France targets 2 million electric cars by 2020

France hopes to have 2 million electric cars on the road by 2020, and its energy minister Jean-Louis Borloo will on Thursday launch a plan designed to ensure the necessary infrastructure is in place in time. The French state will invest over a billion euros, installing charging stations, adapting the electricity grid and buying vehicles, as well as providing subsidies to buyers and carmakers, Paris Match reported on its website on Wednesday.

The government wants to build up a network of 4.4 million charging points by 2020, enough to support 2 million vehicles, Paris Match said.

Last week, industry minister Christian Estrosi said public and private players would launch tenders for 50,000 electric vehicles during the autumn.

French carmakers Renault and PSA Peugeot Citroen are both launching electric cars, but their forecasts of the likely market for the vehicles differ.

Philippe Varin, CEO of PSA Peugeot Citroen, which displayed the i0n, based on partner Mitsubishi Motors' iMiev, at the Frankfurt Auto Show, said earlier this month that he expected around 1 in 20 cars sold worldwide by 2020 to be electric.

Renault Chief Executive Carlos Ghosn, meanwhile, who is also CEO of Japanese alliance partner Nissan Motor Co is sticking by a forecast of 1 in 10 electric cars by 2020.

Volvo to put plug-in hybrids on the market in 2012

Volvo is introducing a series-produced plug-in hybrid as early as 2012. Pure electric power from the battery will cover the daily transport needs of 75 percent of European drivers. For longer distances, an efficient diesel hybrid engine automatically takes over. The combined range is about 1200 kilometres. Carbon dioxide emissions will average out at 49 grams per kilometre, with fuel consumption of 1.9 litres per 100 km.

Volvo is convinced that in the future, customers will continue to want safe, comfortable cars with good driving properties and generous load-carrying ability. Irrespective of whether they are powered by electricity or other fuels.

Plug-in hybrids are an attractive car type offering the user the best from both electric power and conventional drivelines: extremely low fuel consumption and CO2 levels, combined with a long range and high performance.

"The new Volvo plug-in will be a truly enjoyable car to drive, featuring Volvo's high safety and comfort standards. At the same time, CO2 levels and fuel consumption will be as low as half that available on the market today." says Stephen Odell, President and CEO of Volvo Car Corporation.

Volvo plug-in hybrid advantages:

* Fuel consumption, running costs and CO2 emissions are very low
* The car is a "normal" Volvo, with all its customary good properties
* It is conveniently recharged at home via a regular wall socket
* It is an enjoyable car to drive, offering high performance

Electric power with CO2 levels close to zero

Electricity is highly suited as a car fuel. The electric motor has a high efficiency rating and consumes about one-fifth as much energy as a corresponding engine running on fossil fuel. Volvo's plug-in hybrid cars will be propelled by a robust electric motor that receives its power from a lithium-ion battery. What is more, additional electricity is generated every time the car brakes.

The battery is conveniently recharged at home via a regular wall socket. Electricity as a fuel is far cheaper than petrol or diesel, which results in low operating costs. The battery will take about five hours to recharge.

The range will be about 1200 kilometres, just like in a conventional diesel car. It will be able to be driven up to 50 kilometres on pure electric power and when running on the battery, emissions from the exhaust pipe will be non-existent. If the battery is recharged using electricity from renewable sources, the net emission of CO2 will be close to zero, even in a lifecycle perspective. Volvo's dealers will offer customers who buy a plug-in hybrid a special contract for the supply of renewable energy. This agreement has been created in cooperation with the company's partner, Swedish electricity supplier Vattenfall.

Efficient diesel engines as a complement

As a complement to the electric motor, one of Volvo's fuel-efficient diesel engines will also be fitted under the bonnet. It will be optimised to run on renewable synthetic diesel and will meet the tough forthcoming exhaust emission requirements.

The diesel engine can be run separately or in combination with the electric motor for optimal power and energy utilisation. For example, the diesel engine can support or replace electric power at high speeds or when the battery charge drops, while the electric motor can offer additional torque at low engine revs. Being able to combine these two power sources makes it possible to offer high performance and trouble-free use by the owner.

Most car trips cover short distances, to and from work. This means that the forthcoming Volvo plug-in hybrid will cover the transport requirements of most people. For longer distances, the diesel engine starts up automatically, giving the car the same properties and range as a conventional diesel car.

According to the standardised NEDC certification driving cycle, CO2 emissions from Volvo's plug-in hybrid will be lower than 50 grams/kilometre. Cars with emissions below 50 grams of CO2/kilometre will probably have the most favourable incentives in many European countries. In addition to tax relief, these countries will offer a discount of about 5000 euros on the purchase price, a move that is expected to set the standard for the rest of Europe too.

"We are focusing strongly on plug-in hybrids in order to meet the demands for low CO2 emissions and to provide sustainable road transportation. We naturally expect that the relevant authorities will offer subsidies to boost developments, speeding up the creation of a market for this type of car," says Stephen Odell.

Today's electricity capacity covers requirements

Plug-in hybrids consume less electricity than most people believe. The fact is that a single medium-sized wind-power station can produce renewable electricity to cover the annual consumption of 1000-2000 plug-in hybrids in normal use. Even a large number of plug-in hybrids on the roads would be able to be supplied within the framework of the electric grid's existing capacity. If 15 percent of Europe's cars consisted of plug-in hybrids, this would mean that total electricity requirements would only increase by between 1 and 3 percent.

Through simple household energy savings, for instance by switching off the PC and TV overnight and using low-energy bulbs, the total energy requirement would probably be able to be kept at current levels. To put this into perspective, the energy-efficiency improvements that Volvo Cars has implemented in its factories in Ghent and Göteborg over the past four years correspond to the annual electricity consumption of 15,000 plug-in hybrid cars.

Plug-in hybrids - market potential

The purchase price of a plug-in hybrid is expected to be considerably higher than for a conventional diesel car since the batteries are still expensive. Fuel costs on electric power will be about one-third compared with driving on diesel, and this partially compensates for the higher purchase price, although not fully.

Volvo Cars assesses that plug-in hybrids will be commercially viable for certain customer categories in 2012, gradually widening in appeal as battery price and performance continuously improve.

Skipping stages in technological development

For the time being, Volvo Cars is postponing its plans to produce what is known as a full-hybrid based on a diesel engine.

The strategy that Volvo is adopting to start series-producing plug-in cars as early as 2012 is to exploit already existing, tried and tested platform architecture for major components such as the body and engine. Instead of waiting for an entirely new generation of car models, the company is saving time by using innovative solutions to install the battery and electric motor beside a conventional driveline. In this way, the new technology will get out to car buyers that much sooner.

Plug-in hybrids the result of industrial cooperation

In January 2007, Volvo Cars and energy supplier Vattenfall launched a joint project with the aim of testing and developing plug-in technology. A new company was founded, V2 Plug-in-Hybrid Vehicle Partnership, as a result of this cross-border initiative.

The formation of the joint company with Vattenfall creates entirely new preconditions for developing next-generation green technology in a highly efficient way. Working in partnership is something that the company regards as an absolute necessity in the drive towards a sustainable future.

A123 smash-hit IPO could herald more green debuts

A 50 percent leap in the shares of lithium-ion battery maker A123 Systems Inc on their first day of trading looks likely to jumpstart the market for clean-tech share offerings.

The Watertown, Mass.-based A123 Systems is now worth over $1.9 billion, a striking valuation for a company that has yet to make a profit and still needs large-scale commercialization.

Industry executives and experts said A123's success shows investors have an appetite for green technology companies that lose money, but have tremendous potential.

So the stock's first day jump, which is the second-best performance for a debut stock in 2009, should encourage more venture capital-backed clean technology companies to go public, they added.

"This is an interesting time for the market because there are several (clean-tech) companies that have been growing very nicely," said Faysal Sohail, managing director of venture fund CMEA Capital, which is an investor in A123.

Sohail declined to comment specifically on A123, but said the whole environment is creating opportunities for clean-tech companies and expects 2010 to be a busy year for green IPOs.

"They are real companies with substantial revenue and growing at a very fast clip," he said.

CMEA Capital also backs companies such as Silicon Valley solar manufacturer Solyndra and biofuel company Codexis, which many see as likely candidates for the IPO market.

Other green companies deemed ripe for an IPO include smart grid network company Silver Spring Networks, electric carmaker Tesla Motors and solar thermal company BrightSource Energy.

Rival lithium-ion battery maker Ener1 Inc also cheered A123's stock performance, which shows how much value there is in the emerging sector.

"It's great for the space. They have done a good job of getting the market excited," Ener1 Chief Executive Charles Gassenheimer told Reuters.

Ener1 went public in 2003, but used a reverse merger with a public shell corporation to do so.

Gassenheimer said the warm reception of the IPO would encourage other clean-tech companies to tap the public markets.

"Any time you have an IPO trade up as much as 50 percent, that means investor receptivity has returned," he said. "I think you will see a lot more IPOs on the back of this."

