Honda ‘Personal-Neo Urban Transport' Concept Demonstrates Potential for Ultra-compact City-focused Vehicle

LOS ANGELES, Dec. 2, 2009 – The Honda Personal-Neo Urban Transport (P-NUT) design study model demonstrates a futuristic concept for an ultra-compact and sophisticated city coupe, American Honda Motor Co., Inc., announced today at the 2009 Los Angeles Auto Show.
Conceived around a small "footprint" for maximum convenience in tight urban settings, the packaging concept integrates a center driving position configuration and a rear powertrain layout. The exterior styling leverages crisp angles with dynamic flowing lines that originate from the front of the vehicle and span outward toward the rear. The end result is a sleek and aggressive exterior that also allows for a spacious and open interior with excellent visibility.
"A new generation is discovering the benefits of living in urban centers that provide convenient access to business, entertainment and social opportunities," said Dave Marek, director of advanced design for Honda R&D Americas, Inc. "The Personal-Neo Urban Transport concept explores the packaging and design potential for a vehicle conceived exclusively around the city lifestyle."
The exterior styling is intended to capture a future direction for premium sophistication while balancing the need for maximum interior space and an aerodynamic appearance. The interior layout, in conjunction with the rear powertrain design, contributes prominently to the exterior's overall shape.
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The layout of the interior space, with its center driving position flanked by two rear seats, provides generous legroom for all occupants, roughly the equivalent of a mid-sized sedan in a vehicle that has an exterior footprint similar to a micro car. Interior functionality is increased by rear seating areas that fold up and out of the way to increase storage capacity. The windshield serves as a heads-up display for the navigation system and the back-up camera.
The modular rear engine bay, depicted on the exterior by blue composite material, is designed to accommodate a wide variety of potential propulsion technologies including a conventional small displacement internal combustion engine, a hybrid gasoline-electric powertrain, or a battery-electric powertrain.
"The objective of the exterior and interior designers was to explore the potential for a new type of small-segment-category vehicle that overcomes many of the objections for existing micro-car designs," said Marek. "While the Honda P-NUT concept introduces function-oriented concepts, it also shows that small cars don't have to compromise on style or amenities."
The Advanced Design Studio of Honda R&D Americas, Inc. in Los Angeles developed the P-NUT design study model. Honda R&D Americas began its operations in California in 1975 with local market research activities and has steadily grown its capabilities over the past 33 years to include all aspects of new vehicle research, design and development. Recent Honda-brand efforts include trend-setting products such as the Pilot, Ridgeline, Element, Civic Coupe and Civic Si Coupe.

Specifications
Size class: Ultra-compact
Layout: Rear-engine, rear-wheel-drive
Passengers: 3
Length: 3,400 mm
Width: 1,750 mm
Height: 1,439 mm
Powertrain: Internal-combustion engine, hybrid-electric or battery-electric

Southern California Automotive Design Studios Envision the Ultimate Youthmobile in Year 2030
The winner of the 6th Annual Design Challenge will be announced Dec. 3rd at the LA Auto Show

LOS ANGELES - Nov. 4, 2009 /PRNewswire/ - As timeless as hanging out at the mall, automobiles have played an important role in young people's social lives, have acted as a means of self-expression and more importantly a necessary tool for interacting with friends. Today, communication technology is changing how we connect and perhaps even the role the car plays in young people's lives.

Southern California design studios will envision what a new generation of drivers, raised with cell phones, online communities and webcams will demand from their vehicles in the year 2030.

The design studios for Audi, GM, Honda, Mazda, Nissan and Toyota reached 21 years into the future and designed their interpretation of Youthmobile 2030. Designs range from vehicles that incorporate human DNA allowing changes in the shape, color and materials to vehicles that link into a mass transit system where drivers not only share the commute but trade music and compare class schedules.

Entries will be judged by Tom Matano, Director of Industrial Design at San Francisco's Academy of Art University; Imre Molner, Dean of Detroit's College for Creative Studies; Stewart Reed, Chair, Transportation Design, Pasadena's Art Center College of Design and Jason Hill, Principal of Eleven, LLC and Designer of the Aptera electric and plug-in hybrid/electric vehicle.

"Automotive designers have always been fascinated with the next generation of drivers and this year's Design Challenge has provided them with the opportunity to use their creative talents to revisit the concept of 'the car' with new eyes, using the hottest technologies to both explore and fulfill the needs of young people," said Chuck Pelly, director of Design Los Angeles and partner in The Design Academy, Inc.

About the Design Challenge:

The Design Challenge is part of the Design Los Angeles automobile designers' conference that is held every year during the Los Angeles Auto Show press days, Dec. 2 & 3, 2009. For the last six years a new Design Challenge theme is chosen and the major Southern California Automotive Design Studios battle against each other to showcase their talents and further explore new ideas in automotive design. The Design Los Angeles Conference also gives designers access to design industry leaders and provides the opportunity to address common industry issues.

* Kangoo Z.E. Concept is based on Renault Kangoo and brings zero-emission mobility to the professional road-user.
* Kangoo Z.E. Concept is powered by a 70kW electric motor which delivers 226Nm of torque, in conjunction with a lithium-ion battery. Energy consumption is minimized thanks not only to the careful attention that has been paid to its overall design, but also to the energy optimization solutions it features, without the necessary high standard of comfort suffering in any way.
* Kangoo Z.E. Concept's many information functions make it a particularly user-friendly, efficient and interactive vehicle.

