Although most people only came to know about the rotary engine in the 1970s, Felix Wankel, who developed it, had received a patent in Germany as far back as 1929 and produced a working prototype at NSU (which would later become part of Audi) in 1957. The rotary engine was uniquely different from the reciprocating internal combustion engine and had besides its compactness and low weight, it also generated a high power output from a smaller displacement.
The engine was of great interest to many carmakers and at least 12 – including even Rolls-Royce – took licences to develop their own versions. However, apart from Mazda, which persevered to make it commercially viable and produced a number of models with rotary engines, the other companies eventually gave up work on it as they could not find solutions to its drawbacks.
Mazda and Suzuki were two of the few companies that managed to commercialise the rotary engine in production models.
Mercedes-Benz was interested
At Mercedes-Benz, the rotary engine certainly generated much interest. The company’s R&D department worked on it during the early 1960s, with a prototype SLX sportscar proposed using the engine. Even though the power and smoothness were attractions, fuel consumption and emissions were high and by 1976, Mercedes-Benz decided to end its rotary engine work.
Mercedes-Benz rotary engines being produced for the C 111 in the early 1970s.
However, during the development period, the company decided to use the rotary engine as a highlight of a futuristic super sportscar – the C 111. The designation had started off as ‘C 101’ but Peugeot was known to be very protective of its model numbering system which had a ‘0’ in the middle of the 3 digits (eg 304, 505, etc) and Mercedes-Benz decided to avoid any issues with the French carmaker by changing to ‘C-111’. In fact, it is believed that Peugeot had even approached Mazda to get it to change the designation of its 808 model in the 1970s but the request was probably not entertained.
Debut of the C 111
It was displayed at the 1969 Frankfurt Motor Show as an experimental vehicle with only 12 units produced. Wealthy customers imagined the C 111 to be a successor to the legendary 300 SL ‘Gullwing’ of 1954 and even sent blank cheques to factory to try to get one!
Debut of the C 111 at the Frankfurt Motor Show in 1969.
The C 111 was a fascinating mid-engine sportscar which allowed the engineers to explore the performance of the rotary engine. The first one used in 1969 had a 3-rotor design with a chamber volume of 3 times 600 cc which could produce 280 bhp. After further development, the second version of the C 111 presented at the Geneva Motor Show in 1970 featured a 4-rotor engine with 4 times 600 cc and 350 bhp.
The second version of the C 111 on display at the 1970 Geneva Motor Show.
Running technology platform
Alongside the rotary engine, other technologies were tested in the C 111 like bodywork made of glass-fibre reinforced plastic and joining techniques such as adhesive bonding and riveting. This technological look into the future was underlined by the visionary design of the wedge-shaped super sportscar.
The iconic character of the C 111 was also reinforced by the unusual paint finish in metallic orange. The designation ‘Weissherbst’ derived from wine-making referred to the glowing orange/rosé colour of these popular wines. The vehicle displayed in Frankfurt was the first C 111 in this spectacular paint finish. The other vehicles in the first series, which were used as demonstration vehicles during the show, were still in a white paint finish, but were later likewise repainted in ‘Weissherbst’.
The rotary engine was not only visionary in concept but also delivered performance that was outstanding in its time. The first version of the C 111 reached a top speed of 260 km/h, and the second one even managed 300 km/h.
‘Second career’ as a record-breaker
In 1976, the C 111 appeared again as a record-breaking car with conventional reciprocating engines. Two versions with 5-cylinder turbodiesel engines were built, as well as the C 111-IV with a V8 petrol engine in 1979. On the high-speed track in Nardo, Italy, the C 111s established numerous new records, one of them the circuit world record with 403.978 km/h by the C 111-IV on May 5, 1979.
Preparing the C 111 at the Nardo circuit in ItalyThe C 111-III of 1978 was one of the record-breakers in Italy.One of the final versions of the C 111 which ran in 1979.
In 2014, the specialists at Mercedes-Benz Classic restored one of these dream sportscars from their collection to drivable condition. To preserve the few still available rotary engines for the future, they installed an M 116 3.5-litre V8 engine. This engine had already been installed in a C 111 for comparative and test purposes in 1970.
Some of the most secret areas in a car company are those where future products are planned and new technologies developed. These are the R&D facilities where, in some cases, even the employees are subjected to security checks every day. At one company, they are allowed to bring in handphones but these must be very old models that have no cameras and recording capability.
So it’s a surprise move that Maserati has opened the doors of its Innovation Lab which is usually off-limits. Of course, this look inside the Innovation Lab is not going to be on the list of tourist tours in Modena!
