With tightening regulations iyn Europe, carmakers have no choice but to switch their ranges to electrified powertrains. Subaru has already begun offering two electrified models – the XV e-BOXER and Forester e-BOXER – and will add a fully electric model before the middle of this year.
The model will be about the size of the Forester and will sit on a platform shared with Toyota. The news underlines Subaru’s efforts to reduce its environmental footprint in Europe and satisfy a growing demand for alternative powertrains. It also signals the brand’s second electrification step in Europe.
e-BOXER accounts for 60% of sales
So far, since being introduced, the two e-BOXER models already account for 60% of Subaru sales in Europe. The e-BOXER powertrain combines a 2-litre direct injection horizontally-opposed petrol engine with an electric motor. A lithium-ion battery unit is mounted within the boot floor and allows for pure-electric driving at speeds of up to 40 km/h.
Forester e-BOXERXV e-BOXER
Paired with an updated Lineartronic transmission and Subaru’s Symmetrical All Wheel Drive, the e-BOXER powertrain provides achieves smooth and linear acceleration with highly responsive torque. Power-split adjusts according to the driving condition and alternates between 3 driving modes: EV driving, Motor Assist driving and Engine driving.
In EV Driving mode, the vehicle is powered by the electric motor and can travel for a distance of about 1.6 kms at speeds of up to 40 km/h. This is suitable in urban conditions with stop-and-go traffic where a 10% improvement in fuel economy is claimed compared to the 2-litre variant with just a petrol engine.
During Motor Assist Driving, at medium speeds, the motor and the engine work together to improve power and performance. For higher speeds, the Engine Driving mode is utilised, and this operates with just the engine alone. Depending on speed and driving conditions, the engine will recharge the battery pack.
The Subaru Way
In designing the e-BOXER powertrain, the engineers stuck to the ‘Subaru Way” where it is arranged in a symmetrical layout. The electric motor assist and battery pack are aligned longitudinally with the heavy motor placed near the vehicle’s centre of gravity. The battery and other components are positioned above the rear axle which plants the car on the road giving noticeable handling improvements and achieving a balanced weight distribution.
The transition to electrified vehicles has been taking place across the auto industry since this century began although for the premium and luxury brands, it may appear slower. Perhaps these brands in the upper stratosphere of the market want to make sure that when they do go all the way to fully electrically powered cars, their customers will still enjoy the same comforts and performance.
Lexus, Toyota premium luxury brand, has been working towards this to ensure that the ‘Lexus Driving Signature’ will be present in future hybrid and battery electric vehicles (BEVs). While it obviously shares resources with Toyota, it also has its own technological advancements and one of them now being revealed is DIRECT4, which will be a core Lexus Electrified technology.
DIRECT4 is a new system which can provide instant electric control to all four wheels to transform dynamic performance, working instantaneously according to driving conditions and driver intentions It is said to also give greater design freedom to reimagine Lexus’ signature design.
First glimpse of new BEV design concept
At the 2019 Tokyo Motorshow, to illustrate its new global electrification strategy, Lexus displayed the futuristic LF-30 concept car (pictured below). The new strategy, called ‘Lexus Electrified’ targets a fundamental leap in vehicle performance, handling, control and driver enjoyment.
Lexus Electrified technology supports this vision with DIRECT4 for its next generation of battery electric and hybrid electric vehicles. DIRECT4 precisely controls the delivery of drive torque from front and rear electric motors and braking force to all four wheels. By automatically adjusting the balance of front and rear-wheel drive, the system adapts the driving conditions to the driver’s intentions, changing the driving feel and giving the car the best driving posture.
The system uses a front and rear e-axle, each featuring a high-torque electric motor and transaxle, focusing on optimum drive force distribution. As the motor is directly connected to the wheels by a single driveshaft, it operates without delay.
Its operation is intuitive and highly responsive, giving the driver a genuine sense of being fully connected with the vehicle. Moreover, it provides an ideal balance of predictability and excitement, with powerful, linear acceleration and exhilarating cornering. At the same time, the system is engineered for quietness and comfort, which will always be expected by those who travel in a Lexus.