AN URBAN AND SUBURBAN CALLING

Kangoo Z.E. Concept's dimensions (length 3.95m, height: 1.85m) ensure that it is perfectly nimble and manoeuvrable in and about town. Its high torque (226Nm) is instantly available to ensure responsive acceleration performance in built-up areas.

ZERO-EMISSION MOBILITY, TOO, FOR THE PROFESSIONAL ROAD-USER

The Kangoo Z.E. Concept provides a foretaste of what mobility promises to resemble in the future for urban-based transporter and delivery companies, while at the same time carrying over the same acclaimed strengths as Kangoo when it comes to travelling comfort, space and safety performance. To facilitate loading, the hatch-type rear door and wide, folding sill ensures that parcels and other types of loads are easy to slide into the boot.

DESIGNED TO OPTIMIZE ENERGY CONSUMPTION

The design of Kangoo Z.E. Concept has been thought through in keeping with its mission as an electric vehicle which needs to minimize energy consumption, yet without losing sight of the need for modern comfort-related refinements.

The use of heat-reflective paint and bodywork featuring large surface areas reduces temperature fluctuations. Indeed, the bodywork functions along the same lines as a Thermos flask and comprises two insulating panels with a sandwich of air in between. This air, which is still the most effective insulant known today, serves to moderate temperature extremes between the exterior and the interior of the car. Thermal insulation is further optimized thanks to special treatment of the glazed surfaces, meaning that less call is made of the climate control and heating systems which are big consumers of energy.

Solar panels positioned on the roof are employed to power a temperature regulation system inside the car. Keeping the cabin cool uses a significant amount of energy, but this system also permits a pleasant temperature to be maintained inside the cabin, even at a standstill or when parking, and avoids having to put the climate control system on boost when first getting in the car on a hot day.

The entire layout of the heating and climate control systems has been developed to achieve a particularly efficient trade-off between performance and energy consumption. For example, the impression of heat is especially felt by the face and hands. Accordingly, if the cabin temperature is, say, 15 C, warmth is channelled as close as possible to these more sensitive zones (in the form of a heated steeringwheel, for example) in order to ensure that the driver feels comfortable, while using less electrical energy.

The conventional drag-producing exterior mirrors have been replaced by streamlined, low-energy cameras which are powered by the roof-mounted solar panels. These cameras provide improved allround visibility, which is especially practical when manoeuvring. The full-disc aluminium alloy wheels produce less drag, too, while the headlights use light-emitting diodes (LEDs) which are not only longlasting but also low consumers of energy.

INTERACTIVE AND USER-FRIENDLY

The Kangoo Z.E. Concept enables the driver to communicate with the vehicle with a view to profiting fully from its technology. For example, logos light up to signal that the vehicle recognizes occupants as they approach.

As a socially responsible car, it is also equipped with polyurethane gel bumpers which deform easily to soak up minor knocks, while customers and pedestrians are reassured by their absorbent aspect.

A linear display on the outside of the door provides an indication of how much range remains even before the driver gets inside the vehicle. This lit display can be likened to the charge indicator of a cell phone. Innovative navigation system interfaces also contribute to intelligent management of the vehicle's energy requirements.

The idea is to simplify journeys with a view to using as little energy as possible. The Man Machine Interfaces (MMI) inside the car have been designed to provide information concerning the location of the nearest car park or charge station as a function of how much range remains. The car not only warns and calculates, but it also thinks ahead. Information is communicated to the driver via a cell phone which slots into the dashboard.

Using this cell-phone for the navigation function avoids having to run an energy-consuming in-car computer.

The dashboard itself is divided into distinct functional units which incorporate:

* a new-format minimalist display providing data specifically relating to the electric motor.
* a remotely-positioned control between the seats incorporating a touchpad to facilitate the keying in of data.

Kangoo Z.E. Concept provides a foretaste of the user-friendly, practical and efficient Renault electric utility vehicle of the future.

TWO BATTERY-CHARGING TECHNIQUES

The driver has two options when it comes to 'filling up' on energy: A standard charge: takes between four and eight hours, via a charging socket situated on the outside of the vehicle, A quick charge: in 20 minutes, using the same socket at bespoke charge stations.

TECHNICAL DATA

Motor Electric

Maximum power EEC (kW/hp) 70/95

Maximum revs (rpm) 12,000

Maximum torque EEC (Nm) 226

Drive train Electric

Batteries Lithium-ion

Tyres 245/35 R21

DIMENSIONS

Length (mm) 3,945

Width (mm) 1,856

Unladen height (mm) 1,748

Height with hatch open (mm) 1,902

Wheelbase (mm) 2,406

Front/rear track (mm) 1,572/1,572

Front/rear overhang (mm) 794/745

Weight (kg) 1,520

PERFORMANCE

Range (km) 160

Top speed (kph) capped electronically 130

PARTNERS

Bodywork D 3

Pilot Sport PS2 tyres Michelin

Samsung F480 cell phone for

communicating with the vehicle

Samsung

* Twizy Z.E. Concept is an innovative response to the challenge of urban mobility. With its fourwheel chassis, Twizy Z.E. Concept offers the driver and passenger – seated one behind the other – an all-electric means of transport which produces no CO2 emissions.
* Twizy Z.E. Concept is compact, nimble and practical – everything you need in city traffic.
* The wraparound bodywork creates a safe, reassuring cocoon which offers first class protection for both the driver and the passenger.
* Power comes from a 15kW electric motor which develops 70Nm of torque, making it versatile and easy to drive. The acceleration performance of Twizy Z.E. Concept in urban and suburban traffic is comparable to that of a 125cc motorbike.