The brand’s engineering hub, inaugurated in September 2015 and located in Modena, Italy, has the fundamental role of driving research technology, development and planning. At this facility, the digital processes support the product development, applying the exclusive Maserati formula which, by means of an integrated approach, prioritizes the human factor right from the initial phases. Concern with customer needs has been scrupulously incorporated into the virtual simulation process thanks to an exclusive mix of hardware and software.
The Product Development hub (or Technical Department) employs more than 1,500 technicians (including those at other locations in Italy). The majority are engineers of some 17 different nationalities and it is a very young and dynamic workforce with an average age of around 37 years. Almost half of the employees are under 35 and 20% are under 30. The organization has grown considerably in recent years, attracting top graduates from the best Italian universities, including those that collaborate with Maserati.
Static Simulator
The Static Simulator is the starting point for every experience in the Maserati realm of simulation. The system is composed of a cockpit, three projectors and high computational power. It is a simple system that helps engineers, from the very initial phase of the development process, obtain immediate feedback from the driver, and makes a major contribution to new model validation.
In particular, Maserati engineering ensures a driver-centred strategy even during virtual development, by creating a link between the Hardware In the Loop (HiL) methodology and the simulator. Using this approach, real subsystems such as steering and braking, ABS and ESC can be added in, to create tests that connect physical and simulated components to provide a test-bed for developing all the characteristics of a new vehicle.
Last, but not least, driver assist systems can be developed, trialled and validated in a safe environment by reproducing the complex scenarios which may arise anywhere in the world.
DiM (Driver-in-Motion) technology
The Dynamic Simulator featuring latest generation DiM (Driver-in-Motion) technology is the most modern and advanced found in Europe. It is extremely valuable in the development of all the new models. The Dynamic Simulator incorporates state-of-the-art technology and enables full exploitation of systems’ integration thanks to the evolution of proprietary control strategies, cutting development times and costs. It also helps to reduce the number of prototypes and ensures that the Virtual Sign-Off is very close to the final product.
With various directions of movement, this tool generates an effective driving experience in a virtual environment that emulates the driving dynamics of a car in the real world. Numerous environments can be programme with a wide variety of road surfaces or contexts, including the world’s top international racing circuits. The simulator makes it possible to test cars on various racetracks on the same day. Modifications to the vehicle can be made with a few simple clicks and this greatly simplifies the analysis of the data gathered.
The majority of simulators utilize six actuators in order to offer six “degrees of freedom”. The innovative dynamic simulator used at the Innovation Lab takes full advantage of 9 actuators, thanks to which it can utilize 3 degrees of freedom with the lower platform and 6 with the upper one. In this way, it can offer in total 9 degrees of freedom to accurately reproduce the driving characteristics of a car. All of this enables the engineers to precisely analyse the dynamics of the car, in addition to driving performance and comfort, all on the same moving platform.
Another particularly interesting characteristic is a very thin cushion of air which makes the entire platform float over the pavement, enabling dynamic, silent and continuous movement thanks to the electric actuators.
The Dynamic Simulator featuring latest generation DiM (Driver-in-Motion) technology offers tried and tested technology that makes it possible to achieve a 50% reduction in time-to-market for new cars, to carry out 90% of all development on the simulator and to reduce by 40% the use of physical prototypes.
Using the simulator makes it possible to study and emulate the electrified vehicles included in Maserati’s future plans even before physical tests become possible. Thus, the new opportunities offered by this different propulsion method can be analysed and explored in ways that keep the Maserati DNA absolutely intact.
The User eXperience development labs
These labs are fundamental in the design of the human-machine interfaces, one of the major challenges of the latest Maserati development projects. The rapid evolution of connectivity and the use of driver assist systems, combined with electrification, generate a vast number of scenarios for multisensorial interaction with the vehicle.
The Maserati driver simulator hub includes a lab dedicated to vehicle ergonomics, enabling accurate reproduction of driving posture, visibility and interactions with the on-board controls and displays, and where the vehicle under development can be driven in any scenario with the utmost realism.
The skylight simulator, for example, is designed to reproduce lighting conditions at all times of day, at any point in the year and at any latitude. Here there is an in-depth focus on reflection problems, to avoid disturbance at the wheel while still providing solutions with attractive shapes, materials, finishes and colours.
PETRONAS Lubricants International (PLI), the global lubricants manufacturing and marketing arm of PETRONAS, recently organized the inaugural Electric Vehicle (EV) Fluids Symposium at its Global Research and Technology (R&T) Centre in Turin, Italy.
