Leading automotive engineering firm BorgWarner has converted an Ariel Nomad off-roader into a fully electric vehicle. The one-off machine was produced as a showcase for electric powertrain technology developed by the US company and its partners. It swaps the 235bhp Honda-built 2.5-litre petrol engine usually found in the Nomad for an electric system that uses two motors to deliver a total of 268bhp. The converted Nomad is rear-wheel drive, with each motor independently driving a rear wheel through two separate eDriveGear gear sets managed by torque vectoring. BorgWarner says the set-up offers “more power and durability”. The motors draw power from a liquid-cooled 350V 30kWh power pack. BorgWarner says the machine’s extensive use of torque vectoring through the electric powertrain improves steering response, and allows for regenerative braking to extend range. The British-built Nomad was chosen for the project in part because the open-top design makes it easy for BorgWarner’s team to easily install and remove components, and it is purely intended as a one-off showcase. Kahan Yilmaz, BorgWarner’s tech boss, said the converted Nomad was a “high-voltage demonstration” that “gives us a fantastic tool to showcase our extensive capabilities, collaborate with industry partners and evaluate current and future technology at a system level”. Ariel was not involved in the project, and is currently working on a fully electric machine of its own: a 1180bhp
Origin: Electric Ariel Nomad created as one-off technology showcase
technology
Pedestrian avoidance technology much less effective at higher speeds: study
Clip from a AAA video of a pedestrian detection emergency braking system testAAA Cars equipped with pedestrian avoidance technology are a step in the right direction, but much more development is needed for them to be truly effective, a new AAA study, covered by Consumer Reports, shows.The systems in the four cars the group tested struggled, and ultimately failed, to find pedestrians at night, or upon executing right-hand turns at low speed. They also failed to avert disaster when at speeds of 48 km/h or higher.It’s a signal to manufacturers, and a reminder to consumers, that while technology to reduce pedestrian deaths is needed and being implemented, it has some severe limitations. You cannot hand over control of your car and disengage from the complex task of driving, no matter how many systems are being touted. Pedestrian detection is used in combination with automatic emergency braking systems; if the car detects a pedestrian the driver doesn’t, it will alert the driver and start to take action to slow or stop the car. It uses cameras, radar and sensors that allow the car to “see” a pedestrian, and should be very effective in urban areas at speed limits of up to 30 km/h. The AAA study is alarming because the four different vehicles they tested – Tesla Model 3, Toyota Camry, Honda Accord and Chevrolet Malibu – delivered underwhelming results.In daylight, at 32 km/h, the cars hit an adult pedestrian 60 per cent of the time. Even worse, “none of the test vehicles avoided a collision (or even mitigated the impact speed) with a pedestrian crossing the road immediately after the test vehicle, traveling at 15 mph (24 km/h), made a right-hand turn.”If you’re a little one, forget it: “If the test vehicles came across a child darting into traffic from in between two cars, with the test vehicle traveling at 20 mph (32 km/h), a collision occurred 89 per cent of the time; at 30 mph (48 km/h), none of the test vehicles avoided a collision.”Are we there yet? Nope. Don’t take your eyes from the road, be aware of your surroundings and don’t count on your car to save those around you — just
Origin: Pedestrian avoidance technology much less effective at higher speeds: study
New Volkswagen Golf to feature class-leading technology
The next-generation Volkswagen Golf, to be unveiled this month, aims to revolutionise the volume hatchback market with 48V mild-hybrid engines and technology not yet seen in the class. The German maker is betting on the new Mk8 Golf to secure its foothold in the shrinking segment – down 16% globally in the first half of 2019, according to analyst firm JATO – by offering not only class-leading technology but also the lowest CO2 emissions, important for running costs and the brand’s social responsibility standing. VW’s technical chief, Frank Welsch, told Autocar that development is now finished and the Mk8 Golf is currently undergoing quality testing. He said: “We are now in pre-production, in the phase to make sure that one part fits perfectly to another. Everything we did on the prototype is nice but now it’s time to see whether it works in the series solution. We are testing in Germany, America, Spain, China – everywhere.” There has been much debate about the Mk8’s engines and which should use hybrid tech, with decisions understood to have been reversed following the departure of Matthias Müller as CEO and subsequent appointment of Herbert Diess. The outcome, Welsch said, is that the volume engines – the 1.0-litre and 1.5-litre petrol units – will be available with a 48V system with VW’s dual-clutch