HIGH GROWTH SECTORS

A123, founded by scientists linked to the Massachusetts Institute of Technology (MIT), develops batteries for electric vehicles, plug-in hybrids and works with carmakers such as BMW , Chrysler and General Motors Co.

Electric vehicles and batteries are considered markets that have immense potential for growth.

The automotive market for lithium-ion batteries, mostly found in mobile phones and computer laptops, is projected to be $32 million in 2009, but is expected to skyrocket to $22 billion in 2015, according to A123's prospectus.

"That's compelling," said Matt Therian, an analyst with Renaissance Capital, referring to the market potential. "We have seen a lot of large profitable companies go public. But a smaller one with a little more risky profile ... I think it bodes well for the health of the IPO market."

Looking forward, Therian expected plenty of the larger, cash-generating, private equity portfolio companies would go public in 2010.

"But on their heels, we could also see another wave of your more traditional growth companies," he added.

For now, A123 co-founder Yet-Ming Chiang, a professor of ceramics at MIT's department of materials science and engineering, is happy but understands the company still needs to deliver.

"It's a scientist's and engineer's dream to see something from the lab make it to commercial technology that has an impact," Chiang said. "Even though this is a significant event, there is still a lot of work to be done and tomorrow we all get back to work."

Williams plan to race KERS in 2010

According to Autosport.com The Williams team is planning to use KERS in next year's car, despite the Formula One Teams' Association having agreed to drop the system voluntarily.

As we reported, FOTA teams announced in June that they would not be using KERS in 2010 as they deemed the technology was too expensive, despite the facts all works teams had already developed a race ready and fully functional KERS system.

Former Renault boss Flavio Briatore seemed to take a leading role in FOTA's push to ban KERS, but as he has now been fired by Renault, Briatore seemingly has no future role in Formula One. The pact could now collapse, with Williams having confirmed it is continuing with the development of its KERS with the intention of using it in next year's car.

"We fully support the use of KERS and always have done," Williams technical director Sam Michael said on Tuesday.

"Given the environmental and sustainability pressures that Formula 1 is going to face in the future, KERS is a positive step for the sport.

"It's in next year's regulations, so we're continuing developing our system with a view to using it on next year's FW32."

Williams, developing a flywheel-based KERS, has not used the system this season.

The Grove team recently rejoined FOTA after it was suspended earlier this year when it broke ranks with the rest of FOTA and entered the 2010 world championship before the FIA's initial deadline.

McLaren and Ferrari have been using KERS continuously this season, both scoring wins with the system.

Lexus LF-Ch Full Hybrid Concept

Making its world debut at the Frankfurt motor show, the Lexus LF-Ch full hybrid concept is Lexus’s first approach to the competitive European premium compact segment.

It reflects the growing demand for cars that are smaller and more fuel and CO2 efficient, but with no compromise in levels of refinement and driving pleasure. By next year the compact segment is expected to claim the largest share of the European premium car market.

The LF-Ch concept reaffirms Lexus’s commitment to Europe, combining compact dimensions, stylish five-door, full hybrid technology and low emissions to satisfy the most demanding customer requirements and to appeal to a new, younger generation of customers.

Exterior design

The LF-Ch concept presents a powerful evolution of Lexus’s L-finesse design philosophy. Rooted in Japanese culture, L-finesse is expressed in every aspect of the car, not only in the visual harmony between the interior and exterior design, but also in the combination of leading-edge engineering and technology with a user-friendly simplicity of function.

The designers focused on the careful juxtaposition of opposing major and minor elements. Intriguing contrasts are created between the powerful, machine-like overall surfacing of the bodywork and the painstaking detail of even the smallest elements, creating a synergy between technologically driven design and a fluid, hand-sculpted quality.

A new, bolder Lexus grille design sits above a deep, full-width bumper and air dam, giving a perfect balance of precision and power. The sharply sculpted, aerodynamic front wings overlap the front bumper to create deep, front brake-cooling air intakes and give the LF-Ch a powerful and purposeful wide-track stance.



In profile, the tapered side glazing, a muscular, rising beltline and a sharply truncated rear overhang project the car’s premium compact character. The steeply raked windscreen, long flowing roofline, blacked-out B-pillars and rear doorhandles integrated in the C-pillar window trim combine to give the appearance of a sporting pillarless coupe.

At the rear the trailing edge of the roof overhangs the rear window to create an integrated rear spoiler. The tailgate section has a pronounced step, which flows from the muscular wheelarches and is anchored by the wraparound tail lamp design. Aerodynamic detailing of the lower bumper smoothes airflow from beneath the car and feeds ventilation to the rear brakes.

Subtle finishing touches include discreet Lexus hybrid blue badging and sharply tapering chrome mouldings. The harmonious synergy of the design is further expressed in the contrasting, lively yellow exterior finish and calming blue interior illumination.

Interior design

The principles of L-finesse are carried through to the interior where again a powerful simplicity harmonises with hand-crafted quality in the detailing to create a calm, efficient and elegant design.

The cabin features a strongly asymmetric dashboard that is firmly driver-focused with outstanding ergonomics. The driver’s needs are seamlessly anticipated in several surprising elements, for example, when the car is started a greeting is presented on the navigation screen and an ambient lighting pattern appears in the headliner, creating a sophisticated lounge feel.

Extensive use of semi-aniline leather, polished aluminium, wood and soft-touch materials reinforces the theme of harmonious contrast in the dashboard, door panels and seating. The design of the seats is inspired by high quality furniture, with exposed metal frames, lightweight leather and grained black wood used in inter-related layers, shaped to reflect the intrinsic nature of each material used.

The driving position is low and well-supported, with a wide-grip steering wheel with paddle shift controls and an instrument binnacle housing large twin dials embellished with a turbine motif.

To help keep the driver’s focus on the road ahead, distracting instrumentation and switchgear has been kept to a minimum by using Lexus Remote Touch controls, as first seen in the new RX 450h. Using a multi-information display on top of the dashboard, Remote Touch works like a computer mouse, letting the driver access control and customise a range of information, entertainment and vehicle set-up programmes.

As with every Lexus, hospitality is at the heart of the ownership experience. To this end, the LF-Ch’s comprehensive on-board entertainment package includes iPhone docking for rear seat passengers.

Powertrain and driving performance

Allied to a wide track, long wheelbase and low centre of gravity, the LF-Ch’s full hybrid powertrain is engineered to deliver all the performance customers expect from a premium compact hatchback, while at the same time returning low fuel consumption, CO2 and NOx emissions.

With the benefit of the full hybrid technology of Lexus Hybrid drive, the car can be driven in a fully electric EV mode, a power option that is not available to drivers of mild hybrids. This allows for urban driving with minimal noise and zero emissions.

Volkswagen L1 hybrid Concept

The "one-liter" is so named because it uses just one liter of fuel to propel the car for 100 kilometers, or 62 miles. That translates to almost 240 mpg. In 2002, outgoing VW CEO Ferdinand Piëch, now head of the company’s supervisory board, drove a cigar-shaped prototype from VW headquarters in Wolfsburg to a shareholders’ meeting in Hamburg.

The idea of the one-liter car has been resurrected. VW’s biggest news at the Frankfurt auto show was the L1 concept, a prototype that "is close to production" and "will be developed," the company says. Three ingredients were needed to make it happen: a supremely efficient powertrain, great aerodynamics, and lightweight engineering.

For the powertrain, VW has opted for a 800 cc two-cylinder, 39-hp turbo-diesel engine combined with a 14-hp electric motor. There is a stop/start system and a seven-speed dual-clutch transmission. The L1 can reach 100 mph, but due to the highly tuned aerodynamice fuel economy at that speed drops to only 1.38 liters per 100 kilometers, or 170 mpg.

The L1’s aerodynamics are optimized by the two-seat layout with the occupants sitting in a row. The result is a car that is relatively long, quite low, and extremely slim. The monocoque and body is made of carbon fiber, and total weight of the L1 is a mere 380 kg (838lb). The 'in-line' seating arrangement significantly reduces the frontal area of the car allowing a Cd of just 0.195 to be achieved (most family cars are around 0.3 - the 3rd gen Prius is 0.26)

We have previously reported on a Honda Civic who's coefficient of drag (Cd) from 0.34 to 0.17 using DIY streamlining techniques that as a result achieved 95 MPG or 2.5Lt per 100km but you wouldn't be seen dead driving it on a public road without wearing a disguise. The L1 is much more refined and close to series production so could be on the market as soon as 2013.