“The EV Fluids Symposium is our next initiative to work together, deliberate possibilities and set a shared agenda towards a cleaner future.”
PLI Managing Director and Group CEO, Giuseppe D’Arrigo.
Giuseppe D’Arrigo, PLI Managing Director & Group CEO
Attended by more than 120 participants, the one-day event drew industry-leading experts from across the world to discuss and feature EV innovations that support a cleaner, energy-efficient and more sustainable e-mobility future. It provides a platform for these experts to share future EV technology trends, their market relevance and the role of fluids in the evolution of e-transmission and battery technologies.
In addition, the EV Fluids Symposium aimed to encourage discussions on managing the climate challenge by harnessing EV technological developments and operational discipline.
Datò Sri Syed Zainal, Vice-President Downstream Marketing PETRONAS and Chairman of PLI, also spoke at the symposium.
“At PLI, we’ve pledged to double our investments and dedicate 75% of our R&T expenditure in projects that contribute to reducing CO2 emissions. PLI’s venture into the EV market that was announced earlier this year through PETRONAS iona range of e-fluids reinforces our commitment to the development and deployment of fluid technology. The EV Fluids Symposium is our next initiative to work together, deliberate possibilities and set a shared agenda towards a cleaner future,” said PLI Managing Director and Group CEO, Giuseppe D’Arrigo.
During the symposium, PLI also shared the findings of the industry’s first global study in EV Technology and Fluids focusing on Electric Drive Units and Batteries. The study, carried out in collaboration with FEV Consulting, concluded that innovation is crucial in advancing EV performance and durability, and continued improvement is needed to promote increased adoption rates of electric transportation by consumers.
Although EVs may not have internal combustion engines requiring lubrication and protection, the electric powertrains still require various fluids to optimise performance and efficiency. For this reason, PETRONAS has developed a new generation of e-fluids for electric vehicles.
Commenting on the state of the industry, Electric Vehicle Outlook Founder & Event Host, Roger Atkins said: “Change is a challenge, and with the rapid integration of electric vehicles into the global mobility eco-system, that challenge is being met with unprecedented and active collaboration between manufacturers, academia, and the world’s smartest engineering teams. I am encouraged to see the focus and ambition here at the EV Fluids Symposium. The twin imperatives of climate change and air quality can only be tackled by truly maximizing the efficiency of our planet’s mobility machines, amongst others.”
At the PETRONAS Global R&T Centre, attendees had the opportunity to tour the product development laboratory and mechanical testing facilities to understand the experimental work that goes into developing PETRONAS e-fluids.
Attendees touring the PETRONAS Global R&T Central lab.
Since the introduction of PETRONAS Carbon Commitments in 2012, the company has decreased its monitored carbon footprint by 13% from 2017, which is a cumulative 12 million tonnes of greenhouse gas emissions reduction. PETRONAS is also collaborating with Daimler Automotive in green projects towards low-carbon fuel and vehicle emissions control.
More recently, the efforts of Malaysian national oil corporation towards a sustainable future included the establishment of PETRONAS Carbon Commitments Guidelines and a New Energy unit to enhance capabilities in the renewables sphere.
Click here to read other news and articles on PETRONAS products and activities.
Visit www.mymesra.com.my to know more about PETRONAS products and services in Malaysia.
In the early years after Toyota Motor Corporation was established, there was an incident where a company using a Toyota G1 lorry contacted a dealer to get assistance because it broke down. It so happened that Kiichiro Toyoda, founder of Toyota, heard about the matter at the same time and personally led a team of engineers to where the dealer’s service staff were repairing the vehicle. Besides providing assistance, the engineers wanted to find out what has caused the breakdown. They had their answer and quickly relayed it back to the factory where alterations were made to prevent the same problem from occurring.
A re-enactment of the episode where Toyota engineers personally went to investigate a breakdown with one of their customer’s lorries.
In the years and decades to follow, this episode would serve to demonstrate the importance and value of ‘Genchi Genbutsu’, a Japanese phrase which is a way of thinking where information is gained and decisions made based on personal viewing of the problem, not just relying on reports by others. Seeing or experiencing the problem firsthand is deemed the best way to get to the source of what was wrong. “When a problem arises, the shortest route to final resolution is to return to the source and pinpoint what is truly wrong,” was the constant reminder from Toyoda.
‘Genchi Genbutsu’ is partly what the Toyota 5 Continents Drive Project is all about; as the name indicates, the drive goes through 5 continents of the world, enabling Toyota personnel to see and experience the different conditions and cultures where Toyota sells its vehicles. It’s not been a continuous drive since 2014 when it started in Australian but has been a yearly exercise, with Asia being the last continent.