A VEHICLE FOR BUSY CITY-DWELLERS…

Twizy Z.E. Concept is an all-electric vehicle aimed primarily at busy city dwellers who need to pick their way through the urban jungle. Every day, they juggle work commitments with a busy social life, so efficiency, speed and simplicity are key.

The ultra-compact dimensions of Twizy Z.E. Concept (2.30m in length, and just 1.13m wide) ensure that it is nimble enough for urban use. The four-wheel arrangement, open bodywork and a seat format which puts the driver and passenger behind one another express Twizy Z.E. Concept's distinctive character.

...LOOKING FOR A PRACTICAL AND SAFE MEANS OF TRANSPORT

For its occupants, Twizy Z.E. Concept represents a highly practical solution to the problem of urban mobility. With a turning circle of just three metres and a footprint barely larger than that of a scooter, Twizy Z.E. Concept is easy to park in town. At the wheel, easy, agile handling ensures that it rarely gets stuck in traffic, while the four wheels and low centre of gravity provide excellent stability.

Inside, the priority has been to make Twizy Z.E. Concept easy to drive. Data is easy for the driver to take in, with displays located at eye level at the base of the windscreen, and grouped in honeycomb shape clusters which are easy to differentiate. For the passenger, getting into the rear seat is simple: the seatback is attached to the roof of the vehicle, allowing the lower part of the seat to pivot. The rear seat can even be adjusted to suit the passenger's height: the seat cushion can be turned over to become a booster cushion and afford a child better visibility. When the cushion is used as a booster in this way, it frees up a load volume of 10 litres, as a complement to the initial 50 litres, and in complement to the 3 litres provided by the cubbies on either side of the steering wheel.

Twizy Z.E. Concept provides optimum levels of safety. The bodywork doesn't just protect the occupants from poor weather; it is also far more visible in traffic to other road users and effectively constitutes a safety cell. A deformable structure protects occupants in the event of a frontal impact while lateral reinforcement bars provide protection in the case of an impact from the side. The retention systems include a four-point harness for the front seat and a three-point seatbelt at the rear, plus a driver airbag and two lateral airbags.

A NEW ERA OF ALL-ELECTRIC MOBILITY

With its futuristic, pearlescent white bodywork, Twizy Z.E. Concept clearly belongs to a new era of urban mobility. As opposed to a conventional car, the body colour wheel fairings are not spherical but octagonal, and cover the tyres entirely. Along with the pearlescent white and blue hub caps, they form a pleasing, harmonious design in which the wheels can no longer be seen rotating. Instead, the only visible movement is that of the hub caps, so Twizy Z.E. Concept appears to glide gracefully and silently, along the road.

In keeping with this fresh approach to mobility, Twizy Z.E. Concept offers its occupants a new, simple and reassuring environment. The front and rear ends of Twizy Z.E. Concept are equipped with a luminous matrix display, the honeycomb-shaped diodes of which allow the driver to interrelate with his or her immediate surroundings. In addition to serving as headlights and rear lights, these diodes can also produce 'smileys' which change expression as a function of the message the driver wishes to communicate.

Inside, the cabin is brightly lit thanks to the bodywork's extensive glazed surface. The blue and white colour scheme creates a soothing atmosphere which isolates the passengers from the stress of urban activity. Optimizing the vehicle's range is simple and worry-free, with a poetic touch: remaining range is depicted by a lotus flower on the dashboard, with petals that close progressively as the range decreases.

Twizy Z.E. Concept is powered by a 15kW (20hp) electric motor. This develops 70Nm of torque, and combines comfort with responsive performance at all engine speeds. Twizy Z.E. Concept can accelerate at a similar rate to a 125cc bike, and pulls away briskly from standstill. With a top speed of 75kph, Twizy Z.E. Concept will also be in its element in suburban traffic. The energy available onboard Twizy Z.E. Concept serves just one purpose – mobility. The open chassis calls for neither heating nor climate control, both of which consume a significant amount of energy. This, coupled with the vehicle's low weight (it tips the scales at just 420kg, complete with batteries), contributes directly to Twizy Z.E. Concept's range which can reach 100km.

The lithium-ion batteries for Twizy Z.E. Concept are located beneath the two seats. They are charged by means of an extendible cable located behind the Renault logo at the front. This cable can be plugged into a 220V 10A or 16A domestic socket, and will fully charge the batteries in just three and a half hours.

Twizy Z.E. Concept is the forerunner of one of the all-electric mobility solutions that Renault will introduce from 2011.

