, the engineers want still more tests to be run and final testing and evaluation drives are being conducted on twisty mountain roads and on the racetrack.

Porsche has released some footage and information from these exercises with brand ambassador and development driver Jorg Bergmeister showing off the car’s dynamic potential on the 20.832-km Nurburgring-Nordschleife circuit. Driving a lightly disguised production car, he clocked a lap in 7:09.300 minutes. On the shorter lap, the 718 Cayman GT4 RS completed the lap, which had previously served as the benchmark, in 7:04.511 minutes – 23.6 seconds faster than its little brother.

To protect the driver, the mid-engined sportscar was equipped with a racing seat. The tyres fitted to the car were Michelin Pilot Sport Cup 2 R, which will be optionally available to customers.

“During development, we gave the 718 Cayman GT4 RS everything that characterizes a genuine RS: lightweight construction, more downforce, more power and, of course, an even higher level of responsiveness and feedback to driver inputs. The fantastic lap time of the Nordschleife is impressive proof of how clearly noticeable these improvements in driving dynamics are,” said Director GT Model Line, Andreas Preuninger. “Our customers can look forward to a pure driver’s car that makes a thrilling driving experience an absolute priority.”

“The 718 Cayman GT4 RS is an uncompromising driving machine. It feels as nimble as a go-kart on mountain roads, yet is impressively stable and well-balanced on the racetrack. Otherwise, such a lap time wouldn’t even be possible,” said Bergmeister, who has spent more than 500 hours driving the car as part of the development program. “The GT4 RS is one of the sharpest cars Porsche has ever developed. And you really have had to experience the breathtaking noise it makes for yourself,” he said.

Michelin’s airless UPTIS tyre now undergoing testing, market launch in 2024

Air has been used to fill tyres and give them their form for over 133 years, used for bicycles and then motor cars. The use of air has been a simple and cost-effective (air is free) solution to providing hard wheels with an outer layer that could absorb bumps and other road irregularities. Pneumatic tyres, as such tyres are known, are used for all sorts of vehicle today – from two-wheelers to family cars to Formula 1 racing cars and even aircraft.

However, there has always been one disadvantage of having air inside – a puncture will allow the air to leak and the tyre cannot function properly. Depending on the speed at which the air leaks, the tyre might remain usable even at lower pressures than normal but rapid and sudden loss of air – and therefore pressure – can be dangerous and loss of control might occur.

Over the years, tyremakers have found various solutions to the problem of pressure loss by developing stronger tyres with special structures. This has led to run-flat tyres which can continue to be used even when there is no air in the tyre, allowing the motorist to reach a place where it can be replaced or repaired.

Making air unnecessary
Still, the majority of tyres rely on air inside to support them and so long as they are made of rubber, there always remains the possibility of a nail or sharp object causing a puncture. So researchers have long searched for a tyre that does not have to rely on air. Many ideas have been tried but few have been able to go beyond concept stage.

One idea that has shown promise since being presented to the world in 2019 is Michelin’s Unique Puncture-proof Tire System (UPTIS). The system eliminates the need for air with a revolutionary structure capable of supporting the vehicle, while also delivering a safe, comfortable ride. Without air, flat tyres and pressure loss are no longer an issue.

Genuine technological breakthrough
UPTIS is said to represent a genuine technological breakthrough thanks to its unique structure and materials. Ushering a new generation of airless solutions developed by Michelin, it combines an aluminium wheel and a flexible load-bearing structure made from glassfibre reinforced plastic (GFRP), a high-tech material.

The UPTIS concept is also a fundamental step towards more sustainable mobility. It can generate significant benefits for motorists, fleet owners and the environment. Apart from peace of mind for motorists as being immobilized or inconvenienced by flat tyres will no longer be a worry, UPTIS can enhance efficiency for fleet owners by reducing the risks of vehicle downtime and eliminating tyre-related maintenance needs (pressure checks and inflation).

Punctures can be of all sizes and when they are too large, the tyre cannot be repaired. It is then thrown away. Michelin says that every year, 20% of tyres are discarded as scrap due to flats and rapid pressure loss (12%) or irregular wear and tear caused by poor tyre pressure (8%). Extrapolated on a global scale, this is the equivalent of 200 million tyres, or 2 million tonnes – that’s 200 times the weight of the Eiffel Tower! This airless technology can help drastically reduce the number of tyres that are scrapped.