transmission only. The 1.0-litre will make 129bhp and the 1.5-litre 148bhp. It isn’t yet known which engines will be offered with a manual gearbox. Welsch said: “We have 48V on the mainstream petrol engines but not on the diesel. The diesel has better CO2 emissions anyway and diesel is more expensive so to keep it balanced, we did it only on petrol. “The 48V mild hybrid is not only good in terms of CO2 but also comfortable driving. You won’t hear the restart on the start/stop system. It’s much more powerful with the mild-hybrid starter/generator system. Even while driving, if the car is just rolling, you don’t need extra power. The engine turns off while driving, and if you just touch the pedal, it starts again and you don’t feel it. It’s very comfortable.” Alongside the two volume petrol engines, there will be an updated version of the 2.0-litre TDI diesel, codenamed EA288 Evo, which has been significantly re-engineered to reduce exhaust pollution. There is also a more efficient and responsive turbocharger and the engine itself is lighter. VW has claimed the unit offers an average of 9% more torque and power together with an average 10g/km decrease in CO2 emissions. Welsch said the new Golf will be “leading again in terms of CO2 emissions,” stating that its most efficient variant under WLTP testing will be just into three figures. Welsch said: “We are in the process of homologation now and two or three engines are already done. CO2 (in the Mk8) is a huge step. We’ve optimised engines and aerodynamics.” The Golf GTE plug-in hybrid will also continue and offer a power boost, while a lower-powered hybrid will also be available. “Today’s GTI is 241bhp so the GTE should also have 241bhp, so it’s really a GTE.” Welsch said. “But there are some people who just want to stay with a similar plug-in hybrid to today so that is why we’re offering the 201bhp, too. It comes without the GTE trim and (appears) as a normal Golf.” There will be no e-Golf as VW focuses on its electric ID 3. The next Golf GTI, due to arrive by late 2020, is set to use much of the hardware from the Mk7 Golf GTI, including an updated version of the EA888 2.0-litre turbocharged engine, which will exceed the 241bhp of the current iteration. An even hotter Golf R will follow in 2021. A range-topping 400bhp R Plus, to rival the Mercedes-AMG A45 and Audi RS3, is also on the cards. The Mk8 Golf is underpinned by an evolution of the existing model’s MQB platform, featuring a MacPherson strut front and multi-link rear suspension in combination with adaptive damping control. Engineers involved in the new car’s development say major attention has been focused on steering accuracy. The electromechanical set-up of the outgoing car has been heavily reworked to provide it with added levels of feedback and a more direct ratio. The new Golf’s design, as ever, will not be a dramatic overhaul from its predecessor’s, given the loyal fan base of VW’s third biggest-selling car globally, behind the Tiguan and Polo. Welsch said: “It’s the same story we started with Mk1 and Mk2. It’s an evolutionary process with very small but clear steps. It’s a little bit more dynamic.” Welsch said the roof line above the C-pillar has been lowered slightly and the belt line has been moved up, to create more dynamism. He said: “The Golf today is a little bit more horizontal. This design makes it look optically faster. We made it a little bit dynamic but everybody would know it’s a Golf without any logo and despite it being the new one.” Despite VW wishing to give its new electric ID brand separate design to its conventional models, the
Origin: New Volkswagen Golf to feature class-leading technology
Cosworth will provide hybrid technology for BTCC in 2022
British Touring Car Championship organiser TOCA has announced that Cosworth Electronics will supply hybrid powertrains for the race series from 2022. The new technology will be integrated into the competing cars’ existing 2.0-litre turbocharged powertrains, to keep costs down, and will be used primarily for passing and defending manoeuvres on track. But cars will also operate in full-electric mode in the pitlane. The system will allow the BTCC to forego its current ‘success ballast’ system from 2022. Instead of race winners carrying more weight in their next outing, their hybrid usage will be more tightly restricted. Cosworth Electronics, a subsidiary of renowned engineering firm Cosworth, won the tender having demonstrated it could meet the packaging, performance and cost requirements outlined by TOCA. The compact 60-volt system comprises a gearbox-mounted electric motor and separate cooling unit. A bespoke battery and its associated hardware, alongside modifications to the gearbox and ancillaries, entails an estimated 64kg weight gain for each car. Early tests have shown that the most significant performance boost comes at the bottom of the rev range. The BTCC claims “the hybrid power burst will bring the engine up into the turbo ‘window’ more quickly”. Activating hybrid mode will temporarily add approximately 40bhp to a car’s power output, claims the BTCC. A simulation based on Silverstone revealed that a hybrid-equipped racer