TECHNICAL DATA

Type Electric

Transmission type

Direct drive with reducer and

forward/reverse inverter

Maximum power EEC (kW / hp) 15 / 20

Maximum torque EEC (Nm) 70

BATTERY

Type Lithium-ion

Range 100km

DIMENSIONS

Rims (inches) 13

Length (mm) 2,303

Width (mm) 1,132

Height (mm) 1,476

Wheelbase (mm) 1,695

Front / rear track (mm) 944 / 944

Front / rear overhang (mm) 304 / 304

Unladen weight (kg) 420

Tyres 135/80 R13

PERFORMANCE

Aerodynamic performance (CdA) 0.63

Top speed (kph) 75

The Peugeot BB1 - Mobility for the future

* Zero emissions
* Electric powered with a range of 75 Miles
* Accommodates four occupants
* Reinvents the automobile in every way

With its BB1 concept car, Peugeot has fearlessly pushed back the conventions and boundaries of automobile manufacturing to bring a totally original response to the current and future needs of urban mobility.
Capable of seating four people in a vehicle just 2.5 metres long, the BB1 concept car is a full electric vehicle that reinvents the automobile in every way: architecture, style, interior design, drive, connectivity – while all the time respecting the environment.
At the forefront are the values of liberty, optimism - even "altruism". The BB1 concept car is the promise of a new driving experience.

The world is always on the move. Urban traffi c is ever increasing. Everyone wants to save time and the environment is a bigger priority than it ever has been before. Designers are seeking ever more ingenious ways to visualise a plethora of solutions for the future.
To meet all these needs, Peugeot has developed an amazing mobility offer. Depending on age and their current needs, everyone can fi nd a suitable solution in Peugeot's lion-branded range of bikes, motorbikes and automobiles.
Peugeot are constantly studying and sharing mobility solutions, bringing together various internal companies to pool their expertise and their creativity to give rise to particularly original projects. Indeed, Peugeot has always sought to be a global, durable provider of mobility, with an inventive,
responsible and competitive range of vehicles, whether they are on two, three or four wheels. The BB1 concept car, unveiled at the 63rd Frankfurt Motor Show, paves the way for this ideal by pushing back the barriers to bring a renewed driveability, expressiveness and allure... This electric vehicle aims to explore new grounds with regards to urban mobility.

The BB1 brief was to tackle all issues of the modern world faced by people on a daily basis in order to offer maximum versatility, a compact size; be dynamic and manoeuvrable (3.5m turning circle).
To achieve all this, the Peugeot teams faced a real challenge - never before seen in the history of the automobile: accommodating four people in a car 2.5m long.
This record use of interior space could potentially lead to a larger load capacity, even though its "compact" size gives it the ability to park in extremely tight spots - even perpendicular to the pavement.
To meet this challenge, the structure of the passenger compartment has drawn inspiration from two-wheeled vehicles in terms of ergonomics: the driver controls the vehicle by adopting a new driving position - more vertical
than is usual. This is mainly made possible through the absence of fl oor pedals. The rear passenger is seated in tandem behind the driver. On the right-hand side, front andrear passengers adopt the same position.
It is thanks to this original confi guration for a four-wheel vehicle that the BB1 has such a totally original design. Access to the vehicle is through the inverted door opening mechanism, while boot access is through a tail board and a tailgate. The interior can be transformed as required to offer a load volume of 160 litres (with four occupants), rising to 855 litres (with just one person in the car).

The style of the vehicle highlights the interior space and the driving ergonomics. With its sweeping styling lines at the front, large glazed area, low doors (for the passenger compartment ventilation system) and very clear wheel arch space. The car also represents a break with the past through its exterior styling in relation to the automobiles we have seen to date. Robust and protective, the quality and technology shine through in every detail, such as the "full LED" front headlights and rear view cameras. The double bubble roof, as in the RCZ, helps with the rear space of the vehicle.
As well as the openness and brightness brought by the large windows, the BB1 presents an extensive set of interactive technologies. The colour display and the vehicle's audio system provide an ideal setting for your "smartphone" functionalities: telephone, navigation, Internet access, radio, MP3... Just connect your device to the USB jack, or the 12V socket if necessary.
Universal and user-friendly, this system enables the BB1 to concentrate on essential services without multiple pieces of equipment, bringing extra safety to driving and saving considerable weight.
Similarly, the rear-view cameras remove the need for mirrors, optimising the width of the vehicle and improving its aerodynamics, while adding to the high-tech aspect of the interior.
Two original creative images have been produced for the BB1 concept by the artist Michel Serviteur. Portrayed around the driving position, they offer a new link with time and speed. A clock brings the interior to life by linking a colour to each period of the day; time goes by to the rhythm of the light to enhance the feeling of wellbeing. In addition, there is a graphic animation which could replace the speedometer, finding its equilibrium at a steady speed but which moves again when that speed is interrupted.