Supporting the Lexus Driving Signature
In developing DIRECT4, Lexus has been able to draw on its experience in electrified vehicle technologies. This expertise supports the development of ‘Lexus Driving Signature’ that will define the dynamic performance of Lexus’ next-generation vehicles.
According to Chief Designer Koichi Suga, electrification technologies will impact on vehicle design as well as performance, for example with no requirement to provide front cooling for an engine and radiator. This will present new opportunities to express technological advances in the car’s 3-dimensional form.
Although Toyota is well known for hybrid vehicles, which it pioneered as a mass producer, it has also been developing and selling fully electric vehicles (EVs) for many years. While it recognises that pure EVs are – which are also referred to as Battery Electric Vehicles or BEVs – are going to increase in the market, the segment is not particularly large yet. Nevertheless, the company has made plans to sell 1 million BEVs and hydrogen fuel cell vehicles (which also have electric powertrains) by 2030.
Meanwhile, it is improving a small range of BEVs and selling them in limited numbers, mainly in Japan where engineers can more easily monitor usage and investigate any issues that arise. With BEV technology as part of Toyota’s future mobility roadmap, there is a need to encourage large numbers of people to adopt them and the company is progressively introducing such models.
A new mobility option
The latest one announced today is the new C+pod, a 2-seater BEV designed as a mobility option that improves per-person energy efficiency. In addition to short-distance daily use, the C+pod is also aimed at corporate users visiting customers on a regular basis, and at users in urban or mountainous communities needing safe, unrestricted, and environmentally-friendly transportation options.
The C+pod is 2.5 metres long and 1.3 metres wide so it is a compact vehicle and can turn within a tight radius of 3.9 metres. It’s therefore ideal for urban use and require minimum steering wheel operation when parking.
Toyota has been producing the i-Road 3-wheeler BEV since 2013 and is running it in public trials in Japan and Switzerland.
The under-floor location of the lithium-ion battery in front of the seat creates a flat, low-floor package that minimizes steps. The motor is positioned in the rear of the vehicle while the independent suspension system absorbs irregularities in the road surface and maintain stable movement.
Lightweight body with 150-km range
The motor can generate up to 9.2 kW with 56 Nm of torque, which is sufficient to give the lightweight 690-kg vehicle good performance. Factory tests using industry test cycles have achieved cruising range of up to 150 kms which would be adequate for daily use.
The C+pod can be charged at home or in public areas and in Japan, there are around 15,000 stations nationwide, all of which will be marked on the navigation system. Depending on the charging method used, an empty lithium-ion battery pack can be fully recharged between 5 and 15 hours.
There are now around 15,000 charging stations throughout Japan (Toyota COMS BEVs being recharged in Nagoya)
Mobile power supply capability
The C+pod includes an external power supply system of up to 1,500W as standard for use during power outages and natural disasters. In addition to use through the accessory power outlet near the passenger’s feet, the optional vehicle power connector can be plugged into the standard charging inlet at the front of the car for use as an external power supply socket, which can supply power for up to about 10 hours.
The 1100-mm wide cabin provides a simple space for two adults to sit side-by-side. Positioned above a white centre tray, the instrument panel features meters and other functional equipment. The contrast with the black tones of the interior creates a feeling of spaciousness.
Toyota has made sure the C+pod has safety features to protect the occupants even though its body is compact and has plastic panels in some areas. Its structure efficiently disperses and absorbs impact energy across multiple components during frontal, side or rear impacts. Injuries to pedestrians are also reduced during a collision with the vehicle, thanks to the design of the front end elements.
The C+pod will be sold only in Japan and customers can choose from two grades, priced from 1,650,000 yen (about RM65,000).
While still improving and innovating its technologies for models with internal combustion engines, the Hyundai Motor Group (HMG) is also investing substantially in battery electric vehicle (BEV) technology. Such vehicles will grow in numbers in coming years and HMG has been developing core technologies for them.
One of these is the new Electric-Global Modular Platform (E-GMP) which is specifically for BEVs. The E-GMP is ready to be used and from 2021, the E-GMP will support a range of new BEV models. These include the Hyundai IONIQ 5 and Kia’s first dedicated BEV. The platform will be used for as many as 23 BEV models in HMG with the sales target of more than 1 million BEVs worldwide by 2025.