would accelerate faster out of Copse Corner than a conventionally-fuelled current model. Drivers can control how much energy they recuperate and deploy throughout the race, with a steering wheel-mounted button that engages and disengages the hybrid motor. The system will also deactivate under braking, when the pre-determined time limit has been reached or when throttle input changes suddenly. The BTCC is conducting tests to determine the exact rules of hybrid technology usage in races, but has confirmed that it cannot be deployed for more than a total of 15 seconds per lap. Cosworth’s hybrid powertrain will cost teams £20,500 per season (£2050 per race). The competition’s shift to electrification was first announced in 2018, with testing scheduled to get underway as early as next year. The BTCC says hybridisation “could have been introduced from 2021” but “it was decided to stay with the original 2022 introduction date in order to allow ample
Origin: Cosworth will provide hybrid technology for BTCC in 2022
New Renault Zoe to pioneer innovative car sharing technology
Car sharing software is being fitted as standard to the next Renault Zoe in a further step towards a future of pooled electric car ownership – but also in a move to help car makers to reduce fines in 2020 if they overstep fleet CO2 average figures. The car sharing software is supplied by French company Vulog, whose AiMA (Artificial Intelligence Mobility Applied) platform is used by 25 car sharing schemes on a fleet of 11,000 cars on five continents. It integrates multiple functions involved in car sharing – such as finding an available car online or through an app and unlocking it with a mobile device, plus monitoring charging and invoicing to streamline the management of the car fleet. “This partnership with Vulog will facilitate the launch of car sharing services for mobility operators around the world,” said Corinne Pakey, Renault’s mobility business manager. Renault already has 6100 electric vehicles across Europe in car sharing programmes and the agreement with Vulog is expected to add a further 2500 in north Europe, South America and the UAE. Renault is also a partner in the Marcel electric car ride-hailing service in Paris. As well as pushing electric cars towards urban mobility improvements, Vulog believes that fleets of shared electric cars could save many manufacturers from the fines that the EU will levy from 2020 on car makers that miss their fleet CO2 average figure. For every gram above their CO2 emission limit, car makers will have to pay £83 for each car registered. According to a report by PA Consulting, nine of the 13 main car-making groups in Europe could have to pay out – ranging from Mazda’s relatively modest £65 million to Volkswagen’s eye-watering £1.22 billion. Total industry fines might reach an astonishing £12.2bn, according to industry analysts IHS Markit. This explains why Fiat Chrysler Automobiles (FCA) recently paired up with Tesla to pay the US EV maker to pool fleets for CO2 calculation purposes. FCA faces going 6.7g/km over its 91.8g/km target, equal to a £612m fine. Unsurprisingly, EV pioneer partners Renault and Nissan — now in alliance with Mitsubishi — are among the four makers predicted to be on course to meet their CO2 target. “EV car sharing does reduce CO2 emissions and helps reduce liability under the new corporate fleet regulations,” Renault UK told Autocar. “It also gives Renault access to a new audience: people who may not want to buy a car but also those who may not otherwise try an EV.” Vulog believes other car makers could significantly reduce fleet average CO2 with shared EVs and are preparing to roll out such schemes. “Many OEMs (car makers) have a plan to do this,” said Vulog boss Gregory Duconge, “but they just aren’t ready to talk about it yet.” VW, one of the makers tipped to miss its 2020 fleet CO2 target, for example, has supplied 325 e-Golfs to Zipcar, which has a medium-term aim to be 100% electric by 2025. When VW’s ID family of electric cars gets into serious volume production by 2020/21, it can be expected to have a very large global fleet of car share EVs. Thomas Ulbrich, VW’s head of e-mobility, recently confirmed to Autocar that by the end of the ID family model introductions in 2027/28, VW will have built 15m EVs on its new MEB electric car platform. That would make a huge dent in its fleet CO2 numbers and many could be on electric car sharing schemes. Ford is also facing fines but it is remaining tight-lipped about electric car sharing, if only because significant numbers of its electric models are still a couple of years from launch in Europe. But it will go it alone, unlike FCA and Tesla. “Ford has no plans to pool our fleet CO2 emissions with any other car manufacturer,” it said in a statement to
Origin: New Renault Zoe to pioneer innovative car sharing technology
BMW and Jaguar Land Rover will join forces on electric-car technology