PRESS RELEASE

World Premiere of the L1

Drivetrain

The Future Needs the TDI:

* Small TDI leverages minimal fuel consumption and maximum range
* Downsizing – 0.8 TDI is smallest diesel engine intended for production applications ever built by Volkswagen
* Electrifying idea – E-motor plus TDI pushes CO2 emissions down to 36 g/km



The TDI, E-motor and 7-speed DSG are located at the rear, and they combine to create the most fuel efficient road-legal car hybrid drive in the world. Proof of this are its 1.38 litre per 100 kilometres fuel consumption and 36 g/km CO2 emissions. Serving as the primary drive source is a completely redeveloped two-cylinder turbo-diesel with common rail direct injection (TDI). It is operated in two different modes depending on the load conditions. In the standard “ECO” mode, the 800 cm3 TDI develops a power of 20 kW / 27 PS (at 4,000 rpm); in “Sport” mode – used to reach top speed, for example – the car’s power rises to 29 kW / 39 PS (at 4,000 rpm). The TDI’s maximum torque is 100 Newton-meter (at 1,900 rpm). Naturally, the L1 also has a Stop-Start system that automatically shuts down the engine when vehicle has stopped and restarts when the accelerator or E-pedal is pressed.

The hybrid module has been integrated into the housing of the 7-speed DSG (Direct Shift Gearbox). It is located between the TDI engine and the DSG gearbox and consists of a 10 kW / 14 PS electric motor and a clutch. The E-motor is supplied with energy from a lithium-ion battery located at the front of the car. An electronic power control module, operating at around. 130 Volts manages the flow of high voltage energy the battery and to the E-motor. In parallel, the vehicle’s low voltage electrical system is supplied with the necessary 12 Volts through a DC/DC converter.

Electric motor – details of the E-motor

In normal operation the electric motor can support the TDI engine in conditions such as by electronic load point shifting and in acceleration. If necessary – generally during acceleration – the E-motor can supply 40 percent additional torque over the entire speed engine speed range. Moreover, the E-motor can propel the L1 over short distances by itself. In this case, an auxiliary clutch decouples the TDI from the drivetrain. Restarting the TDI is a very easy process. In so-called “pulse starting” of the TDI, the electric motor is sped up and is then coupled to the TDI unit to provide almost instant starting. The entire process takes place automatically and without jolts, so the driver hardly notices the restarting of the TDI engine.

In braking phases, the E-motor operates as a generator to charge the lithium-ion battery by recovering braking energy. The gears of the automatically shifting DSG are always selected with the aim of achieving the best possible fuel economy. The engine controller regulates all energy flow and drive management tasks taking into account the moment by moment demands for power made by the driver. Some of the parameters used to calculate the optimum propulsion mode for the given conditions are: accelerator pedal position, engine load, momentary fuel demand, energy supply and the mix of kinetic and electrical energy at any given time.

Diesel engine – details of the 0.8 TDI

The TDI engine in the L1 is a new development. Yet, even here Volkswagen has been able to exploit synergies to design an engine that is both innovative and cost-effective. Hence, this 0.8 litre TDI unit has been derived from the 1.6 TDI just introduced a few months ago. The 1.6 TDI is making its debut at the IAA in cars such as the new version of the Golf BlueMotion (3.8 l/100 km) and the Passat BlueMotion (4.4 l/100 km) – which are currently the world’s most fuel-efficient production cars in their respective classes.

Based on their common origins, the 0.8 TDI and 1.6 TDI have identical cylinder spacing (88 millimetres), bore (79.5 millimetres) and stroke (80.5 millimetres). These high-tech TDI engines also share key internal engine features for reducing emissions. They include special piston crowns, multi-injection and individual orientations of the specific injection jets. On both drivetrains there is exhaust gas recirculation, an oxidation catalytic converter and a diesel particulate filter. Equipped this way, the TDIs in each Volkswagen fulfil the limits of the Euro-5 emissions standard with ease.

The 1.6 TDI, thanks to its common rail injection, is also an exceptionally quiet and low-vibration diesel engine. These positive properties have been successfully transferred to the two-cylinder unit. The TDI’s aluminium crankcase was also constructed with high precision to achieve very low friction losses. The oil pump, designed to operate at a maximum oil pressure of 4.0 bar, also contributes to engine efficiency.

Another example of how the entire drive system is configured for high efficiency is the L1’s cooling system. Its external water pump is controlled by engine management so that cooling is only activated while engine operating conditions require it. This thermal management also contributes to reduced fuel consumption. A second electric water pump, also activated only when needed, provides cooling required for the starter generator and the power electronics in a separate water circulation loop operating at a lower temperature level.

Automatic transmission – details of the 7-speed DSG

Gear shifting work aboard the L1 is handled by the 7-speed DSG, which is one of the most innovative automatic transmissions in production. Compared to the version equipping the new Polo, for example, the design of the Direct Shift Gearbox has been developed to include clutch control for the hybrid module. Furthermore, individual gear ratios have been optimised to attain responsive driving performance despite the car’s extremely low fuel consumption. The hybrid module is integrated into the DSG housing as previously mentioned. It is located where the flywheel is usually to be found.

Driving performance – economical and yet responsive

The L1, equipped with ABS and ESP, has a top speed of up to 160 km/h – this is remarkable considering its fuel efficiency. With maximum acceleration from a standstill, the two-seater reaches 100 km/h after just 14.3 seconds. The fuel tank holds just ten litres yet, this is sufficient for a theoretical driving range of about 670 kilometres, given the car’s 1.38 litre average fuel consumption.

Electric Ford Focus ready to race tonight in "The Jay Leno show's" Green-Car Challenge

A battery-electric Ford Focus will appear tonight, Friday, Sept. 18 on "The Jay Leno Show" (NBC, Monday-Friday, 10-11 p.m. ET) in a segment they call "Green Car Challenge." The battery-electric Ford Focus will be used throughout the first season of the show, driven by celebrity guests who accept the challenge.

"The Jay Leno Show"'s unique Focus BEV started life as a European production Focus ST, built in Germany in July. The car was delivered to Ford's world headquarters in Dearborn, Mich., where engineers went to work, removing the traditional engine and gas tank and installing an entire electric powertrain – all in six weeks. With Recaro racing seats, a full roll cage, a five-point racing harness and wearing a unique (and fitting) "Electric Orange" paint scheme, the battery electric Focus ST is ready for racing.

With a sophisticated electric powertrain, the zero-emissions Ford Focus BEV delivers nearly as much torque at the wheels as a 2010 Ford Mustang V-6. It also stores enough energy to power an average household for 24 hours.

VEHICLE SPECS:
Powertrain: permanent magnetic electric motor
Power: 141 hp / 105 kw
Torque: 236 lb.-ft. / 320 Nm
Redline: 7500 rpm
Batteries: 98, air-cooled, 60 A-h Lithium-ion batteries
Capacity: 23 kilowatt hours
Transmission: Single speed gearbox

Steering: Electric power-assisted rack-and-pinion
Front suspension: Macpherson-type struts
Rear suspension: Independent short-long arm (SLA), control blade multi-link system
Brakes: Front: 12.6 in / 320 mm ventilated discs
Rear: 11.0 in / 280 mm solid disc
Anti-lock system

Wheelbase: 104 in / 2640 mm
Overall length: 171.7 in / 4362 mm
Overall height: 58.9 in / 1497 mm
Overall width: 72.4 in / 1840 mm
Curb weight: 3,421 lbs

Citroen unveil REVOLTe hybrid concept

As more of a styling exercise than anything with production in mind, Citroen have launched a concept car in homage to the 2CV. We don't see the connection at all to be honest.

Readers are meant to imagine the Revolte is powered by an unspecified small-capacity conventional combustion engine combined with an electric motor and a battery re-charging function. From that you'd say it was a series hybrid but they also state "both able to drive the wheels" so that makes it a parallel hybrid. Either way that's as in-depth as Citroen care to get on the technical specs so thee's nothing more we can tell you really.




PRESS RELEASE:

REVOLTE: Luxury, ecology and a touch of cheek!

Citroën is once more proving its credentials as a bold forward-looking brand with the concept car REVOLTE, an ultra-chic city car combining luxury with a touch of cheek.

A compact city car, REVOLTE sidesteps the difficulties of dense urban traffic with a totally new approach to small car design. This bold, chic car opts for luxury with a touch of cheek, technology and glamour, power and verve.
With its iridescent, glossy colours, silky smooth textiles, and subtle, sophisticated materials, REVOLTE places passengers in a feminine, cosmetic setting, of bold and elegant design.
Spirited and lively, REVOLTE also has an eye on the future with its rechargeable hybrid drivetrain. This ecologically sound technology makes maximum use of electric mode and also contributes to the concept car's agility.
Gloom, conformism and dullness are just not in REVOLTE's vocabulary. Its personality and qualities lend colour to the city and to the world of luxury.

More broadly, REVOLTE reflects a concern with topical issues. Increasing urbanisation, new means of communication and the growing variety of mobility solutions show that we can expect the use of small cars to develop considerably. Mirroring changing social trends and lifestyles, small cars are taking on a new status and expanding their scope of action. Whether as economical cars, second cars, liaison vehicles or fashion accessories, small cars are attention-pullers that dare to be different. They offer particularly fertile ground for progress in automotive technology.
Citroën has long been a key player in the segment of small cars and has made them a preferred medium of expression. The latest events at the Marque are once more turning the spotlight on the small-car segment, with the launches of the new C3 and DS3.