The E-GMP provides various advantages compared to the Group’s existing platforms which have engineering oriented towards internal combustion engines. With a brand new approach that is dedicated to the electrified powertrain, there is increased development flexibility, stronger driving performance, increased driving range, strengthened safety features, and more interior space.
“Today our front-wheel driven Hyundai and Kia BEVs are already among the most efficient ones in their segments,” declared Albert Biermann, President and Head of R&D Division for Hyundai Motor Group. “With our rear-wheel drive E-GMP, we are extending our technological leadership into segments where customers demand excellent driving dynamics and outstanding efficiency.”
EV variants of the Hyundai Kona (left) and Kia Soul (right) are currently available in some countries.
Maximizing development flexibility
The E-GMP reduces complexity through modularization and standardization, allowing rapid and flexible development of products which can be used across most vehicle segments. Moreover, flexible development can satisfy various customer needs for varying levels of vehicle performance.
The new platform will also enable the company to enlarge its EV line-up over a relatively short period through modularization and standardization. This will satisfy consumer expectations of variety and choices.
Driving performance and safety
With optimal weight distribution between front and rear, a low centre of gravity thanks to its low-mounted battery pack, and the adoption of electric motors, handling can also be enhanced. A 5-link rear suspension system, which is typically used for medium and large vehicles, and the world’s first integrated drive axle enhance ride comfort and handling stability.
The platform secures battery safety through a battery support structure made of ultra-high strength steel. Hot-stamped steel components surround this structure for additional rigidity. Collision energy can be absorbed efficiently by energy-absorbent sections of the body and chassis, effective energy load paths, and a central section of the battery pack tightly bound to the vehicle body.
The battery pack itself – mounted between the front and rear wheel axles – will be the most power-dense system that HMG has ever created. It has enhanced cooling performance with a new separate cooling block structure which helps make the battery pack more compact. With energy density enhanced by around 10% compared to existing EV battery technology, the battery packs are lighter, can be mounted lower in the body, and liberate more cabin space.
From the early 1980s, the industry moved towards front-wheel drive which offered space-saving benefits. The E-GMP, however, will have rear wheel drive although there can also be all-wheel drive (with an additional electric motor).
Charging System
Most existing EVs and the fast-charging infrastructure provide 50 kWh ~ 150 kWh charging for EVs equipped with a 400V system; however, the development of 800V infrastructure, with up to 350 kWh charging, will gradually enable even more fast-charging.
In line with this trend, Hyundai Motor Group has invested in IONITY, Europe’s leading high-power charging network, as a strategic partner and shareholder. IONITY operates 298 high-power charging (HPC) stations – using a charging capacity of up to 350 kWh – along highways in European countries. The company plans to increase this number to 400 HPC stations by 2022, including 53 currently under construction.
The E-GMP offers 800V charging capability as standard and enables 400V charging, without the need for additional components or adapters. The multi-charging system is a world’s first patented technology which operates the motor and the inverter to boost 400V to 800V for stable charging compatibility.
A BEV using the E-GMP will be capable of a maximum range of over 500 kms with a fully charged battery pack. If the pack is completely empty, it can receive a high-speed recharge up to 80% capacity in 18 minutes; up to 100 kms of driving range can be available with a recharge of just 5 minutes.
After over 100 years, the automobile industry is undergoing a major change that will see a progressive diminishing of vehicles with only internal combustion engines, leading to hybrids and eventually only electric powertrains. The global players have already begun the process of making the transition, and Bentley Motors is one of those that has revealed plans which are outlined in its Beyond100 strategy.
Aiming to offer truly sustainable luxury, the carmaker will reinvent every aspect of its business to become an end-to-end carbon neutral organisation as it embarks on its second century. The target is driven by a transformation programme across Bentley’s entire operations and products. This includes switching its model range to offer exclusively plug-in hybrid (PHEVs) or battery electric vehicles (BEVs) by 2026, and full electric vehicles (EVs) only by 2030.
Bentley’s traditional powertrains with internal combustion engines will be phased out and replaced with hybrid and then all-electric powertrains by the end of this decade.