A Jaguar I-Pace having its battery removedJaguar BMW and Jaguar Land Rover will collaborate on their next generation of electric cars, following similar moves by other automakers that have teamed up to share the burden of developing the expensive new technology. Jaguar Land Rover, owned by India’s Tata Motors, will cooperate on BMW’s fifth generation of electric drive technology, the companies said in a statement on Wednesday. It forms the backbone of a BMW electric model offensive set to start next year with the introduction of an electric X3 sports utility vehicle. The move follows Fiat Chrysler Automobiles’ proposal last week to merge with Renault, creating the world’s third-biggest automaker. The deal would bring the Italian-American automaker into a global alliance that includes Nissan, maker of the pioneering Leaf, and Mitsubishi Motors. The world’s largest automaker, Volkswagen, and U.S. rival Ford are cooperating on building vans, a project that could extend to autonomous cars or sharing production platforms. The need for record spending on the technology coincides with a time of low profit and stagnating sales. BMW is currently working through a US$14 billion savings plan, while Jaguar is undergoing a 2.5 billion-pound savings program of its own and cutting 4,500 jobs. The carmakers will form a joint team of experts in Munich that will develop power units together. Both companies will still produce drivetrains in their own factories, they said in the statement. BMW was an early entrant into the electric-car market with the i3 hatchback, which began production in 2013, though sales haven’t taken off. Jaguar started deliveries of the all-electric I-Pace last year, one of a crop of premium SUVs being launched by traditional carmakers to take on the Tesla
Origin: BMW and Jaguar Land Rover will join forces on electric-car technology
Under the skin: the latest CVT gearbox technology
Toyota’s umpteenth incarnation of the Corolla is now on sale, mainly in Hybrid form. It’s billed as having an ‘e-CVT’, which at first had our news antennae all a-quiver. In fact, e-CVT is simply another marketing moniker for essentially the same hybrid driveline concept Toyota came up with in the 1990s for the first Prius and has stuck with ever since. Originally called the Toyota Hybrid System (THS), it then also became Hybrid Synergy Drive (HSD), giving a nod to the fact that it was also used by Lexus and even sold to a couple of other car makers. Swapping cogs, gear changing, shifting: whatever your favourite expression, gearboxes and cars go together like sticky toffee pudding and custard – unless it’s a CVT. Some drivers loathe the way a CVT’s soaring engine revs are disconnected from the car’s rate of acceleration – known as the ‘rubber band effect’. The CVT was made famous by DAF when it launched the first production version, the Variomatic, in 1958. Instead of a complex box of cogs, it consisted of two pulleys of continuously variable diameter, connected by a belt. To give the lowest ratio (like first in a manual), the engine-driven pulley is at its smallest diameter and the second pulley, driving the wheels, at its largest. As speed increases the engine-driven pulley gets bigger and the drive pulley smaller, increasing the ratio – so the car speeds-up. Controlled not by a computer but by a vacuum, it continuously and automatically adjusts for hills and harder acceleration or cruising. The design has been used by many manufacturers over the years, including Audi, Ford and Fiat. CVTs are not all alike, though. Although Toyota offers a CVT in the new Corolla (but not in the UK), its hybrid drive e-CVT is nothing like the original Variomatic and there’s no belt. Instead, it consists of two electric motor-generators (MG1 and MG2) connected to a planetary gearbox. The whole caboodle has the engine at one end and the driven wheels at the other. Planetary gear sets exist aplenty inside conventional automatics. The compact package consists of a sun, planets and an enclosing ring gear and resemble a desk toy of the solar system. There are only a few components, but making the drive take different routes through the mini solar system allows the two motor-generators to perform different roles. MG1 can start the engine and at other times act as a generator to charge the hybrid battery. MG2 can act as a drive motor on its own or with the engine and also a generator to perform a regenerative braking role. MG1 can also apply small amounts of torque to the gear set to control the balance between the engine and electric drive from MG2, and there are many more combinations. The system allows electric-only drive by decoupling the engine (without the need for a clutch), and it’s small and compact. So not all CVTs are what they seem. This latest one is clever and mega-efficient, and it’s not surprising the basic idea has endured for more than 20 years. Reverse engineering Bosch’s electronically controlled version of the original CVT remains mechanically simple. Despite CVTs being scorned by some, Dutch rallycross star Jan de Rooy dominated with his DAF 55 and 555s in the 1970s. DAFs were banished to their own category in the annual Dutch backwards racing championship (yes, really, it used to be a thing) because CVTs enabled them to drive as fast in reverse as
Origin: Under the skin: the latest CVT gearbox technology
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