REVOLTE, superbly transgressive, clearly distinctive

With its forceful lines and compact dimensions, REVOLTE could simply content itself with being a conventional small urban vehicle. Living up to its name, however, REVOLTE has set its sights higher. This concept car takes a highly contemporary approach. It shares some of the characteristics of executive vehicles but, at the same time, it transgresses the codes of the luxury world as we know them to include references that are far removed from those usually associated with cars.

Far more than just a small, functional vehicle, REVOLTE is a high-spirited performer. Its character is illustrated by its size (3.68 m long, 1.73 m wide and 1.35 m tall), and also by its bodywork which shuns the strict, austere codes of conventional luxury to drape itself in an intense and radiant shade of violent.
A low-set vehicle sitting squarely on its four wheels, REVOLTE makes light work of urban driving. An impression confirmed by its proportions.
With its strongly marked wheel arches, curving bonnet, and sculpted sides matching the line of the roof, REVOLTE is sleekly muscled and ready to pounce.

The rear-hinged doors provide easy access to the cabin, revealing a multicoloured interior that resembles a box of make-up. This unusual idea of associating bright colours with luxury styling reflects Citroën's bold creativity. Like the Hypnos concept car before it, REVOLTE reflects efforts to modernise the traditional notions of luxury.
The main materials featured in the cabin are: woven black leather, thick crimson velvet and gleaming aluminium. Out go conventional materials such as wood, and conventional colours. The onboard ambience of REVOLTE aims for a bold but luxurious feel.

REVOLTE also dares a three-seater cabin design, designed to resemble a lounge with seats similar to those found in home furnishings.
The passenger area includes a meridian sofa of contemporary design whose flowing lines cover the entire rear area of REVOLTE as well as the space usually reserved for the front passenger. The passenger sitting in this last space can stretch out his or her legs and enjoy the sensations offered by the cosy, luxurious ambience.
It is also possible to install a rearward-facing childseat.
REVOLTE thus boasts an architecture never before seen on this type of vehicle, with original and distinctive forms.
REVOLTE: intelligent technology in action

REVOLTE's approach to innovation reflects its standpoint on luxury. The two are clearly indissociable. It is difficult to see whether the luxury of the vehicle inspired its high-tech content or if the technology is a medium for the luxurious design. REVOLTE immediately subjugates onlookers. Inside, technology and luxury form an ideal match, as illustrated by the following:

- the tactile screen of REVOLTE is encased in a crystal beam. The superbly crafted deep red crystals literally project the tactile screen into the cabin for an eloquent and original effect. This is not their only function, since they also serve to recycle air on board REVOLTE, like a respiratory system;

- chic and elegant, the rear bench of REVOLTE is not only a brilliant demonstration of style. It also houses the concept car's electric batteries. This clever stowage solution improves the look of the cabin as a whole;

- on the outside, the bonnet of the car is covered in photovoltaic cells carrying out the electric functions linked to onboard comfort, including when the vehicle is stationary. This makes it unnecessary to use the resources of the electric batteries;

- at the front of REVOLTE, the observer's eye is drawn to a curved glass shape underlining the generous lines of the grille. The backlit translucent bottom of the glass brings out the chevrons to original effect, subtly identifying the concept car as a Citroën vehicle.

The powertrain of REVOLTE also shares the concept car philosophy, in terms of technology, sophistication and ecology.



REVOLTE, a modern activist

The powertrain of REVOLTE shatters the view traditionally associating "small" with "basic". The contemporary, sophisticated character of REVOLTE is also reflected in its powertrain, which has the future clearly in its sights.
Striking a distinctive note in the automotive industry's ongoing quest for "all-electric" solutions, REVOLTE features a solution that is both exciting and credible: a rechargeable hybrid drivetrain.

The characteristics and features of the drivetrain are as follows:
- a small-capacity conventional combustion engine combined with an electric motor, both able to drive the wheels;
- the ability to run in all-electric ZEV (Zero Emission Vehicle) mode, i.e. without emissions;
- a battery recharging function that supplies the electric motor.

This rechargeable hybrid drivetrain places the emphasis on "all-electric" running. As well as producing no CO2 emissions, this mode delivers a quiet ride with a high level of driving comfort.

Even with this drive system, REVOLTE is not about to give in to boredom and indolence. Although we need not go into detail about its high top speed, this concept car is a lively performer with strong acceleration. REVOLTE respects the ecological constraints of urban driving in every way while also delivering an agile and spirited ride.


REVOLTE turns conventions on their head!

Citroën decided to take a bold approach to revolutionising the conventional image of small cars. The modern character of REVOLTE is therefore expressed through provocative styling inspired by one of its most illustrious ancestors: the 2CV. What car better embodies the small vehicle concept than that motoring icon, the 2CV?
Adopting a heretic stance, REVOLTE reviews all the codes of the 2CV, systematically transforming all the values that made the 2CV the myth it remains today.

the 2CV was plain and neutral, REVOLTE is luxurious and colourful;
the 2CV was basic and simple, REVOLTE is intelligent and high-tech;
the 2CV was slow and bouncy, REVOLTE is lively and spirited.

In this way, REVOLTE expresses the creativity and dynamic vitality of Citroën, a brand in touch with its past but continuously in search of progress.
Citroën is currently celebrating 90 years of automotive success, technology and innovation that will serve as sources of study and inspiration for the decades to come.

REVA Launches Two New Electric Cars

Today sees the world launch of the REVA NXR (NeXt Reva), a new lithium-ion powered electric car from REVA Electric Car Company (REVA), which is scheduled to go into production early 2010. Also being unveiled for the first time is REVA's showcar, the REVA NXG (NeXt Generation), which is the company's 2011 model.

REVA NXR is an M1 category three-door, four-seater hatchback family car that is suitable for urban driving. Top speed is 104 kph (65 mph) with a range of 160 kms (100 miles) per charge. If using the 90 minute fast charge (normal charging is eight hours), the REVA NXR offers an effective range of 320km a day. A fast charge for 15 minutes will provide a 40 km (25 mile) range.

The REVA NXR has keyless entry and operation, dual charge ports, intelligent digital display and a range of telematics. These include SMS alerts and commands such as distance-to-empty and time-to-full charge, remote cabin heat/cool, a monthly eco-drive check by email, service and insurance alerts, remote diagnostics and healing and REVive remote emergency charge. REVive is exclusive to REVA and acts like an invisible reserve fuel tank and addresses 'range anxiety'. If a customer runs out of charge, they can telephone or SMS REVA's customer support centre. The advanced telematics feature will assess the car's batteries remotely and activate a reserve amount of energy while protecting the battery life. Within minutes, a few extra kilometres of range are made available via the telematics and the driver can continue home or to a place where the NXR can be charged.

Prices of the NXR will vary across Europe depending on taxes and subsidies. Customers will be offered the option of purchasing the car and batteries separately, or at an all-inclusive price. If bought separately, the benefit will be a lower purchase price, with the batteries paid for on a monthly basis – just like petrol – as part of a monthly mobility fee, which could also include electricity, telematics and other services. Average prices in Europe, excluding batteries, will be around 14,995 euros for the lithium-ion NXR Intercity version. The REVA NXR City, with lead acid batteries that has an 80 km (50 mile) range and a speed of 80 kph (50 mph) is also available from 9,995 euros and a small monthly mobility fee.

Chetan Maini, deputy chairman and chief technology officer of REVA said today; "The NXR is a stylish city car packed full of user-friendly technology. You can order one from today and production will start early next year, so you can be one of the first to own the latest generation of electric cars."



Styled by Dilip Chhabria, the REVA NXG is an M1 category, two-door, two-seater car with a targa top. The REVA NXG has a range of 200km (125 miles) per charge and a top speed of 130 kph (80 miles per hour). It features the same telematics as the REVA NXR, including REVive and, using the fast charge, it has an effective range of 400 kms (250 miles) a day. This showcar, the REVA NXG, is REVA's 2011 model and its first showing is at the Frankfurt Motor Show (IAA). Pricing in Europe excluding batteries is from 23,000 euros plus a monthly mobility fee.

REVA is committed to mitigating climate change with the creation of ultra low carbon cars – it has only ever made EVs. Every REVA NXR and REVA NXG will be Born Green, meaning they will have one of the lowest dust-to-dirt carbon footprints of any car in mass production. The REVA NXR has been designed to use approximately 80% fewer parts than a conventional or hybrid car and will be assembled in REVA's new ultra low-carbon assembly plant in Bangalore powered by solar energy and using natural light and ventilation and rainwater harvesting. Preparations have begun to create a 'second life' for the lithium batteries to optimise energy efficiency and reduce the cost to consumers via the creation of guaranteed residual values. From 2010 REVA will publish the carbon emissions for the assembly and lifetime operation of both these new cars and by this environmental disclosure, customers can make an informed buying decision.

REVA's new website, www.revaglobal.com, launches the same time as the new cars and customers can register their interest in either vehicle on the online priority list from today by paying a refundable 500 euro fee.