*Prototype tyres with UPTIS are now being run in a joint programme with General Motors using the Chevrolet Bolt EV. Data collected will be used to improve the tyre for commercialisation by 2024.*

Real-world testing
The development programme has now reached the stage of producing prototypes in volume for real-world testing as the final test before the tyres are offered to the public. The data collected by engineers during this period of testing will enable them to perfect the prototype in preparation for its market launch in 2024.

You can’t see pollution from tyres but it is frighteningly high!

Using brainwaves to control a vehicle? A future Mercedes-Benz might have it

In the near future, people will be able to travel in cars without humans having to be in control. Perhaps it can no longer be called ‘driving’ if there is no human involved and it is just ‘mobility’. Such autonomous vehicles are already in existence and will grow in numbers.

In looking ahead, Mercedes-Benz also sees way into the future where there could be new dimension of human-vehicle interaction: brain-computer interface (BCI) technology. It sounds like science fiction and it is, but some parts of the technology are already available. BCI will be a new form of machine control, perhaps not in everyday life tomorrow but in areas like medical research. Applications with BCI are considered a viable option for helping people with physical handicaps to become more independent.

Integrated with VISION AVTR
Mercedes-Benz is also looking at the possibility of BCI with vehicles and has integrated it in the VISION AVTR concept vehicle which it first displayed in January last year. It will give a preview of mind control as a new dimension of human interaction with the vehicle. This will use a BCI device attached to the user’s head analyzes the measured brainwaves and triggers a defined function. At the IAA Mobility 21 event in Germany recently, visitors were able to experience controlling the user interface in the vehicle with their own thoughts and interacting with it in real-time.

“Mercedes-Benz is setting another milestone in the merging of man and machine with the research and development of brain-computer interface applications in cars. BCI technology has the potential to further enhance driving comfort in the future, for example,” said Britta Seeger, Member of the Board of Management of Daimler AG and Mercedes-Benz AG, responsible for Sales. “Mercedes-Benz has always pioneered intelligent, innovative solutions to provide our customers with the best product and service experience. BCI technology works completely independently of speech and touch. This opens up revolutionary possibilities for intuitive interaction with the vehicle.”

Directly connected to the brain
The biometric interaction with the vehicle is complemented by a direct connection to the human brain. At the IAA, the first approaches to mind control based on visual perception will be demonstrated in the visionary seat mock-up of the VISION AVTR. For this purpose, light dots are projected onto the fully digital dashboard. A BCI device with wearable electrodes attached to the back of the user’s head records brain activity and establishes a direct connection to the vehicle after a one-minute calibration. The brain reacts to the visual stimuli on the dashboard.

The BCI device measures the neuronal activity at the cortex in real time. It analyzes the measured brain waves and recognizes on which light points the user directs his focus and full attention (attention-sensing interface). The stronger the focus, the higher the neuronal activity. The device then triggers the targeted function in the vehicle.

Using several functions linked to BCI technology, visitors experienced how quickly their own brain connects with the vehicle – similar to the neuronal connection between the Na’vi and the nature in the visionary Hollywood blockbuster ‘AVATAR’. By focusing on points of light, they used the power of their thoughts to perform various functions in the digital VISION AVTR worlds displayed on the dashboard: for example, generate wind, grow plants, select parking spaces to charge or turn day into night.

Concept vehicle developed with Disney
The VISION AVTR was previous presented at the 2020 CES in Las Vegas. It was the result of an extraordinary global collaboration between entertainment company Disney and Mercedes-Benz. The name of the concept vehicle stands for ADVANCED VEHICLE TRANSFORMATION which looks at mobility in the distant future.

The stretched ‘one-bow’ design and organic design language combine exterior and interior into an emotional whole. Sustainable materials such as vegan DINAMICA leather made from recycled materials, fast-growing Karuun (rattan) that can only thrive in biodiversity, and organic, compostable battery technology create a closed-loop economy.

33 bionic flaps on the back of the vehicle can communicate with the outside world – with and through the driver – using naturally flowing movements in subtle gestures. Instead of a conventional steering wheel, the VISION AVTR has a multifunctional control element in the centre console. By placing the hand on the control, the interior comes to life and the vehicle recognizes the passenger by their heart rate. Simply raising the hand projects a menu selection onto the palm of the hand, allowing the user to intuitively choose between different functionalities.

The biometric connection enables a completely new interaction between man, machine and nature in the autonomous-driving concept vehicle. Continuing development of the ‘Hey Mercedes’ voice assistant and the zero-layer concept of the MBUX Hyperscreen have already simplified vehicle operation. In future, BCI technology could make it possible to relieve the user even more, in order to be able to focus on the driving experience.