Inspired by Akio Toyoda, President of Toyota Motor Corporation, the 5 Continents Drive Project aims to make product improvements with a more deeply informed approach, ultimately delivering ever-better cars to customers around the world.
The Toyota 5 Continents Drive has covered 4 continents – Australia, North America, Africa and South America – since starting in 2014.
The total distance travelled since 2014 has been approximately 103,000 kms. Data collected has already been flowing back to Toyota City, with improvements made in various areas as a result of the participants understanding issues. Toyota employees travelling in many different countries on 4 continents prior to Asia have had experiences and gained knowledge that cannot be gained simply from driving cars on test courses or simulated in climatic chambers.
There have not just been improvements for products but also in manufacturing and white-collar management areas such as logistics, costing, etc. Although the Toyota 5 Continents Drive Project will conclude next year, this is ongoing process and learnings will continue to be implemented into future models as well, thus promoting sustainable development.
Recently, the convoy of vehicles for the Asian leg travelled through Malaysia after having started in the Middle East in February this year and then passing through India. It is the first part of the Asian leg which will conclude next year when Japan hosts the 2020 Tokyo Olympic and Paralympic Games.
Akio Takeyama, Chief Motorsports Officer and also the Deputy Chairman of UMW Toyota Motor, flagged off the convoy from S&D Tama, an authorized Toyota dealership in Penang. There were 9 Toyota vehicles in this leg of the 5 Continents Drive Project – Hilux, Fortuner, Innova, Vios, Corolla, Rush, CH-R and Yaris.
The vehicles used for the Malaysian leg were those currently available in the market.
“We are delighted that Malaysia is included in the Toyota 5 Continents Drive Project, a project that is of high priority to Toyota Motor Corporation,” said Mr. Takeyama. “The varied conditions of roads and traffic should provide the participants with valuable insights that can help them develop ever-better cars for our customers.”
The route included a drive up the steep slopes of Cameron Highlands, providing an experience of the different humidity levels in the country as well as the road conditions. The convoy then continued south to Singapore with a stop at Shah Alam, Selangor, where UMW Toyota Motor’s head office is located. The participants were briefed on the company’s background, activities, customer profiles, local market conditions and GAZOO Racing (GR) initiatives in Malaysia. After the Malaysian leg ended, the convoy crossed over to Singapore. The remaining countries for the Asian leg are Indonesia, the Philippines and Vietnam.
“Toyota has always made reliable cars but today’s customers have more demands, so ‘good’ is no longer enough and we need to offer great cars,” said Ravindran K., President of UMW Toyota Motor. “The Toyota 5 Continents Drive Project should help towards developing ever-better cars.”
The 5 Continents Drive Project is carried out under the umbrella of TOYOTA GAZOO Racing initiatives. In Malaysia, the GR Brand is one of the key pillars for brand messaging which includes the Toyota GR Festival, GR Velocity Esports Championship and the recently-introduced GR Garage concept. Malaysia is the first country outside of Japan to adopt this concept for specifically showcasing GR models like the all-new Supra and related products.
To know more about Toyota vehicles available in Malaysia, visit www.toyota.com.my .
We all know when it comes to exotic supercars like Lamborghini, the usage of rare composite materials comes to mind (especially our favourite model, the Sesto Elemento). To further amp up their research and technology for the usage of carbon fibre, they’re willing to go do that where no man has done before; SPACE. (more…)
Electric vehicles (EVs) and autonomous self-driving cars are going to be part of our lives in future. In Malaysia, perhaps it will take a while for them to become significant numbers although Edaran Tan Chong Motor is taking the initiative to start selling EVs such as the Nissan LEAF now. Autonomous cars will take a lot longer as our conditions present challenges, particularly in the area of safety.
In the more developed countries, the infrastructure is already well developed to enable autonomous cars to function safely. They need to have good roads and clear signage and not have motorcyclists weaving in and out of traffic. We have a long way to go in these matters…
California is one such place and the west coast state of America has traditionally been an ‘early adopter’ for the auto industry. For this reason, Hyundai Motor, in collaboration with Pony.ai and Via, will start running a fleet of self-driving Hyundai KONA all-electric SUVs around the community of Irvine.