All-electric Volvo C30 project presented for the first time

It looks like a regular Volvo C30 and it features the very same safety, comfort and space as the standard car. The difference is that it is powered solely by electricity, entirely without exhaust emissions, and has a range of up to 150 kilometres.

Volvo Cars' ambitious electrification strategy has quickly produced concrete results. In addition to the market introduction of a plug-in hybrid in 2012, work is currently under way on evaluating the viability of an entirely electric-powered car known as a BEV (Battery Electric Vehicle).

In 2009, a small number of prototype versions of the C30 BEV have been built and tested internally by Volvo. In addition to focusing on performance and safety, much of the focus is on integration of the electric propulsion system with the rest of the car.

"The Volvo C30 is the first model we will try out with electric power. This car's excellent properties in city traffic and its relatively low weight make it particularly suitable, since electric cars are primarily expected to be used in and around cities and for daily commuting," says Lennart Stegland, Director of Volvo Cars Special Vehicles.

Technical solution

Electricity is highly suitable as a fuel for passenger cars. It is the superior energy efficiency of the electric motor compared with the combustion engine which suggests that electric cars will become increasingly common in the future as fuel prices rise and demands for low CO2 emissions become ever more stringent.

The Volvo C30 BEV is powered with a Litium-Ion battery that is charged via a regular power socket found in most homes.

Recharging an entirely depleted battery via the regular household power supply system (230V, 16A) will take about eight hours. If the car is charged with renewable electricity this means that emissions - all the way from electricity production to its use out on the road - will in principle be non-existent.

The electric motor is housed under the bonnet, just like the engine in a conventional car. One of the priorities within the BEV project is to find the optimal placing of the battery. Most likely is the prop shaft tunnel and the place where the fuel tank normally is located the best places. These locations are within the car's optimised crumple zone in the most common collision scenarios. Since the car runs solely on electricity, it requires a larger battery with higher capacity (24 kWh) than in the case of the plug-in hybrid (12 kWh).

Battery capacity

The C30 BEV is limited to a top speed of about 130 kilometres an hour, which will be more than sufficient for most users of this type of car. Acceleration from 0 to 100 kilometres an hour will take less than 11 seconds. The car will have a range of up to 150 kilometres. This range is longer and far better than the distance 90 percent of all Europe's motorists drive per day.

The same safety standards as always

Volvo Cars imposes the very same high safety standards on all its products irrespective of the type of fuel or power source used. Volvo's safety dedication is always focused on the human being and is based on solid know-how of real-life traffic situations. What is more, comprehensive in-house tests are carried out both virtually and in Volvo's highly advanced crash-test laboratory. If Volvo chooses to introduce an entirely new type of electric car on the market, it will be just as safe as any other car bearing the Volvo badge.

Volvo has theoretically identified all the electrification-related safety scenarios in the stages before, during and after a collision. After careful study of these scenarios, the company's engineers will create solutions for handling each and every situation identified, guaranteeing that any future electric cars fully match Volvo's renowned safety standards in every respect.

Market potential

Volvo Cars' main electrification track over the coming decades is plug-in hybrids. This applies in particular to the company's larger car models. The combination of electric motor and combustion engine is the solution that probably has the greatest potential from both the technical and commercial viewpoints. Plug-in hybrids offer long range, good environmental performance and at the same time limited dependence on expensive battery technology.

There are several factors that determine how successful dedicated electric cars will be in the future:

"The consumer must feel that this type of car is attractive both to drive and own. In order to ensure this, we feel that electric cars will have to be as comfortable and safe and offer similar levels of performance as cars with other power sources. The learning from the C30 BEV project will help us to fulfil all these criteria and showcase Volvo's determination to drive developments in the field of electrification," says Paul Gustavsson, Director of Electrification Strategy at Volvo Cars.

Ford show Focus EV at Frankfurt Show

At the 2009 Frankfurt Motor Show, Ford of Europe is revealing the first of a fleet of Battery Electric Vehicle (BEV) prototypes based on the Ford Focus, and specially developed to participate in the UK Government's "Ultra-Low Carbon Vehicles" demonstration initiative next year.

The research programme aims to test the technology's suitability for potential future application in Ford's European passenger car range.

A consortium of Ford, Scottish and Southern Energy and Strathclyde University will use the fleet of 15 prototype Ford Focus BEV vehicles and a charging infrastructure in and around the London Borough of Hillingdon from early 2010.

This new BEV demonstration fleet is being developed partly with public funding from the UK Government's Technology Strategy Board (TSB), which promotes innovative industry-led projects that reduce CO2 while benefitting the country's transport system.

“Electrification is a key element in the effective use of Ford's global resources and talents,” John Fleming, Chairman & CEO Ford of Europe said. “The development of this fleet of Focus BEV prototypes is an important step in our goal of delivering more efficient and sustainable mobility solutions that are affordable and practical for our customers. We are looking forward to working with the various project partners on developing a realistic solution and viable market for electric vehicles both in the UK and Europe."



The Focus BEV prototype vehicles

The Focus BEV prototype is based on the current European Ford Focus and will use a new all-electric powertrain, provided by the strategic supplier Magna. This technology is based on that being developed for Ford's new-generation C-sized global vehicle architecture and which will be launched in North America in 2011.

To evaluate whether this technology is suitable for European road and driving conditions, a fleet of 15 European Focus BEV prototypes is being built. These cars will deliver local zero emission mobility without constraining the user needs and providing room for five passengers, a practical boot and other Ford Focus attributes.

Under the skin of the Ford Focus prototypes is a state-of-the-art lithium-ion battery pack with the capacity of 23kWh and a chassis-mounted 100kW permanent-magnet electric traction motor. The BEV will have a range of up to 75 miles and a top speed of up to 85mph. Charging the batteries will take between six to eight hours using a common 230 volt grid.

The prototype incorporates key components from Ford’s proven North American hybrid technology, including the electric climate control system.
The high-voltage air-conditioning compressor is a key feature of the 2010 Ford Fusion Hybrid, recently introduced in the North American market.

More details: Audi's 230 Kw AWD e-Tron

Audi presents the highlight of the IAA 2009: the e-tron, a high-performance sports car with a purely electric drive system. Four motors - two each at the front and rear axles - drive the wheels, making the concept car a true quattro. Producing 230 kW (313 hp) and 4,500 Nm (3,319.03 lb-ft) of torque, the two-seater accelerates from 0 to 100 km/h (0 - 62.14 mph) in 4.8 seconds, and from 60 to 120 km/h (37.28 - 74.56 mph) in 4.1 seconds. The lithium-ion battery provides a truly useable energy content of 42.4 kilowatt hours to enable a range of approximately 248 kilometers, or 154
miles.

The performance figures are by no means the only evidence of the consistent
and holistic strategy. The design makes it clear that the e-tron belongs in
the major leagues of sports cars, and the package takes into account the
specific realities of an electric vehicle. The battery is directly behind the
passenger cabin for an optimal center of gravity and axle load distribution.

The e-tron is able to freely distribute the powerful torque of its four
electric motors to the wheels as required. This torque vectoring allows for
dazzling dynamics and an undreamed-of level of agility and precision when
cornering.



Audi has taken a new, and in some cases revolutionary, approach to many of the
technical modules. A heat pump is used to efficiently warm up and heat the
interior. The drive system, the power electronics and the battery are
controlled by an innovative thermal management system that is a crucial
component for achieving the car's range without compromising its high level of
interior comfort. Networking the vehicle electronics with the surroundings,
which is referred to as car-to-x communication, opens new dimensions for the
optimization of efficiency, safety and convenience.

The Concept

Electric drive systems are still very much outsiders. The first vehicles of
this type took to the roads around 1900, yet in 2009 no volume car
manufacturer has a car powered exclusively by batteries in its lineup. Fewer
than 1,500 electric vehicles are currently registered in Germany,
corresponding to only 0.035 percent of all registered vehicles.

Yet electric driving potentially offers numerous advantages. Electric cars
reduce the dependence of transportation and the economy on the raw material
petroleum. They produce no direct exhaust emissions and thus ease the local
burden on the environment. Electric drive systems are also significantly more
efficient than combustion engines, consequently making them easier on the
customers' wallets. Other strengths include sportiness and the fun they bring
to driving. All of the torque is essentially available the moment the driver
steps on the accelerator, allowing for breathtaking acceleration.



There is still a lot of work to do before electric cars are ready for volume
production, however. The greatest challenge is the integration of the energy
storage system. Acceptable range and performance requires a traction battery
that is heavy and takes up a lot of space. Audi is taking a new approach to
offset these disadvantages - a holistic approach with a specific vehicle
package, a systematic lightweight construction concept and an optimal
configuration of all components for the electric drive.

Audi e-tron - The Holistic Approach

The most important development related to batteries for electric drives are
lithium-ion cells. Numerous experts throughout the world are working on their
further development for use in cars, with the primary objectives being to
reduce weight and increase capacity and performance. Audi has also opted for
this technology, both for use in a hybrid production vehicle, such as the
upcoming Q5 hybrid, and in the e-tron test platform.