No more ICE by 2030
The announcement today highlights Bentley’s plans for another 100 years, evolving from the world’s largest producer of 12-cylinder petrol engines to having no internal combustion engines within a decade.
Bentley’s electrified future was actually previewed with the reveal of the all-electric EXP 100 GT concept car (pictured below) in its centenary year. That concept featured a multitude of sustainable materials. These included 5,000-year-old copper-infused Riverwood, traditionally produced wool carpets and a leather-like textile upholstery made from a by-product of wine-making. Bentley will continue to use only sustainably sourced materials throughout its current, and next generation of cars.
Carbon-neutral production
The Beyond100 strategic plan will see, among other things, the change to a carbon-neutral luxury car factory. Last year, Bentley’s production facility in England became the first luxury automotive factory in the UK to be certified carbon neutral by the Carbon Trust. This followed two decades of implementing innovative solutions, including a water recycling system in the paint shop, local tree planting, installation of a 10,000 solar panel carport, taking the total number of on-site solar panels to 30,000, and a switch to renewable-only electricity sources.
The factory will continue to improve its environmental operations. By the end of 2025, the company intends to reduce its factory environmental impact by focusing on energy consumption, carbon dioxide emissions, wastewater, use of solvents in the paint process and becoming plastic neutral. This will result in a climate positive factory by 2030, actively reducing levels of carbon in the atmosphere, while in parallel the business invests in renewable energy and forestation projects.
Sustainable luxury mobility
Bentley will also redefine its business model which is built around its accelerated journey towards electrification. Having already committed that every model line will be offered with the option of a hybrid variant by 2023, with Bentley’s first pure electric model to be launched in 2025, Bentley is making a clear move towards zero emission mobility.
Achieving sustainable luxury mobility relies heavily on a sustainable business model, and Bentley’s aim is to become the world’s benchmark luxury car business, financially resilient and recession-proof. The challenging economic situation caused by the COVID-19 pandemic resulted in Bentley undertaking its biggest change programme in a century.
This change programme was driving for consistent financial resilience through rapid productivity improvements across the business, and a fundamental restructure. The results from the comprehensive cost and investment structure has placed the business in a position to achieve a positive financial performance for the full year 2020, in spite of the extenuating external circumstances.
Bespoke continues with sustainability
As well as accelerating the product journey towards electrification, Beyond100 opens a new era for Bentley’s bespoke division, Mulliner, which now has a three-portfolio structure comprising Mulliner Classic, Mulliner Collections and Mulliner Coachbuilt. The recently revealed Bacalar signifies the start of this new age as the first member of the Mulliner Coachbuilt family and incorporates elements of the sustainable materials showcased in EXP 100 GT.
The company is committed to handcrafting cars in Crewe for the next 100 years, whilst also preparing for a digital future, and has confirmed it will be investing in two new Research and Development buildings, a vehicle test centre and a dedicated launch quality centre.
“Since 1919, Bentley has defined luxury grand touring. Being at the forefront of progress is part of our DNA – the original Bentley boys were pioneers and leaders. Now, as we look Beyond100, we will continue to lead by reinventing the company and becoming the world’s benchmark luxury car business,” said Adrian Hallmark, Chairman & CEO of Bentley Motors.
Like many other carmakers, Kia Motors knows that the future is electric. Tougher regulations in Europe and America and growing demand for electric vehicles (EVs) in China are forcing manufacturers to develop and launch electrically-powered vehicles as quickly as possible.
For Kia Motors, the future direction includes a global EV business strategy that aims to put the brand in a leadership position. To achieve this, Kia will launch a diverse range of dedicated BEVs (Battery Electric Vehicles) and partner with EV charging companies worldwide.
Kia is already selling all-electric models such as the Niro (left) and Soul.
100,000 BEVs already sold
“Kia has sold more than 100,000 BEVs worldwide since the introduction of our first mass-produced BEV in 2011, the Kia Ray EV, ” said Kia President & CEO Ho Sung Song. “Since then, we have started to introduce a range of new BEVs for global markets and announced plans to accelerate this process in the years ahead. By refocusing our business on electrification, we are aiming for BEVs to account for 25% of our total worldwide sales by 2029.”