Free shared, on-demand service
Known as BotRide, the free shared, on-demand, autonomous vehicle service will operate on public roads from November 4 this year. Using the BotRide app (iOS and Android), the public can hail an autonomous KONA directly from their smartphone. Via’s advanced algorithms enable multiple passengers to share the same vehicle. The app directs passengers to nearby stops to await pick-up and drop-off, allowing for quick and efficient shared trips without lengthy detours, or inconvenient fixed routes and schedules.
“The pilot service introduces BotRide to several hundred Irvine residents, including college students. The goal is to study consumer behaviour in an autonomous ride-sharing environment,” said Christopher Chang, Head of Business Development, Strategy and Technology division, Hyundai Motor Company. “We are going to learn about ecosystems, where the vehicles travel and optimize the customer experience. BotRide, is another example of Hyundai’s ongoing efforts to actively build expertise in mobility technology as well as the company’s commitment to providing more user-friendly mobility services to customers.”
Navigating complex road scenarios
Integrated Hyundai and Pony.ai technologies enable the BotRide vehicles to navigate complex road scenarios safely. These vehicles are equipped with Pony.ai’s latest sensor hardware and proprietary software to identify the precise position of surrounding vehicles, handle pedestrian traffic in urban areas, accurately monitor its surroundings, predict the behaviour of other road-users, and precisely plan actions accordingly. In addition to self-driving capabilities, BotRide is validating its user experience in preparation for a fully driverless future.
BotRide launches with multiple popular destinations where a passenger may hail a ride using the BotRide app. The service area covers several residential, commercial, and institutional points of interest. BotRide’s technology prioritizes passenger-to-system interactions such as automated onboard passenger verification, giving riders the chance to familiarize themselves with technologies expected to become commonplace in an autonomous mobility future.
“Through BotRide, Hyundai is leveraging cutting-edge autonomous vehicle and mobility technologies to introduce a new, safe, and convenient form of transportation to the public,” said Daniel Han, Manager, Advanced Product Strategy, Hyundai Motor America. “The BotRide pilot service represents an important step in the deployment and eventual commercialization of a growing new mobility business. In addition to the technology partners powering BotRide, the broader city and community ecosystem have also played an important role in making BotRide possible.”
Nissan, which can claim leadership in mass-produced electric vehicles (EVs) with its bestselling LEAF, has long experience with EVs. Though we only read about its advances in recent times, it had a running electric car called the Tama in the late 1940s which was used as a taxi. But EVs in those days had poor performance and as the technology for such vehicles was hard to develop, the manufacturers focused on internal combustion engines which became dominant up till today.
But with pressure to cut exhaust emissions drastically and reduce fuel consumption, the industry began to get serious about EVs again as the new century began. While some companies focused on hybrids, Nissan chose to focus on a pure EV and by December 2010, it launched the LEAF.
As battery and EV technology kept advancing, the performance of the LEAF kept improving and the second generation offers higher performance plus greater range. But just as with internal combustion engine cars, there is a quest to keep pushing the envelope where performance is concerned and Nissan has revealed some of the technologies that will take its next generation of EVs to a new level.
Enhanced all-wheel drive system
Recently, it showed the media a prototype based on the LEAF with an enhanced all-wheel drive system powered by front and rear high-power motors integrated. Nissan developed the chassis control technology in-house for the electric-drive all-wheel-control system. It’s a development that brings to mind the time when Nissan introduced its advanced ATTESA all-wheel drive technology in the 1980s.
“Soon, Nissan will launch a next-generation EV that will be a true breakthrough,” said Takao Asami, Senior Vice-President for Research and Advanced Engineering at Nissan. “The new electric-drive 4-wheel-control technology now being developed integrates Nissan’s electric propulsion and 4WD control technologies with our chassis control technology to achieve a huge leap in acceleration, cornering and braking performance, on par with the latest sportscars.”
High-output twin-motor drive
Using separate front and rear electric motors, the powertrain generates 227 kW of maximum output and 680 Nm of maximum torque. This output is complemented by the ultra-high-precision motor control which offers highly responsive, yet uncommonly smooth, acceleration. Drivers can benefit from the all-wheel-control system on nearly any road condition, heightening driving performance and confidence.
The prototype’s precision control of both motors provides unparalleled ride comfort. Pitch and dive are minimized by adding regenerative rear motor braking to the usual front motor regenerative braking. When slowing down on city streets, for example, this helps keep passengers from being shaken back and forth. This reduces the potential for motion sickness and related discomfort. Similarly, on rough, bumpy roads and when accelerating, motor control is optimized to maintain ride comfort by minimizing irregular movement.
Independent brake control
In addition to optimizing front and rear torque allocation, the system applies independent brake control at each of the four wheels to maximize the cornering force generated by each tyre. This lets drivers enjoy cornering that faithfully follows their intentions with minimal steering.