AN ENVIRONMENTALLYEFFICIENT VEHICLE...
...WITH A NEW ELECTRIC MOTOR
Creative - the BB1 leads the way with its electric drive system.
It is fi tted with electric motors in the rear wheels, designed in association with Michelin. This original set-up maximises the interior space. It draws its inspiration from the world of the quad bike, with a maximum power output of 15 kW (20hp) - or 7.5 kW per motor. This provides the optimum power to weight ratio for the vehicle in its urban driving setting. Its characteristics give it the best possible response at start-up (0 to 30 kph in 2.8 seconds) and excellent in-gear acceleration (30-60 kph in 4 seconds), ensuring the driving enjoyment and safety that are the hallmark of Peugeot. The lithium-ion batteries provide immediate power. They have a comfortable range of 120 km. Each of the two battery packs supplying energy to the two respective electric motors are fitted under the right and left rear seats, thereby avoiding any reduction in the interior space and the storage space. Furthermore, this location between the two front and rear wheels helps with the centring of the vehicle weight and benefits vehicle stability, especially during braking.

...WITH AN INNOVATIVE, LIGHTER STRUCTURE
Peugeot engineers have completely reinvented the way to design a vehicle. The BB1 is therefore based on a tubular chassis designed by Peugeot Motorcycles. It includes all normal vehicle dynamic systems: electric power steering, suspension (double-wishbone front and rear suspension), friction damper spring assemblies - granting the vehicle a level of road-holding to match the vehicle's performance, its urban nature and driveability and safety levels worthy of the Peugeot Marque.

The body is made up of a very light carbon structure, designed to wrap around the passenger compartment, all of which enables potential future customisation and a possibility of a variety of vehicle shapes...
Finally, the vehicle weight does not exceed 600 kg, including the batteries, enabling all its mechanical parts to be placed in their ideal position, ensuring optimal weight distribution.

...WITH ITS ALTRUISTIC CONCEPT
Thanks to its electric propulsion, the BB1 is an environmentally friendly ehicle par excellence and emits no loud noise outside the vehicle, and above all no pollutant emissions owing to the fact that it consumes no fossil fuels.
But this eco-responsibility isn't limited to just driving. At a standstill, the passenger compartment ventilation keeps operating in daylight thanks to the solar panels placed on the roof of the vehicle. This enables two functions:
pre-ventilation of the interior and the trapping of pollutants and ultra-fine dust particles (μm), due to the use of high-performance fi lters and activated carbon.

...WITH THE USE OF NEW GENERATION SOLAR CELLS
The BB1's solar panels use cutting-edge technology, designed in partnership with the Ocean Vital foundation. Flexible (enabling their usage on surfaces as complex as the dual-bubble roof of the BB1), they provide a high yield of around 16% of energy captured (a much higher performance than current systems) to power some of the vehicle systems.
The Ocean Vital Foundation, created by round-the-world navigator Raphaël Dinelli, works towards the development of new clean technologies, the aim of which is to preserve our natural resources and our environment. As part of the BB1 project, Peugeot and Ocean Vital have entered into an agreement to support research and development into new renewable energy technology and therefore encourage the development of research projects and the "green economy" in France.

THE STORY CONTINUES...
The name "BB1" isn't the only reference to Peugeot's history and the "Baby Peugeot" models of 1905 and 1912...
This ultra-compact, lightweight electric vehicle concept is also something of a throwback to the Peugeot VLV. Three hundred and seventy seven of which were built between 1941 and 1945, meeting the then special needs of users
throughout the Second World War. All this stands as proof that Peugeot has always been able to create and adapt its mobility offers to a particular time and need.

Type Synchronous with permanent magnets
Continuous power 2 x 7.5 kW
Max. power 2 x 10 kW
Max. torque on wheel 2 x 320 Nm

TYRES
Type Michelin Energy Saver
Dimensions 195 x 50 R16

PERFORMANCE (driver only)
Acceleration from 0 to 30 kph (s) 2.8
In gear acceleration from 30 to 60 kph (s) 4.0
Maximum speed (kph) 90

RANGE
120 km

DIMENSIONS (m)
Overall length 2.50
Overall body width 1.60
Ride height - full tanks 1.54
Wheelbase 1.80
Front/rear overhang 0.40 / 0.30
Front / Rear track 1.40

Weight (kg)
Excluding batteries 500
With batteries 600

Cx / SCx
0.36 / 0.75

Batteries
Lithium-ion high-voltage batteries

MX-5 Superlight: Less is More

Inspiration
The world of automobiles and individual mobility is changing towards energy
efficiency, environmental compatibility and uncompromised safety – along with
dynamic attributes and driving fun. In its efforts to offer pure driving enjoyment, while
meeting its ecological and social responsibilities, Mazda has been focusing on weight
reduction as a core base technology. Reducing weight has always been a tradition
with the MX-5 since 20 years and it provided the inspiration for Mazda's latest show
car providing a radical expression of the cult roadster.

This year Mazda celebrates the 20th anniversary of the first MX-5 roadster, which
laid the cornerstone for its Zoom-Zoom brand philosophy – reason enough for our
designers to create a fully-drivable show car, the MX-5 Superlight version. There are
no plans to build this car, but it demonstrates how individual mobility can be
maintained in a way that uses fewer natural resources.