Under Kia’s ‘Plan S’ strategy, announced at the start of 2020, the brand plans to expand its BEV line-up to 11 models by 2025. Over the same period, it is aiming for BEVs to account for 20% of the brand’s total vehicle sales in advanced markets such as Korea, North America and Europe.
The first of seven BEVs, code-named ‘CV’, will be revealed in 2021. It will be the brand’s first dedicated BEV, destined for many regions globally.
The Imagine concept by Kia is a proposal for an all-electric future sedan.
Transition to electrification
Kia Motors’ ‘Plan S’ is a mid to long-term future strategy that has a focus on BEVs and mobility solutions. It calls for a company-wide transformation which will see a new design philosophy embracing progress, diversity and a rich composition of contrasting elements.
Kia is innovating its vehicle planning, development and production to actively reflect diverse customer needs from the product planning stage. To respond to market demands, there will be diverse product types, with a range of models suitable for urban centres, long-range journeys, and performance driving. Its new Electric-Global Modular Platform (E-GMP) will enable engineers to develop vehicles with best-in-class interior spaciousness.
Aftersales services
In addition, Kia Motors plans to expand its global aftersales infrastructure for EVs. In its home country, there will be more dedicated EV work bays at service centres, ricing from 600 in 2020 to 2,000 by 2023. There are plans to develop in-house programs to train EV maintenance professionals.
Kia Motors sees the expansion of electric charging infrastructures as a pre-condition for the popularization of EVs and continues to explore activities worldwide to improve charging accessibility for drivers. In Korea, its business activities will directly lead to the construction of a charging infrastructure.
Worldwide, Kia is setting up more than 2,400 EV chargers in Europe and around 500 in North America, partnering with its dealer networks. It plans to continue to increase its charging infrastructure in line with the growing market for EVs.
Mention Cadillac and most people outside the USA will have an image of a big, heavy, fuel-guzzling limousine. That’s what the cars of the 118-year old company looked like for decades, with the ultimate being ‘The Beast’ which is the nickname of the car used by the US President.
Like the other American carmakers, Cadillac was aware of the need to be indifferent to the issue of fuel consumption, especially after the energy crises of the 1970s. But it still had big engines that traditional customers liked, although new technologies helped make them fuel-efficient and new materials and engineering reduced weight.
But there’s a limit to how much an internal combustion engine can be improved, and manufacturers are now switching to electric motors that require no fossil fuel at all. Cadillac is readying for the transition. It has revealed its first all-electric vehicle (EV) as a concept model with the production version expected to go on sale in late 2022,
To use GM’s Ultium EV platform
Known as the LYRIQ, this is a crossover SUV based on GM’s next-generation, modular EV platform and driven by the Ultium propulsion system. With range being one of the biggest factors when it comes to selecting an EV, the target is 480 kms or more of range on a full charge. Charging options that fit a variety of preferences include DC fast-charging rates over 150 kW and Level 2 charging rates up to 19 kW.
The Ultium’s NCMA (nickel-cobalt-manganese-aluminium) chemistry uses aluminium in the cathode to help reduce the need for rare-earth materials such as cobalt. In fact, GM engineers reduced the cobalt content by more than 70%, compared to current GM batteries.
GM Ultium battery pack and platform.
The advanced battery chemistry is packed in large, flat pouch cells that enable smart module construction to reduce complexity and simplify cooling needs. Additionally, the battery electronics are incorporated directly into the modules, eliminating nearly 90% of the battery pack wiring, compared to GM’s current electric vehicles.
Within the LYRIQ, the Ultium battery system is a structural element of the architecture, integrated in ways that contribute to ride and handling, as well as safety. In fact, the lower centre of gravity and near 50/50 weight distribution enabled by the placement of the battery pack provides benefits to handling.
Additionally, the LYRIQ is driven primarily by the rear wheels, with a performance all-wheel drive option available. The placement of the drive motor at the rear gives an even greater feeling of balance and agility. It also enables the system to channel more torque to the pavement without wheelspin for exhilarating acceleration and greater cornering capability.