Inside, a 12.3-inch display mounted in the centre of the instrument panel reports, in real-time, information on the vehicle control technology via a polished graphic interface. With the custom display, the test driver can better understand car’s movements and judge the all-wheel-control technology’s performance at a glance.
Better tracking and control
Electric 4-wheel-control technology can increase driver confidence across a broad range of road conditions. When cornering on snow-covered roads, for example, the car can faithfully trace the driver’s intended line, thanks to ultra-high-precision motor and brake control. This would greatly enhance safety for the driver as well as other road-users.
Nissan has not said when this new technology will be installed in its models but with the pace of development being so brisk, it should be within the next few years. The thing about the Japanese is that they want to make sure their whatever systems they introduce are thoroughly tested and once in the market, customers will not be inconvenienced by flaws that were not resolved before production.
Visit www.nissan.com.my to know more about the latest LEAF EV which is available in Malaysia and where to test it.
The new Jaguar Design Studio at the company’s redeveloped Design and Engineering Centre in the UK lay claim to being the most technologically advanced design studio in the world. Built around a ‘Heart Space’, it puts people at the centre of the design journey, supporting a seamless workflow between creative and engineering teams.
How Jaguar achieves its design leadership has always been a closely guarded secret with work happening behind closed doors. But with Jaguar Design moving into this new purpose-built studio, a unique insight has been into the entire process of creating new models.
Across 6 stages of the design journey, the Exterior and Interior teams collaborate throughout a well-defined process that can move from inspirational first sketch to finished car in around 4 years. From start to finish, each project is overseen by a programme management team that ensures integration with all business functions at each of the 6 stages: Sketching – Clay Sculpting – Digitalisation – Colour and Materials – Design Technical – Model Manufacture.
Sketching done typically 4 years before reveal
Jaguar designers never stop sketching. Pen, pencil or tablet, the studio team is constantly generating new interior and exterior ideas for future products. Hundreds of sketches are produced each day. The design process for a future Jaguar starts with an internal competition. Designers – from across the studio – are tasked with producing their best sketches and creative ideas before entries are gradually whittled down through shortlist reviews.
On each project, up to 8 exterior key sketches will be taken through to the next stage, each demonstrating a different theme and approach to convey their own unique blend of Jaguar creativity and innovation. Computer-Aided Surfacing (CAS) specialists then create a digital version of the initial renders. This data is then used to accurately mill the clay models.
In the new Jaguar Design Studio, the teams can go from a sketch to a full-size clay model in only 2 weeks. Moving quickly into a physical 3-dimensional model is very important, because Jaguar Design has always had proportion and sculpture at its heart.
The designers who sketch the ‘winning’ initial ideas stay with the project from the first sketch to the production car, ensuring the creative spark behind the original vision is maintained and refined throughout the process.
During the sketching stage, one design is selected as the ‘vision’ which is used by the design and engineering teams to outline the feasibility of the proposal, its planned dimensions, aerodynamic requirements and any regulatory conditions. These constraints are then fed back to the other design disciplines to help progress the ‘vision’.
Clay sculpting
Clay sculpting is the lifeblood of the design studio with the sketches and engineering data turned into physical assets at this stage. An expert team of 46 sculptors, ranging from long-term employees to new talent coming through apprenticeships, add the human touch – quite literally – to bring the sketches to life.
The 6 to 8 projects that have been brought forward from the sketching phase, including the ‘vision’ proposal, have clay models created. Each of the designers is given half of a full-size exterior and is paired up with a clay team to bring their vision to reality. One sculptor will focus on the front, two on the side and another on the rear, though all sculptors are capable of working on any aspect of an exterior design. Following review, three different themes will be continued into a full clay with one final design signed off for further refinements to be made. Alongside the exterior models, individual parts like seats and steering wheels, and even full-size interiors, are also sculpted from clay.
Each full-scale clay model comprises an aluminium chassis, foam core and, finally, up to 90 mm of clay. The only part that is ‘real’ at this stage are the wheels. The clay is milled by machine using data from the CAS team before being ‘slicked’ and refined by the clay sculptors – this process can take as little as 2 weeks. Using carbonfibre and sprung steel splines, the tools used to precisely shape the clay, the team handcraft each clay to perfect their designs.
As designs are perfected, the clay models can be wrapped and painted to bring them to life. Jaguar Design utilises Virtual Reality to stitch a real-life 3D clay interior model into a digital world so designers and ergonomics experts can experience the look and feel simultaneously. On both exterior and interior clays, 3D rapid printed parts can be produced to help bring some of the beautiful details to life quickly and at an early stage.