Mazda's European R+D centre in Oberursel has created a show car that represents
the essence of Mazda's fun-to-drive aspect. Based on the brand icon Mazda MX-5
Roadster, the MX-5 Superlight version is a pure, uncompromising two-seat sports car
meant to be affordable to just about anyone. The main challenge for the design team
in creating this study was "to evolve the MX-5, developed to perfection during the last
20 years, to a higher and extreme level," says Project Lead Designer Hasip Girgin.
The result of their efforts is a roadster show car with an exciting design that is
especially lightweight and distilled down to the very basics of sporty driving, that still
manages to provide modern safety technologies. In an increasingly digitalized world,
it creates a linear, direct bond between man and machine. Its conceptual purity
means even better driving dynamics and fuel efficiency. It accomplishes this by
keeping the vehicle below the 1000 kg threshold, a weight that was felt to be almost
unattainable for a modern sports car until now. As a study for lightweight construction
and driving enjoyment, the MX-5 Superlight version is the ideal ambassador for
Mazda's brand values.

Exterior Design
"I've dreamed of building a Mazda MX-5 with this kind of radical form for a long time,"
says Peter Birtwhistle, Mazda Motor Europe's Chief Designer, referring to the project.
"Now that weight reduction has become a dominant factor in automotive
development, the time is ripe for it. We show how lightweight a car today can be."

His design team reduced the MX-5 down to its core attributes to create a pure
roadster. Development of the production model MX-5 focussed on the bond between
driver and co-pilot to the roadster, the car's driving dynamics and its open-top
experience. The goal of the MX-5 Superlight version concept was to strengthen these
bonds even further. By doing this without a windshield, the retractable top and its
frame, designers achieved an important step in this direction. As the concept MX-5
Superlight version, the all-weather production roadster has mutated into a driving
Frankfurt Motor Show 2009 machine that lets sports car enthusiasts enjoy the natural surroundings unfiltered and
tangible. Not only does the wind blow unimpeded during driving, pilot and co-pilot can
also experience the sounds, smells and temperature changes of their immediate
surroundings. And finally, the show car's intense bond between the driver and the
technology of the vehicle gives it a unique closeness that can only be found in
stronger form in the cockpit of a race car.

Mazda designers created special roll-over bars, not only because they are very
sporty-looking, but also to contribute to aerodynamic efficiency. These also make it
clear that roll-over protection is important in this concept. And they prevent wind
turbulence around the heads of the passengers, from whom the law would require
the wearing of helmets while driving.

By removing equipment not vital to driving, and by replacing vital things with
components that support the unique concept of the vehicle, designers sharpened the
character of the MX-5 Superlight version.

Because there is no windshield, for instance, there is obviously no need for wipers.
The roadster show car's completely open design makes the need for outer door
handles, side windows and their openers unnecessary. A single, filigree aluminium,
wide-angle mirror gives a good view of the road behind. It's placed inside an
extension of the bonnet. Front and rear lights are the same as those of the
production model with additional LED lamps at the front, and brake lights at the back
of each roll-over bar, which contribute to the roadster's sporty look.

The lack of a windshield required an extension of the original aluminium bonnet into
the cabin. The attached sheet here is made of lightweight carbon fibre and provides a
hood for the dashboard frame. This also changed the proportions of the body's
design, making the front of the car longer and the passengers seem like they are
sitting further back towards the rear-drive axle, all of which is enhanced by the
massive roll-over bars and their aerodynamic cladding. The MX-5 Superlight version
translates the dramatic proportions of historical race cars into a very modern form.

Interior Design
The purity in design of the exterior also characterizes the interior design, which does
not have aesthetics as ultimate goal, but was conceived to contribute to reducing
vehicle weight. Driver and passenger of the MX-5 Superlight version are greeted by
racing bucket seats made of ultra-lightweight carbon fibre. They are slide adjustable
and upholstered with the same saddle coloured leather as the armrests, the steering
wheel, and the lightweight aluminium shift lever and hand brake. Colour-coordinated
four-point seatbelts hold the driver and passenger firmly in their seats.

The bonnet extension into the passenger cell provides a canopy for the dashboard,
which makes the dashboard look smaller than the production MX-5. Made of
lightweight plastic reinforced with fibreglass, it contains the same instruments as the
production MX-5. These are held in place by a dashboard frame made of lightweight
carbon fibre. Like a purebred race car, the MX-5 Superlight version has an ignition
button in the centre of the dashboard, along with two emergency kill buttons for
immediate fuel and electricity cut-off.

Frankfurt Motor Show 2009
Supplying air and climate control to the open passenger compartment is only
possible in limited form, so the show car has no air conditioning and no fans. Air-flow
is increased when the roadster accelerates, and only small air vents are needed. The
interior is made without any trim. Sound insulation mats and rugs do not meet the
requirements of a purist concept like this and are not used at all.

Also made of ultra-lightweight carbon fibre is the "floating-design" centre console with
iPod® adaptor and the triangular reinforcements in the trimless doors. Driver and
passenger can rest their arms here while driving.

Driving Dynamics
The Mazda MX-5 Superlight version concept is fully-drivable, but there are no plans
to produce it in the near future. Under the bonnet is the cultivated and frugal MZR
1.8-litre four-cylinder engine paired to the production roadster's five-speed manual
transmission. It develops 93 kW/126 PS of maximum power at 6,500 rpm. For an
appealing engine sound, there's a Mazdaspeed cold air intake made of polished and
powder-coated aluminium and a Mazdaspeed exhaust system, both of them specific
to the MX-5 Superlight version. These systems deliver more intake air-flow, and less
exhaust-gas back pressure. The engine sound is designed to suggest an engine with
much higher displacement than the concept actually has. During charge cycles, a
high-resonance bubbling sound in the muffler delivers the exciting sporty sound you
would expect from a very powerful engine.