The requirement specification for the concept vehicle goes far beyond battery
technology and the replacement of the combustion engine with an electric drive
system, however. The Audi development engineers decided back in the concept
phase to design practically every component and technology based on the new
requirements of electric mobility. The interaction of all elements has a
decisive influence on the factors efficiency, range and practicality.



The Audi team therefore focused its attention on the total vehicle, which is
reflected in the comprehensive requirement specification.

-- The reduction of road resistances and the resulting increase in range
plays a major role with electric vehicles. Lightweight construction
was
therefore a top priority for the e-tron concept car. The body, in
particular, combines low weight with supreme strength and rigidity. An
intelligent aerodynamics concept with active elements helps to reduce
consumption.
-- The package ensures the safe integration of the electric drive system
and the battery. Placing the battery in front of the rear axle ensures
an optimal axle load distribution without compromising the compact
overall design and the generous amount of interior space.
-- Advanced battery technology enables a practical range. The battery
system is water-cooled for optimal performance and service life.
-- A needs-based energy management system controls all functions for the
chassis, convenience equipment and other auxiliary consumers.
-- The innovative thermal management system with optimally matched
cooling
and heating components considers the cooling requirements of the
battery
and the drive system in addition to the interior temperature.
-- Driving dynamics and road comfort are what Audi customers have come to
expect in the sports car segment.
-- Vehicle safety is on par with the best of today's production
vehicles.
-- The driver is provided with clear and comprehensive information.

-- The e-tron concept car uses car-to-x communication technology
developed
by Audi to improve the efficiency of conventionally powered vehicles.
For example, information about traffic light cycle times and the flow
of
traffic - provided by the infrastructure and other vehicles - is used
to
compute an optimal driving strategy. Audi has already modeled such a
solution in Ingolstadt as part of its "travolution" project.


Design and Package

The caliber of the car is apparent to the observer at first glance. The Audi
e-tron has a wide, powerful stance on the road. The car body seems almost
monolithic; the closed rear end appears powerful and muscular. The trapeze of
the single-frame grille dominates the front end and is flanked by two large
air intakes. The top of the grille merges into the flat strips of the adaptive
matrix beam headlamp modules with their clear glass covers. High-efficiency
LED technology is used for all lighting units - a matter of honor for Audi as
the worldwide pioneer in this field.

The headlamps are the core of a fully automatic light assistance system that
reacts flexibly to any situation. The new technology recognizes weather
conditions and adapts the illumination to rain or fog. The technology at the
heart of the light assistance system is a camera that works together with a
fast computer to detect oncoming traffic, recognize lanes and measure
visibilities, such as in the event of fog.

If there is oncoming traffic, for example, the high beams are turned off in
the corresponding section of the illumination field. The cornering light
system analyzes data from the navigation system and illuminates corners before
the driver steers into them. The Audi e-tron does not have conventional fog
lamps that consume additional power. It instead intelligently varies the low
beams to widen the illumination field, thus significantly reducing the glare
from the car's own lights.

The variability of the headlamps is also reflected in their design. The LED
elements change appearance and thus the character of the front end of the
vehicle depending on the speed driven and the ambient conditions. The
innovative lighting technology offers the Audi designers almost as much design
freedom as the shape of the body does.

New design elements unique to the e-tron are the air intakes in the
single-frame grille and in front of the rear wheel wells. They are closed
flush under normal circumstances and opened by means of flaps when additional
cooling air is required. Maximum efficiency is also the reason behind this
measure. The concept car has a remarkably low drag coefficient, which gets
even better when the flaps are closed.

The vehicle body is compact. The sweeping line of the front end and the flat
curved roof immediately identify the two-seater as an Audi. The contours of
the flanks are familiar. The tapering of the dynamic line above the sill and
the shoulder line tie together the front end, the side and the rear, lend a
plastic quality to the doors and the transition to the side air intake and
sharply emphasize the Audi-typical round wheel wells with the large, 19-inch
tires.

At 1.90 meters (74.80 in) wide, just 4.26 meters (167.72 in) long and 1.23
meters (48.43 in) tall, Audi e-tron has the proportions of a supercar. The
wheelbase of 2.60 meters (102.36 in) leaves plenty of room between the axles
for people and technology. Like with a mid-engined sports car, the cabin of
the e-tron is shifted far forward toward the front axle, leaving room in front
of the rear axle for the roughly 470 kilogram (1,036.17 lb) battery unit, the
inverter and the power electronics.

The two electric motors, which have their own cooling system, are mounted
behind the rear axle. The front electric motors are mounted on the front axle,
with their cooling system arranged in front of them. This special package,
which features a 42:58 weight distribution, ensures perfect balance, which
contributes to the driving dynamics of the e-tron.

Systematic lightweight construction is an even more important prerequisite for
efficiency and range with electric vehicles than for conventionally powered
automobiles. The Audi development engineers drew on the core competence of the
company for the e-tron. The body structure is based on Audi Space Frame (ASF)
technology and was realized as a hybrid construction. All add-on parts -
doors, covers, sidewalls and roof - are made of a fiber-reinforced plastic.

The combination of aluminum and carbon fiber-reinforced composite material
guarantees supreme rigidity coupled with low weight. Audi will soon use this
technology in a similar form for production vehicles. Despite the complex
drive system layout with four electric motors and a high-capacity battery
system, the total weight of the Audi e-tron is only around 1,600 kilograms
(3,527.40 lb).

Interior and Control Concept

Optical and functional references to the new drive concept characterize the
interior design. They establish an advanced connection between proven Audi
genes and new formal hallmarks. Typical for the Audi design language is the
reduction of the architecture, controls and flow of information to the
essential in favor of visible lightweight construction and a tidy overall
impression.

The dash appears to float and has a curve that extends laterally into the door
panels. With no need to allow for a transmission, shifter and cardan tunnel,
the designers took advantage of the opportunity to create a particularly slim
and lightweight center tunnel and center console. The flush gear selector,
with which the driver chooses between the modes forward, reverse and neutral,
emerges from the tunnel when the vehicle is started.

The cockpit of the e-tron is also oriented toward the driver - a further
characteristic Audi trait. Instead of the classic instrument cluster, the
concept car is the first Audi to be equipped with a large, fold-out central
display with integrated MMI functions. It is flanked by two round dials.

The MMI is controlled via a scroll pad with a touch-sensitive surface on the
steering wheel ("MMI touch") - an element inspired by modern smartphones.

While an analog speedometer on the right provides speed information, the
instrument on the left tells the driver how much power is being drawn. The
central display shows the range in the status bar and presents all key
information from the infotainment and navigation systems. It also provides the
driver with relevant data from the vehicle's communication with its
surroundings. The instruments combine the analog and the digital worlds into a
single unit.

Characteristic for the concept of the Audi e-tron is the near total
elimination of switches and small components such as the ignition. The climate
control unit is located to the right above the steering wheel. The display
provides temperature and ventilation information. Again drawing inspiration
from a smartphone, the system is controlled by means of a touch-sensitive
sliding control.

The racing-inspired lightweight bucket seats combine excellent lateral support
with comfort. Contrasting colors - snow white and cognac - delineate the
various zones of the interior. The colors and the high-quality materials
combine elegance and sportiness.

Drive System and Energy Supply

Four asynchronous motors with a total output of 230 kilowatts (313 hp) give
the Audi e-tron the performance of a high-output sports car. The concept car
can accelerate from 0 to 100 km/h (0 - 62.14 mph) in 4.8 seconds if necessary,
and goes from 60 to 120 km/h (37.28 - 74.56 mph) in 4.1 seconds. The torque
flows selectively to the wheels based on the driving situation and the
condition of the road surface, resulting in outstanding traction and handling.

The top speed is limited to 200 km/h (124.27 mph), as the amount of energy
required by the electric motors increases disproportionately to speed. The
range in the NECD combined cycle is approximately 248 kilometers (154 miles).
This good value is made possible by the integrated concept: technology
specially configured for the electric drive system combined with
state-of-the-art battery technology. The battery block has a total energy
content of roughly 53 kilowatt hours, with the usable portion thereof
restricted to 42.4 kWh in the interest of service life. Audi uses liquid
cooling for the batteries.

The energy storage unit is charged with household current (230 volts, 16
amperes) via a cable and a plug. The socket is behind a cover at the back of
the car. With the battery fully discharged, the charging time is between 6 and
8 hours. A high voltage (400 volts, 63 amperes) reduces this to just around
2.5 hours. The Audi engineers are working on a wireless solution to make
charging more convenient. The inductive charging station, which can be placed
in the garage at home or also in special parking garages, is activated
automatically when the vehicle is docked. Such technology is already used
today in a similar form to charge electric toothbrushes.

The battery is charged not only when the car is stationary, but also when it
is in motion. The keyword here is recuperation. This form of energy recovery
and return to the battery is already available today in a number of Audi
production models. During braking, the alternator converts the kinetic energy
into electrical energy, which it then feeds into the onboard electrical
system.