Mercedes-Benz puts a ‘Home Theatre’ in the car cabin

Lotus Vision80 plan to transform company on journey of global expansion

Group Lotus, once owned by Proton and now owned by its shareholder, Zhejiang Geely Holding Group, has big plans for the rest of the decade, with a product plan for the next 5 years that will see at least 5 new models. The ongoing strategic plan, known as Vision80, outlines the transformation of the company ahead of its 80th birthday in 2028.

Also of significance to the journey of global expansion is the establishment of Lotus Technology. This is a new division of Group Lotus, a global ‘intelligent technology’ subsidiary which augments the brand’s DNA and technology accumulated over the 73 years that Lotus has been in business. Its role is to accelerate innovation in the fields of batteries and energy management, electric motors, electronic control systems, intelligent driving, intelligent manufacturing and more.

Expanding the global footprint
Working hand in hand, China-based Lotus Technology and the UK-based Lotus team are at the core of Group Lotus’ future development strategy. Lotus in the UK will be responsible for the development and production of sportscars, as well as coordinating global sales for the Lotus brand. Lotus Technology in China will be responsible for integrating a new generation of lifestyle products, bringing together China’s EV and manufacturing specialisms, UK’s design and advanced performance centres and Germany-based R&D resources (at the Lotus Technology Innovation Centre in Raunheim), as well as the global development and production of premium intelligent drive technologies.

“Transforming Lotus from a UK sportscar company to a truly global performance car company has always been at the core of Vision80. The launch of Lotus Technology is a major milestone on the road to making that a reality, while adhering to the unwavering Lotus principles of pure performance, efficiency, motorsport success and, above all, being ‘For the Drivers’,” said Matt Windle, Managing Director of Lotus Cars.

New factory for Lotus EVs in China
The new Lotus Technology headquarters will be completed in 2024, while an all-new Lotus factory, to manufacture Lotus electric vehicles for global markets, will open later this year. The new plant, located in Wuhan has an investment of over £900 million (about RM5.17 billion). It will complement existing UK sportscar manufacturing and performance facilities in England. It is being built with the world’s most advanced manufacturing technologies to become a global centre of excellence for Lotus’ premium lifestyle models.

Covering an area of over 1 million square metres, the new factory in China plant will have has a capacity of up to production of 150,000 vehicles a year. with an investment of over £900 million (about RM5.17 billion)

The new plant is the first in the world with an integrated intelligent test track. It features an advanced system whereby vehicles can be transported into workshops using autonomous driving technology without any human intervention. It is designed to accommodate vehicles driving at speeds up to 230 km/h) through 16 corners.

In the field of intelligent drive, Lotus has also unveiled the concept of ‘track-level intelligent drive’ as a 10-year technological development target. The new technology’s aim is to assist drivers to perform as well as an F1 driver on track, while increasing driver safety and improving performance on the road through advanced software and hardware. The result is a more rewarding and reassuring experience in any environment.

*Emira will be the last petrol-powered sportscar from Lotus.*

5 new models in 5 years
As for the new models, which are in addition to the Evija all-electric hypercar and the Emira (the last petrol-powered sportscar from Lotus), the first one will be an E-segment SUV codenamed ‘Type 132’ which will be launched next year. It will be followed in 2023 by an E-segment 4-door coupe (Type 133), and in 2025 by the Type 134, a new D-segment SUV. This trio will be joined in 2026 by the Type 135, an all-new electric sportscar.

The development of the brand’s new premium lifestyle vehicles will take place on the Lotus Premium architecture, one of the four new vehicle platforms announced at the Driving Tomorrow global strategy conference in April. The Premium architecture supports a wheelbase range from 2889 mm -3100 mm and could be further expanded in the future. It supports the development of all types of passenger vehicles from C+ to E segments. Using 92 – 120 kWh batteries, it is compatible with the industry’s most advanced 800V high-speed EV charging system. Products developed on this platform will be capable of 0-100 km/h acceleration in under 3 seconds.

Since being founded by Colin Chapman in 1948, Lotus has been among the industry leaders in innovation with its commitment to pure driving, outstanding ride and handling, lightweight technologies and aerodynamic engineering. Today, with the backing and global resources of Geely Holding Group, the company benefits from new capabilities in R&D, manufacturing and supply chain management.

New dawn for Lotus as Vision80 plan progresses

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