Digitalisation throughout the design process
Digitalisation plays a pivotal role in Jaguar Design, and is integrated to every stage of the process from sketching through to launch animations. From the early conceptual stage, the Computer-Aided Surfacing (CAS) team convert the design sketches into digital 3D models, gradually evolving the designs as engineering and packaging data is released by the Design Technical team. This data is then used to create the clay models with real world refinements then scanned back into the CAS team for further mathematical adjustments. The CAS team then exports the surface data ready for the model to go into production.
The Jaguar Design Studio also has an in-house Design Visualisation and Animation (DVA) team, made up of experts from the world of television, film, advertising and gaming. These specialists work closely with designers and data teams to animate the 3D models into immersive films that help bring the design concepts to life in real-world environments.
Colour and materials
The car design process extends beyond exterior and interior appearance, with tactility of materials vital to Jaguar Design. Sitting between the Interior and Exterior studio is the Colour and Materials team – a position that reflects its significance to both disciplines. Its role is focused on developing innovative new interior and exterior materials and finishes and is made up of experts from the world of automotive, fashion, jewellery and product design.
The team is involved throughout the design process – from sketching all the way to engineering –and continuously works to innovate and bring new, exciting and relevant design solutions into future vehicles. They touch every customer-facing surface to deliver a true Jaguar user experience.
At the heart of its work sits Jaguar’s interpretation of ‘Britishness’ – an overwhelmingly positive and differentiating brand attribute – with the Colour and Materials team constantly evolving how this is woven into new vehicles. Individual members of the team hail from countries such as Sweden, Latvia, France and Italy, helping Jaguar to communicate what contemporary ‘Britishness’ means to customers across the world. ‘Britishness’ is a dynamic concept and Jaguar Design embraces the innovative elegance and merging of past and future crafts and technologies to give its vehicles their unique character.
Design technical
Design Technical looks at creative ways to deliver the team’s vision by developing design-enabling technologies and solutions from the very beginning of the process. This group of creative engineers sits at the centre of the design function to support the entire studio – helping to make even the most ambitious design a production reality.
The Advanced Design Technical (ADT) team work on whole vehicle layouts and architecture planning and form a key part of any project from the very outset. Their job is to make sure the designs are feasible, identifying physical and legislative challenges and finding creative solutions to them with the aim of making the transition from sketchpad to production a smooth one.
With the entire design function under one roof, within the same facility as the wider engineering team, the new studio is making the development process more fluid and organic at every step.
Model manufacture
Jaguar Design doesn’t just rely on clay sculpting to develop its vehicles; other full-scale models are created by the studio throughout the process. These interior and exterior models are used to evaluate size and proportion and are developed from initial concept sketches in the first six to 12 months.
The final model is the incredibly detailed Customer Design Reference Model – a full inside/outside driveable (low-speed) model created ahead of launch to showcase the vehicle before a full production version is available. It is built on a bespoke chassis with a body structure made up of a mix of carbon fibre and glass fibre, with fully functioning lamps, one-off machined aluminium wheels, and a fully trimmed interior complete with functioning displays.
“Jaguar has a unique heritage as a design-led brand and this will always to be a central pillar of our DNA. The new facility brings the entire design team together in one hugely creative space. We truly believe that inspiration comes from interaction and collaboration. Our studio is fitted with the latest technologies but, just as important, is the diversity of human expertise and our passion for Jaguar which helps us design the extraordinary,” said Julian Thomson, Jaguar’s Design Director.
Aston Martin has confirmed that its first SUV – the DBX – will be launched in December this year. That’s just a little over 3 months away and the engineers are busy completing what is described as the most comprehensive test regime of any Aston Martin. Extensive everyday real-world driving and high-performance track evaluation has been taking place at locations worldwide to confirm the capabilities and durability of the most versatile product in the brand’s history.
The locations include two key engineering centres – at Silverstone in the UK and the Nurburgring in Germany. While conducting durability testing at the demanding Nurburgring, the DBX has delivered cornering speeds on par with the Vantage, while achieving braking figures greater than the Super GT, DBS Superleggera. This has already seen Aston Martin’s engineering team regularly achieve sub 8-minute lap times during their regular testing of the SUV.
550 ps V8, top speed over 290 km/h
The new DBX will be powered by a 4-litre twin-turbo V8 similar to the one in the existing Vantage and DB11. However, for DBX application, the engine surpasses the performance credentials of these models, delivering 550 ps/700 Nm. High speed testing has already proven that the DBX can consistently exceed 290 km/h.