Vehicles equipped with performance all-wheel drive go a step further, with a second drive unit placed at the front which allows for a significant amount of tuning flexibility, enhancing vehicle dynamics and performance.
New architecture, new possibilities
Inside, the LYRIQ’s new architecture opens up possibilities in spaciousness and design, encouraging the designers to rethink how to use the space and where to locate various interior elements. The more airy, minimalistic design does more to involve the driver and passengers in the driving experience while offering exceptional functionality when it comes to storage solutions.
The LYRIQ is said to offer Cadillac’s highest level of driver information, infotainment and connectivity integration. A 33-inch diagonal advanced LED display integrates a single, large screen that spans the viewing area for the driver and incorporates driver information details, infotainment controls and camera views.
This new display has the highest pixel density currently available in the automotive industry and can display over one billion colours. That’s 64 times more than any other vehicle in the industry.
A new dual-plane augmented reality-enhanced head-up display employs two planes: a near plane indicating speed, direction and more, and a far plane displaying transparent navigation signals and other important alerts.
Active noise cancellation technology
For the first time, Cadillac will introduce a new road noise cancellation technology, which takes active noise cancellation to the next level by introducing more microphones and accelerometers. With this new system, Cadillac’s performance and audio engineers can target the frequency range of tyre cavity noise, reducing the noise level in the vehicle and allowing for a quieter in-cabin experience.
The LYRIQ builds on the brand’s exclusive partnership with AKG. The objective was to deliver a sound experience that would transport the driver into a recording studio. The result is a 19-speaker AKG Studio audio system that delivers exceptionally crisp and precise sound reproduction.
“Led by LYRIQ, Cadillac will redefine American luxury over the next decade with a new portfolio of transformative EVs,” said Steve Carlisle, Executive Vice-President & President, GM North America. “We will deliver experiences that engage the senses, anticipate desires and enable our customers to go on extraordinary journeys.”
Audi launched its electric offensive with the all-electric Q4 e-tron SUV in September 2018 and by 2025, the carmaker aims to offer more than 20 vehicles with electric drive and achieve roughly 40% of its sales with electrified models.
To date, Audi has grown its electrified range to six models and the seventh will be the Q4 Sportback e-tron SUV coupe will be launched next year. Previewing the second e-tron SUV model as a concept study for now, Audi’s aim is to give potential Q4 customers the opportunity to start thinking about which version they prefer roughly a year before the first vehicles will be delivered.
MEB and its importance
The technology of the Q4 e-tron concept is provided by the modular electrification platform (MEB), which will be used for numerous electric vehicles produced by the Volkswagen Group in the future. This platform serves as the basis primarily for electric cars in the high-volume A segment. It allows the best technology available to be developed jointly across brands and used in many different electric cars. The MEB thus also helps electric mobility to break through even in the particularly price-sensitive compact segment.
The dimensions of the two Q4 models are almost identical. With an exterior length of 4.6 metres and a height of 1.6 metres, the Sportback is just 1 cm longer and flatter. They are identical in terms of their width and wheelbase.
They will also have the same drive technology using two electric motors with 225 kW of system output. Claimed acceleration from 0 to 100 km/h is 6.3 seconds, with the top speed restricted to 180 km/h.
The Q4 e-tron which was launched in 2018 (left) and the Q4 e-tron Sportback concept which previews the next electric SUV model to go on sale in 2021.
Electric quattro
The quattro all-wheel drive system sends the power to the road but there is no mechanical connection between the axles. Instead, an electronic control ensures that the torque distribution is coordinated optimally, and it does so in fractions of a second.
In most cases, the Q4 Sportback e-tron concept mainly uses its rear electric motor in order to achieve the highest efficiency. For reasons of efficiency, the drive torque is generally distributed with a rear-axle bias. If the driver requires more power than the rear electric motor can supply, the electric all-wheel drive uses the front asynchronous motor to redistribute the torque as required to the front axle. This also happens predictively even before slip occurs in icy conditions or when cornering fast, or if the car understeers or oversteers.