The show car is designed to provide improved driving dynamics as well, and uses a
four-piston, fixed-calliper brake system with perforated discs that, because of their
size required an increase in track of 50 mm. A specially tuned chassis with a
Bilstein® B16 coil-over suspension and Eibach® stabilisers give the body of the MX-
5 Superlight version a ground clearance that is 30 mm lower than the production MX-
5. Its sporty hydraulic power-assisted rack and pinion steering system is the same as
that of the regular roadster. Its linear steering, coupled to a precise-shifting five-
speed manual transmission with short shift travel, have contributed to the character
of the world's most successful roadster for years. Also from the production model are
the roadster's 205/45 R17 original-equipment tyres and alloy wheels from the 2.0
version, which are some of the lightest on the market today at less than 8 kg.

Body Type Soft top roadster Monocoque
Seating capacity 2
External Dimensions
Overall length mm 4,020
Overall width mm 1,720
Overall height (unloaded) mm 1,110
Wheelbase mm 2,330
Track front/rear mm 1,540/1,545
Ground clearance mm 106
Engine Type MZR 1.8-litre Petrol
Max. Power kW/PS 93/126 at 6,500 rpm
Max. torque Nm 167 at 4,500 rpm
Transmission 5-speed manual
Front/Rear Suspension Double wishbone/Multilink
Damper (front/rear) Bilstein® monotube
Tyre size 205/45 R17
Brake Type front/rear Ventilated discs/Solid
discs
Brake Diameter (front/rear) mm 300/280
Performance
Acceleration 0-100 km/h * s 8,9
Fuel Consumption (combined)* l/100 km 6,3
CO2 emissions (combined) * g/km 150
Min. kerb weight (without driver) kg 995

Boxes
Building the Show Car
The task sounded challenging and time was short. After the decision was made to
present a radical Mazda MX-5 Superlight version show car at the IAA in 2009, Peter
Birtwhistle had only three months to complete it. He quickly formed a five-person
team – including Hasip Girgin, Luca Zollino, Nigel Ratcliffe, Maria Greger und
Luciana Silvares – which began by designing the cockpit.

There was not enough time for small-scale modelling. The designers put their ideas
to paper, decided which were best, then modelled these directly onto a full-scale clay
model. The cockpit was created together with the interior door braces. All
components were then digitalized. This data was sent to an external studio for
prototype build, where the parts of fibreglass-reinforced plastic and carbon fibre were
made and later fitted. This method was also used to create the centre console with
gear shift lever and hand brake.

Parallel to this, a production MX-5 Roadster with an MZR 1.8-litre powertrain was
stripped of all components that would later be replaced. Under the leadership of
Mazda's design team and chassis engineers, a drivable "blank" of the MX-5
Superlight version was created that weighed well under 1,000 kg, while respecting
the original roadster's ideal 50/50 weight distribution. Mazda test drivers then drove
the roadster around a closed track with experts from Bilstein® and Eibach®, in order
to ascertain the feasibility of the project. The results amazed even the most
experienced engineers: with hardly any re-working, the "light" MX-5 version was an
easy-to-control, safe-driving roadster that displayed agility, great driving dynamics
and acoustical appeal.

Final assembly began with painting the body in white colour, and simply polishing the
original MX-5 aluminium bonnet. Then the racing seats, steering wheel, gear shift
lever and hand brake were upholstered in leather and installed in the show car. This
was followed by the installation of all previously-built carbon fibre components. And
at the end, Mazda designers installed the centre console, the dashboard and
instruments, seatbelts and roll-over bars.

Frankfurt Motor Show 2009
Weight Saving Measures in Detail
Less is more! This was the formal process that Mazda designers followed when
building the MX-5 Lightweight Version at Mazda R+D studios in Oberursel, Germany.
All components that were not absolutely required for driving were put on the scales.
Safety components were left untouched. Weight savings, by either elimination or
replacement, were undertaken on the following components:

• Windshield with frame and wipers
• Retractable soft top and folding frame
• Side windows including window openers
• Outer door handles and side mirrors
• Audio system
• Interior trim, rugs and sound insulation
• Production-model seats
• Air conditioning system, heat exchanger and ventilation system
• Dashboard frame
• Centre console
• Gear shift lever
• Hand brake lever
• Armrest between the seats

History of Mazda MX Concept Cars
The MX-5 has benefited from different concept cars through its 20 years history. In
2000, Mazda's American design studio created the Miata Mono-Posto Concept for
the SEMA show. An earlier step in the direction of a more radical MX-5 was taken by
Mazdaspeed in Japan, which created the Roadster MPS Concept in 2001. This idea
was reinterpreted in 2004 with the Mazda Roadster Coupe TS Concept, which had a
classic Italian coupe shape based on the roadster.