The Audi e-tron, which is slowed by four lightweight ceramic brake discs,
takes the next large step into the future. An electronic brake system makes it
possible to tap into the recuperation potential of the electric motors. A
hydraulic fixed-caliper brake is mounted on the front axle, with two novel
electrically-actuated floating-caliper brakes mounted on the rear axle. These
floating calipers are actuated not by any mechanical or hydraulic transfer
elements, but rather by wire ("brake by wire"). In addition, this eliminates
frictional losses due to residual slip when the brakes are not being applied.

This decoupling of the brake pedal enables the e-tron's electric motors to
convert all of the braking energy into electricity and recover it. The
electromechanical brake system is only activated if greater deceleration is
required. These control actions are unnoticeable to the driver, who feels only
a predictable and constant pedal feel as with a hydraulic brake system.

Making its Automotive Debut: The Heat Pump

The heat pump - used here for the first time ever in an automobile - also
serves to increase efficiency and range. Unlike a combustion engine, the
electric drive system may not produce enough waste heat under all operating
conditions to effectively heat the interior. Other electric vehicles are
equipped with electric supplemental heaters, which consume a relatively large
amount of energy. The heat pump used by Audi - and commonly used in buildings
- is a highly efficient machine that uses mechanical work to provide heat with
a minimum input of energy.

A high-efficiency climate control system is used to cool the interior. It
works together with the thermal management system to also control the
temperature of the high-voltage battery. The battery, the power electronics
and the electric motors must be kept at their respective ideal operating
temperatures to achieve optimal performance and range.

As soon as the vehicle is connected to a charging station the vehicle is
preconditioned as appropriate by the thermal management and other associated
systems.

The drive system is heated if temperatures are cool, and cooled if hot. This
preconditioning can also be extended to the interior, if necessary, so that
the passengers can step into a cabin that has been heated or cooled as
appropriate for their comfort.

Driving Dynamics

The normal distribution of the tractive power is clearly biased toward the
rear axle in accordance with the weight distribution of the e-tron. Similarly
to a mid-engined sports car, roughly 70 percent of the power goes the rear and
30 percent to the front. If an axle slips, this balance can be varied by means
of the four centrally controlled electric motors. The electric vehicle from
Audi thus enjoys all of the advantages of quattro technology.

The four individual motors, which in the interest of greater traction are
installed behind the wheels as wheel drives, also enable the e-tron's lateral
dynamics to be intelligently controlled. Similar to what the sport
differential does in conventional quattro vehicles, torque vectoring - the
targeted acceleration of individual wheels - makes the e-tron even more
dynamic while simultaneously enhancing driving safety. Understeer and
oversteer can be corrected by not only targeted activation of the brakes, but
also by precise increases in power lasting just a few milliseconds. The
concept car remains extremely neutral even under great lateral acceleration
and hustles through corners as if on the proverbial rails.

The chassis has triangular double wishbones at the front axle and trapezoidal
wishbones made of forged aluminum components at the rear axle - a geometry
that has proven in motorsports to be the optimal prerequisite for high
agility, uncompromising precision and precisely defined self-steering
behavior. A taut setup was chosen for the springs and shock absorbers, but it
is still very comfortable.

The direct rack-and-pinion steering gives finely differentiated feedback. Its
electromechanical steering boost varies with speed, so that the e-tron only
has to provide energy while steering, and not while driving straight ahead.

As befitting its status, the Audi concept car rolls on 19-inch tires with a
new blade design. 235/35 tires up front and 295/30 tires in the rear provide
the necessary grip.

Car-to-x Communication

The electronics development engineers at Audi not only aimed to make the
e-tron as efficient and fun to drive as possible, they were also very
concerned with safety and traffic management. The technical concept car
includes a prototype of an information processing system. Future generations
of these systems will usher in a new era in the networking of road traffic,
particularly in regions and countries with a high volume of traffic. This
progress is made possible by the rapid advancements in computing power,
software and communication technology.

The buzzword "car-to-x communication" refers to the direct exchange of
information in flowing traffic and to the traffic environment. The letter "x"
is a free variable that can refer just as easily to other vehicles as to fixed
infrastructure such as traffic lights. In contrast to today's telematic
systems, car-to-x communication no longer requires a central service provider
to quickly and effectively pool and process information. The participants
themselves perform these tasks by spontaneously networking with one another.

The future car-to-x network still needs some time before it becomes reality on
the roads. This obstacle is one that can be overcome, however, as nearly every
carmaker in Europe, the U.S. and Japan have decided to develop a common
standard for hardware and software. Once all new cars are equipped with this
technology, a functional network of automotive transmitters will soon be
available, at least in large population centers.

These transmitters can be used to open up many new practical applications.
Below are just four examples showing the possibilities offered by car-to-x
communication.

Example 1 - Efficiency and range: Numerous external factors influence energy
consumption and thus the range of any vehicle. An intelligent vehicle equipped
with car-to-x technology is aware of necessary braking or acceleration
maneuvers in advance because it combines navigational data with information
about the flow of traffic, for example. The central computer can prevent
driver actions that would use energy unnecessarily or use targeted braking for
recuperation of the battery.

Example 2 - Safety: A vehicle has spun out on a slippery road in a blind curve
and is unable to free itself under its own power. At the same time, other
vehicles are approaching quickly. The stuck vehicle uses car-to-x to send out
a warning signal reporting the precise location of the hazardous location. A
corresponding warning then appears on the navigation system display of the
approaching cars.

Example 3 - Traffic flow: Many cars are traveling between traffic lights on an
arterial road. Over and over again, they accelerate only to have to brake
again when the traffic light changes to red. Car-to-x technology enables them
to establish a network between themselves and receive information from the
traffic light controller. The drivers can then make more judicious use of the
gas pedal because they know what to expect. The same applies for imminent
traffic jams: cars ahead provide information that results in adjustments to
the posted speed limits, noticeably spreading out the traffic.

Example 4 - Convenience: The driver has entered a shopping center with a
chronic shortage of parking spaces into his navigation system as the
destination. With car-to-x, the mobile system networks with the parking space
registration system at the destination. When the system in the parking garage
reports that a convenient parking spot is available, the navigation system can
register its location and also reserve the spot.

VW E-Up! Concept – Beetle of the 21st Century?

VW has unveiled a zero-emissions concept car called the E-UP! The Design is based on modules of the New Small Family anticipated in the year 2011, but at a length of 3.19 meters it is even more compact. It offers an innovative 3+1 seating concept.

Drive unit – battery and integral drive

The 135 km/h fast 3+1 seater is driven by an electric motor with a peak power output of 60 kW (continuous power: 40 kW). The motor of the front-wheel drive car, which is mounted in front, develops a maximum torque of 210 Newton-meters right from rest. The driver activates forward or reverse gear via a rotary knob in the centre console. The fact that the E-Up! will also quite clearly offer driving enjoyment is demonstrated by a look at the car's classic 0 to 100-km/h sprint time: 11.3 seconds. The E-Up! develops even greater responsiveness in the intermediate sprint from 0 to 50 km/h in city driving: 3.5 seconds. This dynamic performance is based first on the electric motor's excellent torque characteristic and second on the low kerb weight of the E-Up!, which is just 1,085 kilograms.

Lithium-ion battery: The car's low weight is quite astounding, given the fact that 240 kilograms are taken up by the lithium-ion battery. The implemented battery's energy capacity of 18 kilowatt-hours (kWh) enables driving distances of up to 130 kilometres, depending on driving style – enough for the city and the drives of most commuters. The E-Up! will be "refueled" in the garage at home, in a parking structure or on the road at one of the future municipal recharging stations that will be enabled by chip card. Depending on the available charging infrastructure and the battery's momentary charge state, the storage battery could be charged to up to 80 percent of its total capacity within an hour.

If the batteries are recharged in a home garage, for example, by plugging it into a 230-Volt household outlet, this would take a maximum of five hours. Generally, off-peak night-time electric rates are very inexpensive. So refueled at night the E-Up! could be driven 100 kilometres for just two Euros in electricity costs (about 14 Euro cents / kWh).

The batteries themselves are housed in the underbody of the E-Up! To optimally distribute the weight of the battery system, it is housed in a special, crash-protected tray in the underbody frame. Air cooling ensures a constant heat balance within the batteries. The fans and heat exchangers needed for this are housed in the front section of the underbody.



Integral drive: The teams of Concept Development (headed by Ralf-Gerhard Willner) and Engine Development (headed by Dr. Jens Hadler) integrated all important drive assemblies and auxiliary assemblies in the engine compartment at the front end. The design of an integrated form of the electric drive made a key contribution toward reducing weight and space requirements for the drive unit. Background: All components important to the powertrain are unified in compact form in the so-called integral drive. In this unit, the electric motor, together with the transmission and differential, form the centrepiece of this drive. Energy is supplied via a high-power pulse-control inverter, which is combined with the 12-Volt electrical system DC/DC converter and the charger to form the compact integral drive. At 140 kilograms, the integral drive is also very lightweight. To summarise its advantages: low space requirement, ideal acoustic comfort, high torque and power development and strong driving performance in the city. So the system fulfils the requirements of an innovative electric drive in a nearly ideal way.