With a focus on creating a broader, more solid acoustic note, the SUV’s exhaust system has been tuned to reflect a deep bass with increasing mid-tones, creating true auditory exhilaration, particularly in more sporting drive modes.
Commenting on the test programme, Matt Becker, Aston Martin’s Chief Engineer, said: “We have concentrated our work to ensure that the calibration and tune of this 4-litre twin-turbo V8 delivers both the everyday usability and refinement expected by SUV owners. However, we have also focused heavily on matching that with the engaging driving dynamics that are commanded by our brand and inherent in every Aston Martin and early indications of the car’s overall performance have been incredibly promising.”
New car assessment programs (NCAPs) in most countries focus mainly on safety which is a high priority to consumers these days. Since the 1970s, these NCAPs – which typically include crash tests that provide data for analysis and evaluation – have constantly evolved and set tougher demands. Although passing them is not required by government agencies, most carmakers strive to achieve the best results (5 stars) as this can influence a purchase decision. As such, the organizations managing the NCAPs have contributed to pushing safety standards upwards and making motoring safer.
Assessing ecological design
China, which only began active automobile development from the mid-1980s, also has its own NCAP (C-NCAP) which has also focused on safety since being formulated in 2006. Now, a new type of NCAP has been added – the China Eco-Car Assessment Program (C-ECAP) which is considered the most stringent vehicle assessment test in China to date. Unlike the C-NCAP, it evaluates a vehicle’s ecological design.
The program studies in-vehicle air quality, noise, materials used, combined fuel consumption, exhaust emissions, end of life recyclability, whole lifecycle greenhouse emissions, and component life cycle. Only 1% of vehicles put forward so far have received a high passing score. In a recent test, Geely’s first MPV, the Jia Ji, scored 101.24 out of 105 points, including a perfect score for interior noise quality.
The Jia Ji MPV is currently the highest scoring model in the 2019 C-ECAP and only one to receive a platinum certification for eco-friendliness.
Bringing NVH down
When developing the Jia Ji, Geely engineers paid meticulous attention to the levels of NVH (Noise, Vibration, and Harshness) and aimed to limit external noises to a maximum of 38.1 decibels at idle. To do so, 150 noise-reduction elements were installed throughout the vehicle and Active Noise Reduction (ANC) technology was used.
NVH characteristics define a manufacturer’s capability, an indicator of quality in automotive manufacturing and a reflection of the car’s overall quality. As recently as 6 years ago, knowledge of NVH and how to address it was still lacking within the Chinese automotive industry. This was why there was a big gap in quality between cars of the Chinese brands and those of established global players. Foreign models had much development in sound insulation aspects, leading to a higher perception of quality.
Measuring NVH is extremely difficult because it’s subjective to each user’s feelings. This ‘metaphysical’ nature of NVH performance also makes R&D extremely difficult. The first stage is reducing the noise and vibration of the whole vehicle to a minimum. Then comes sound quality because lowering NVH is not just about eliminating all sounds as certain characteristics are desirable. For example, enthusiasts want the louder and more assertive engine sound for sportscars while those in luxury models want quietness at even high speeds. The third stage builds upon the second and aims to integrate specific NVH qualities into the DNA of different vehicles customized according to the models positioning and desired user experience.
To reach the third stage of integrating desirable NVH qualities into the vehicle’s DNA, Geely has been developing a whole new generation of advanced vehicle architectures with NVH in mind from the very beginning. The CMA Compact Modular Architecture is one example of this.
Only NVH lab of its kind in China
The importance of NVH to Geely can be seen in their investment of a NVH laboratory at the Geely Research Institute. The NVH lab is the only one in China with a dedicated abnormal noise and vibration testing room with sound isolation and environmental controls. The lab can conduct road simulation tests in various simulated environments, evaluate the structural durability of the whole vehicle, and accurately identify abnormal noise from anywhere in the vehicle.
For NVH testing, road simulation in closed room is preferred to outdoor road testing because results can easily be replicated in a controlled environment; however, the technical and space requirements are immense, making this kind of lab uncommon in the industry.
In 2018, the Geely Auto Group released their iNTEC suite of technologies which includes G-Blue, Geely’s focus on eco-friendly technologies. The Group has obtained quite a number of patents for new technologies in the field of environment friendly materials, ecological designs, odour management systems, and intelligent air quality management systems. No doubt, many of these technologies will also be shared with Proton and provide Malaysians with even better vehicles.