And finally, in 2003 the design study Mazda Ibuki was built that hinted at the third-
generation MX-5, which was launched two years later. Not only did Mazda Ibuki have
extremely small overhangs and the more austere design language of the later
production model, it also anticipated some major conceptual changes. For instance,
the drive assembly of the concept was positioned lower and further toward the middle
of the vehicle, for a lower centre of gravity and an equal weight distribution over both
axles. The production car that appeared later would boast an ideal 50:50 weight
distribution front and rear, and deliver excellent handling attributes.

International Motor Show 2009, Frankfurt am Main
The Audi e-tron

Frankfurt – 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.

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 so-called 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.

A new design element 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.

1.90 meters (74.80 in) wide, just 4.26 meters (167.72 in) long and 1.23 meters (48.43 in) tall – those are 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 (1036.17 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 (3527.40 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. To 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.A. and Japan has 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.

Electromobility as an Integrated Concept – the Audi e-performance Support Project

• Audi developing a holistic approach for electric driving
• New project house unites creativity and expertise
• The e-performance support project to be launched in October

Audi is working hard on the future of mobility. The company has established a project house for the development of an integrated concept for electric drives in automobiles. As part of this effort, a support project entitled e-performance and funded in part by the German Ministry for Education and Research will be launched on October 1. Institutes and companies from industry and science will be participating in the project.

Audi invests roughly two billion euros in development projects each year. Although the primary focus is on the further advancement of the combustion engine and related technologies, a second priority is electromobility. The e-tron showcar is making a powerful statement in this field at the IAA, and Audi is also in the process of strategically bundling its electromobility activities. Audi has established a project house dedicated to electric driving; it will shortly begin work on a project sponsored by the German federal government. The working group and the project bear the same name: e-performance.

"We are trying to find a concept that requires no compromises," says Michael Dick, Member of the Board of Management of AUDI AG, Technical Development. "Electromobility means more to us than just electrifying conventional cars. Instead, we are dedicated to a holistic approach to all aspects of the topic."

The e-performance project house was established on the premises of Audi Electronics Venture GmbH (AEV). This Audi subsidiary cooperates closely with colleges and universities, research institutes and young startup companies to implement new technologies in the field of electronics. The AEV is located close to the plant grounds, and the project house is staffed by young experts.

"We have a mixture of engineering expertise, creativity and a dose of lateral thinking," says Dr. Michael Korte, Head of the e-performance project house. "The project house brings free thinkers together with technical development experts – with designers, engine and chassis engineers, and software specialists."

Electric drive technology in automobiles still poses many questions at the moment. Audi is striving to provide holistic answers to these questions, thus creating an architecture comprising all sub-areas of the vehicle. Only when new systems and components are made to work together perfectly can the full potential of electromobility be exploited.

Audi is certain that the vehicle concepts will include new, intelligent solutions. "Our holistic concept is complex," says Dr. Christian Allmann, Head of the e-performance support project, "but it is the only way to optimize the primary target parameters of range, performance, reliability, practicality, service life, and cost."

One focal point: the battery

By its very nature as the heart of the electric car, the battery is the focal point of the studies, which cover such topics as thermal management, capacity, package, weight, safety, service life and integration into the vehicle's heat and energy flows. "We are not working on cell chemistry – we are relying on our strategic partners for that," says Dr. Korte, "but the battery management software will be our know-how."

In an electric car, the entire on-board electrical system needs to be completely restructured. Many components that today use the energy and waste heat of the combustion engine - from the power steering to the heater - need a new source of power. The electric motor, the power electronics with their high-voltage components, inverters and transformers as well as the durability of the chips under the demanding conditions in the car are other important fields of work.

In addition - and this is what distinguishes the integrated approach - Audi is also studying all other areas of the vehicle. Topics include the flow of forces in the drivetrain, the climate control system, the controls and displays in the cockpit, the vehicle acoustics and the chassis. In this last field, electrically actuated brakes and suspension struts offer great potential.

The materials used in the car - which should be as lightweight as possible - and the entire package are another focal point. Electric motors are very compact and can also be placed at the wheels or the axles, but the batteries need their own space.

The young team keeps one important aspect in mind every step of the way: even an electric car has to be a true Audi with the strong character that all Audi models have in common. "We will draw on the bundled expertise of the entire company for the design and the lightweight body," says Dr. Korte, "and we are also committed to meeting the high Audi standard in terms of driving dynamics."

The bar is high - the three-year e-performance project scheduled to start on October 1 represents a major challenge. It is broken down into nine work packets, from energy storage to driving dynamics. In the initial phases, the participants will work in their various areas primarily using state-of-the-art simulation tools. The project will progress through the construction of sub-modules and test platforms to produce a drivable car.

Capable partners from science and industry

The German Ministry for Education and Research is providing eight-figure funding for the project. Audi has also recruited renowned partners from the scientific community – the RWTH Aachen, the technical universities of Munich, Dresden and Ilmenau, Leibniz University of Hanover and the Fraunhofer Society. Dr. Allmann reports that besides AEV, Robert Bosch GmbH and Bosch Engineering GmbH have also come on board.

The project should benefit all of the partners. Competitiveness in high-tech is a primary objective of the German government, thus the Audi partnership is good for Germany as a site for higher education and industry. The e-performance support project will enable the participants to gain an important know-how advantage.