Styling – the Beetle of the 21st Century

The E-Up! emphatically demonstrates that emission-free Volkswagens will be anything but lacking in emotion. Responsible for this, once again, is the team led by Group Chief Designer Walter de Silva. Together with Klaus Bischoff (Chief Designer, Volkswagen Brand) and Flavio Manzoni (Head of Creative Design, Volkswagen Group), he developed a layout for the E-Up! that reflects the visual bandwidth of the future New Small Family. The E-Up! bears a resemblance to previously presented concept vehicles of this new model series – the Up! (city specialist), Space-Up! (microvan) and Space-Up Blue! (fuel cell powered van) – it represents a design stage that reflects the future production car even more closely.

"The E-Up!", says Klaus Bischoff, "is characterised by a reduced, very clear and yet highly emotional design." And that is certainly no coincidence. The car's lines consistently follow Volkswagen's new era "design DNA" that was developed by de Silva, Bischoff and Manzoni. Its key stylistic traits: Simplicity, purity, durability and perfection of its technologies and quality. Bischoff: "The new concept is therefore very much in harmony with its stylistic 'siblings' of the New Small Family, the Roadster BlueSport and the new Polo." Dimensions of the E-Up! are 3.19 meters (length) x 1.64 meters (width) x 1.47 meters (height). Its wheelbase is 2.19 meters.

Front end: Although E-Up! styling was developed from the Up!, the electric car differs from conventionally powered models in the new model series. Consider the front end: It fits in perfectly with the brand's new family face, yet at the same time it refers back to one of the greatest icons in automotive history in the area of the engine bonnet: the Beetle. Nonetheless, the E-Up! does not reveal the slightest hint of retro styling; instead, designers created new and unmistakable styling tools that would carry the small Volkswagen far into the future.

Fitting in with this image are the headlights with their facet-like lenses – cut like diamonds – that extend over the entire width of the lens cover. Another interesting detail: the fog lights. At first glance they can hardly be recognised as such. The designers have configured them as C-shaped, chrome-trimmed elements in the headlight housings. Also style-defining is the black line running in a circular pattern in the bumper – a typical characteristic of the New Small Family. "In the interplay of all elements, the bumper, headlights and engine bonnet," explains Klaus Bischoff, "the E-Up! really appears to smile. And that is how it should be." Conspicuous: There are hardly any openings at the front end, since there is no need for separate cooling of the drive unit.



The VW logo on the V-shaped engine bonnet of the E-Up! is more than just an homage to the Beetle. Hidden behind the folding logo is the integrated port for charging the batteries. The advantage of positioning the plug port here is that it makes it easier to recharge the E-Up! from stations on either the left or right sides of the street or directly in front of the car.

Side profile: "In keeping with Volkswagen's "design DNA" the side sections also exhibit a high level of stylistic purity, following the Bauhaus principle created in the 1920s in Germany that 'less is more'," says Flavio Manzoni. This car's visual identity is very intentionally created by just a few graphic elements that blend together to form a new unit in the classic Bauhaus approach to creative art and innovative technology. These defining elements of the E-Up! side profile include its side glass and shoulder styling line above the door handles known as the tornado line. The side profile styling is further defined by the car's short body overhangs, the confident outward shaping of the wheel housings and unique C-pillar. Flavio Manzoni explains the special presence of the C-pillar: "Visually, the vertically aligned C-pillar is positioned above the rear wheel, which conveys a feeling of balance and solidity. These properties are indispensable for a Volkswagen. Last but not least, the prominent and powerful wheel styling gives the car a perfect 'demeanour'".

Rear end: The basic graphic forms of the tailgate and rear bumper follow those of the very first Up! However, the once again completely glazed tailgate now exhibits significantly larger taillights in dark smoked glass look. Running through the taillights is a line trimmed in chrome that extends across the tailgate. The circular chrome line unites the two taillights in a vertical direction. These accents are also reflected in the matching graphic element of the front and rear bumpers.

Solar roof: The roof of the E-Up! is equipped with solar cells over an area measuring 1.4 square meters. This area – between the rear part of the roof edge spoiler and the front windscreen – can be enlarged to 1.7 square meters in total by folding down the sun visors that are also equipped with solar cells. The solar cells continuously supply energy to the car's electrical system, and while the vehicle is parked they help to cool the interior by supplying energy to the car's ventilation system.


Interior I – Instruments and controls

Flavio Manzoni: "The interior was designed in complete harmony with the car's exterior styling, and it exhibits a similar aesthetic with a technical-purist influence." To improve the electric car's energy economy by avoiding unnecessary loads, actuators such as mirror adjustment and window lifts were designed to be manually operated. Nonetheless, the highly innovative E-Up! makes its appearance with an impressive array of future generation high-tech displays and controls. They are all quite self-explanatory, and the car's controls are intuitive, making driving and life with this Volkswagen as simple and stress-free as possible.

HMI: The concept car has a touch-screen based HMI (Human Machine Interface) with intelligent E-Up! specific indicators and assistance functions. During navigation, the system continually monitors the momentary load state of the batteries, for example, as well as activated energy consumers such as lights and air conditioner, momentary traffic data, elevation profiles of potential routes and the locations of available charging stations. The driver can display these "filling stations" at any time; available charging stations may be reserved within a defined reservation time period.

The charging process can also be precisely planned to the minute via the HMI. This lets users charge the E-Up! during a specific time period in which electricity is available at special low rates. The charging process can be activated at any time via an intuitively operated application installed on an iPhone or similar mobile device, even from outside of the vehicle. Even more: From the application users can query the momentary charge status and vehicle location (the latter via map display) or simply check whether the car is locked. Moreover, to preserve vehicle battery power the program lets users pre-condition the E-Up! interior. This involves cooling or heating the car's interior as long as the car is still connected to the charging station and is drawing its electrical power from the electrical grid.


Interior II – 3+1 seating concept

The generous space implemented over a total vehicle area of just 5.1 square meters is absolutely astounding. Several factors are responsible for this clever packaging. First, there is the reduced size of the instrument panel, which was shifted further forward than usual toward the engine compartment. This was enabled, among other things, by optimising the components within the instrument panel. Second, the small Volkswagen is a 3+1 seater. This means that the front passenger seat is located 50 millimetres forward, thanks to the instruments being shifted further forward. This layout increases leg room in the rear behind the front passenger tremendously. As a result, two adults can sit comfortably on the passenger's side. Stepping into the vehicle is also simplified by an Easy-Entry feature, which allows the front passenger's seat to be pushed up to 270 millimetres away from the rear bench. There is less leg room behind the "normally" positioned driver's seat; the space here was designed as a spare seat.

Additional freedom of movement is provided to rear passengers by lowering the centre tunnel in front of the rear bench seat; it serves as an additional footrest. This enables use of an electric handbrake in the style of the Passat, so that no lever mechanism obstructs the footwell.

Cargo area: The clever packaging solutions do not end there: To optimise comfort in the rear, the rear seat backrest is split 40/60. When the backrest on the driver's seat is folded down (40 percent section), stowage capacity is increased from 85 to 180 litres (with loading to the upper edge of the front seat backrest). This stowage space can be enclosed by a load barrier that folds down out from the folded backrest. When the entire rear seating backrest is folded down, a stowage capacity of 320 litres is created. It is even 520 litres when loaded to the roofliner. To transport long objects, the front passenger's backrest can also be folded to a pass-through position. In this configuration, the E-Up! can handle objects up to two metres in length.

This high degree of variability will also certainly characterise the affordable production version of an Up! powered by an electric motor. That is because electric cars, as Prof. Dr. Martin Winterkorn insists and therefore wrote into the specification for this future Volkswagen, must be truly affordable and offer uncompromising everyday practicality.


Micro-mobility in the city – made by Volkswagen

Volkswagen is comprehensively addressing implementation of this everyday practicality. These efforts not only encompass the vehicle itself, but the entire environment around the car driver. In the city, for example, this includes the realisation that after parking the E-Up! people will want to cover shorter distances without a car – from the job to lunch, to the fitness studio, another meeting, whatever is on the day's schedule. For these shorter trips, the Volkswagen "Micro-mobility in the city" concept team has invented clever zero-emission micro-vehicles. The Kickstep, for example, which is an ultra-compact folding scooter. And the electrically powered Microbully, a scooter that also fits easily in the E-Up! load space. There is also the ped-tric, a folding bike with electric motors built into the wheel hubs that could also make the trip to the city aboard the E-Up! And even the VW_1M, a large electric moped – the size of a carry-on case when not in use – that could be stowed in the E-Up! without even needing to fold down the rear bench seat. Such micro-mobility solutions were created at the Volkswagen Design Center in Potsdam. So the E-Up! will be putting many things into motion. In 2013 this will become a reality for the first time.