A large battery pack with a capacity of 82 kWh takes up almost the entire space in the underbody area between the axles. The range claimed from a fully charged pack is over 450 kms. Versions with rear-wheel drive can go further, with a range of over 500 kms. The battery is charged with a maximum of 125 kW, requiring little more than 30 minutes to reach 80% of the total capacity.
Sense of spaciousness
With its dimensions, the Q4 Sportback e-tron concept takes its position in the upper third of the compact class. By contrast, its wheelbase of 2.77 metres puts it at least one class higher. As there is no transmission tunnel restricting the space, there is generous legroom at the front and even more in the rear.
The colour scheme in the cabin emphasizes the sense of spaciousness. Sustainability is the top priority not only in terms of the electric drive but also materials used. The floor covering, for example, is made of recycled materials.
The Audi virtual cockpit displays the main elements for speed, charge level, and navigation, while a large-format head-up display with an augmented reality function is a new feature. It can display important graphical information, such as directional arrows for turning, directly on the course of the road.
As the centre console does not need to hold functional elements such as a gearlever or handbrake lever, the area is used for a more spacious stowage compartment that includes a cell phone charging cradle. In addition to the conventional lower storage compartment, the doors now provide the possibility to store bottles in the specially molded upper section, where they are easy to reach.
By 2025, Audi aims to offer more than 20 vehicles with electric drive and achieve roughly 40% of its sales with electrified models.
During the 1990s, Toyota launched two models that created new market segments almost overnight. The first was the RAV4, which started the small passenger-car based SUV trend but the second was of great significance. It was the Prius, the pioneer of mass-produced hybrid vehicles.
Today, many carmakers have models with hybrid powertrains too and of the many millions on the roads all over the world, over 15 million have been made by Toyota.
Toyota’s decision to develop hybrid electric vehicles started over 25 years ago when Takeshi Uchiyamada (the company’s Chairman today) led a team to develop a car for the 21st century. Concern for the environment was growing, with momentum coming from the Kyoto Protocol to address climate change, which many nations committed to.
“When we launched Prius, no one even knew what a hybrid was but thanks to early adopters, hybrids have ridden a wave of success into the mainstream,” said Mr. Uchiyamada.
First generation of the Prius
Toyota focussed on reducing greenhouse gas emissions (specifically carbon dioxide) and other harmful pollutants. With more than 15 million hybrids already in use, Toyota believes that it has made a significant contribution to the environment by reducing carbon dioxide emissions by more than 120 million tonnes worldwide to date (compared to sales of equivalent vehicles with internal combustion petrol engines alone).
The first generation of the Prius was launched in 1997 and in the years that followed, more Toyota (as well as Lexus) models gained hybrid powertrains. There are at least 44 models available globally today.
More than a numerical milestone, the continued and increasing use of hybrid powertrains demonstrates the staying power of the technology. It is a mainstream solution to reduce environmental pollution and also consumption of fossil fuel. This achievement builds on the belief that widespread adoption of more environmentally-friendly vehicles can make a significant positive impact worldwide.
Some of the Toyota hybrid models available today.
Hybrid leads to BEV and FCEV
While Toyota believes that hybrid vehicles are an essential part of the future overall mix of electrified vehicles, two decades of electrification experience also feed into the company’s multi-powertrain strategy. The company does not see a ‘one winner takes all’ scenario but a future where the different electrified technologies – hybrids and plug-in hybrids, fuel cell (FCEV) and battery electric (BEV) vehicles – all play a part.
Hybrid technology is the core technology which can be used in the development of electric vehicles (EVs), plug-in hybrid vehicles (PHV) fuel cell vehicles. (FCVs)
As a result of its long hybrid electric vehicle experience, the company has deep transferable expertise in the core electrification technologies which are common across all form of electrified powertrains. Over two decades of continuous development of electric motors, batteries and power control units has taught Toyota how to manage and reuse energy efficiently, providing a range of electrified options for customers.
Toyota hybrid models in Malaysia
UMW Toyota Motor (UMWT) began selling the Prius when it started its third generation in 2009. Due to the heave taxes on CBU (completely built-up) vehicles, the earlier generations were unable to be attractively priced. However, in 2009, the government provided full import and excise duty exemption of hybrid and electric vehicles which made them more affordable.
The move was to demonstrate Malaysia’s commitment to reducing its carbon footprint as well as to help the carmakers introduce hybrid technology to motorists in the country. It was hoped that some companies would then assemble their hybrid models locally.
Third generation of the Prius and Prius c (below) were sold in Malaysia.
A 4-year period of duty-exemption was given, during which time sales of such vehicles was quite high as their prices were attractive. Besides the Prius, UMWT also imported the smaller Prius c.
Following the withdrawal of the duty-free exemption, the price of the Prius jumped from RM139,900 to RM216,400 while the Prius c which entered the market at RM97,000 rose to around RM153,000. Not surprisingly, sales declined very quickly and imports of the Prius and Prius c ceased. However, Lexus Malaysia continued to offer hybrid variants for its CT, RX and LS models for customers who appreciated the advanced technology.
The lead-acid batteries in motor vehicles have been around for many decades and because they are made from elements that can be recycled, there is an established ‘business’ in collecting and recycling batteries. Even the guy who collects old newspapers will take them as the lead, plastics and even the sulphuric acid can also be recycled.
Lead-acid batteries are therefore considered as ‘closed-loop’ products which means that when their ‘first life’ is over, they can be recycled into other products. It is estimated that globally, 98% of such batteries are being recycled.
With the advent of hybrid and electric vehicles since the late 1990s, more powerful battery packs have appeared. These are needed to store electricity in large amounts and to power the electric motors. These have not continued with the lead-acid approach which would make the battery packs very heavy as they would have to be very big to store sufficient electricity.
Instead, the battery packs for battery-powered electric and hybrid vehicles use nickel-cadmium (NiCd), nickel–metal hydride (Ni-Mh), and more recently, lithium-ion or lithium-ion polymer. The technology is constantly advancing, and the battery packs are getting more compact while their storage capacity keeps growing, making possible longer travel ranges.
Battery pack used in an Accord Hybrid.
End-of-life disposal
The manufacturers have been mindful of the fact that the battery packs have an end-of-life and unlike lead-acid batteries, their disposal is not so straightforward. Various solutions have been explored to keep them in service and Honda Motor Europe, together with SNAM (Societe Nouvelle d’Affinage des Metaux), is investigating the possibility of using batteries in a ’second life’ for the storage of renewable energy in industrial applications.
SNAM is a battery recycling company and is increasing its role in partnership with the carmaker to advance the sustainable usability of its end-of-life battery packs. The pan-European arrangement will see SNAM collect and recycle batteries from Honda’s increasing number of hybrid and electric vehicles and either potentially prepare them for ‘second-life’ renewable energy storage uses or extract valuable materials for recycling if they are not suitable for that purpose.
End-of-life battery packs can be divided in two types – those that can be reconditioned and continue to function as energy storage units or broken apart and their materials recycled (below).
Honda and SNAM have worked together since 2013 to ensure the traceability of end-of-life batterie packs and dispose of them in accordance with European Union environmental standards. The expansion of this agreement will see SNAM collect lithium-ion and NiMH batteries from Honda’s dealer network and Authorised Treatment Facilities in 22 countries, before analysing how suitable they are for recycling and processing them accordingly.
Second life applications
“As demand for Honda’s expanding range of hybrid and electric cars continues to grow, so does the requirement to manage batteries in the most environmentally-friendly way possible. Recent market developments may allow us to make use of these batteries in a second life application for powering businesses or by using recent improved recycling techniques to recover useful raw materials which can be used as feedstock into the production of new batteries,” said Tom Gardner, Senior Vice-President at Honda Motor Europe.
Safe and low carbon transport is utilised for the collection of used batterie packs. On arrival, SNAM assesses which battery packs are valid for inclusion in a new energy storage device. These are then repurposed and made available by SNAM for domestic and industrial applications.
One application for recycled battery packs.
When battery cells are damaged and unsuitable for ‘second life’ applications, materials such as cobalt and lithium can be extracted using hydrometallurgy techniques involving the use of aqueous chemistry. These can be reused in the production of new batteries, colour pigments or as useful additives for mortar. Other commonly used materials including copper, metal and plastics are recycled and offered to the market for use in the production of a variety of applications.
