In addition to the fire-burning RS 5, Audi also has two new green cars on display at the Geneva Motor Show. Looking to balance its corporate conscience perhaps?

Audi A1 e-tron

Based on the Mini-sized A1 hatchback, the A1 e-tron is what Audi calls a Mega City Vehicle. Following up from the e-tron concept which debuted at Frankfurt 2009, the two-door A1 e-tron seats four and is driven by an electric motor mounted transversely up front. Continuously, it produces 61hp of power and 150Nm of torque, though peak values stand at 102hp and 240Nm respectively.

Powering the motor is a T-shaped battery pack mounted below the vehicle’s floor. Comprising of 96 prismatic cells, the 380V lithium-ion battery has a nominal energy content of 12kWh. A full charge of a depleted battery can be accomplished in three hours from a 380V grid, giving the A1 e-tron a 50km cruising range, beyond which a 254cc rotary engine steps into the picture.

The rear-mounted petrol engine does not directly drive the wheels, so Audi has set it to run at a constant 5,000rpm – the engine’s peak efficiency speed. From its miniscule 12-litre tank, the engine helps extended the A1 e-tron’s range by around 200km. Quoted fuel consumption is an impressive 1.9 l/100km, while CO₂ emissions stand at 45 g/km.

Audi A8 Hybrid

The other car in Audi’s stand is the significantly larger A8 Hybrid, which sees the famous 2.0 TFSI engine of the VW Group teaming up with with a 45hp/211Nm electric motor in a parallel hybrid system. With 211hp and 350Nm coming out of the petrol engine, the combined system outputs a total of 245hp and 480Nm.

Joining the two motors is a hydraulically operated wet clutch to ensure smooth and seamless interchange and combinations between them. An 8-speed tiptronic auto sends power to the front wheels. Providing juice for the electric motor is a rear-mounted lithium-ion battery pack. Brake energy regeneration further helps with improving economy.

The A8 Hybrid’s powertrain setup, Audi claims, endows the 1,885kg vehicle with the performance of a larger six-cylinder engine. Zero to hundred is dealt with in 7.6 seconds, while max speed is a respectable 235kph. Consumption and CO₂ emission are, as expected, impressive – 6.2 litres/100km and 144 g/km respectively.

KON

Pictures: Official Audi Release.

Read also:
- Autoworld Blog >> Blog Archive >> Audi marks centenary with new A8 – KON (3/12/2009)
- Autoworld Blog >> Blog Archive >> Audi moves into hatchback market with A1 – KON (11/2/2010)
- Autoworld Blog >> Blog Archive >> Audi RS 5 set to debut in Geneva – KON (23/2/2010)

When stats like fuel consumption and carbon dioxide emissions begin to take greater importance than top speed and century dash times, it is understandable that the Mercedes-Benz pavilion at Geneva is focused on putting out the message of their ‘green credentials’. With the exception of the SLS AMG F1 safety car, all the other displays in their corner of the exhibition are focused on improving fuel economy and CO₂ figures.

However, Mercedes also wants to tell us we don’t need to satisfy all of the traditional petrolhead-cherished qualities in order to be kind to mother Earth as well. With the focus on increasing efficiency, we are looking to extract more power and cruising range from every drop of fuel burned. The room for improvement is such that environmental sustainability and driving pleasure need not be mutually exclusive.

But, doesn’t that sound familiar? Well, that’s because it does. The same message is being trumpeted by Merc’s arch-rivals from Munich, and believe it or not, the official press release from Mercedes on their Geneva displays is titled, “Efficiency can be this dynamic.” Are they kidding?

Mercedes-Benz in Geneva Motor Show 2010.

F 800 Style

Largely speculated to preview the styling to be used in the next gen CLS, the F 800 Style concept is previewed with both fuel-cell drive and as a plug-in hybrid as well. The former has a cruising range of 600km, whilst the latter is capable of 700km and an electric-only range of 30km. Mercedes claims that the packaging of both powertrain systems are sufficiently compact not to intrude into interior space, with various components housed in various cavities within the car’s chassis.

The plug-in hybrid variant mates a 300hp direct injection V6 petrol engine with a 109hp electric motor integrated into the casing of the 7G-TRONIC automatic transmission. According to Mercedes, the system’s combined output is a simple addition of the outputs of both motors – 409hp. The price to pay for that performance, according to Mercedes, is a paltry 2.9 litres/100km and 68 g/km of CO₂. In full-electric mode, the F 800 Style plug-in hybrid is capable of a 120kph top speed.

E 250 CDI BlueEFFICIENCY & C 220 CDI BlueEFFICIENCY

Also introduced at Geneva are revised versions of the C-Class and E-Class diesel models. The E 250 CDI, while maintaining its existing output figures of 204hp and 500Nm, has slashed its consumption and CO₂ emissions by 16% to 4.9 l/100km and 129 g/km respectively. Helping to achieve this is a newly developed ECO shifting programme for the 7G-T auto and lowered final drive (2.47 from 2.65).

The C 220 CDI, meanwhile, enjoyed a 6% cut in FC and CO₂ emission, achieving 4.5 l/100km and 119 g/km respectively. Output remains a formidable 170hp and 400Nm. Improvements made to the engines of both models include a lightened crankshaft, optimized oil pressure regulation and belt drive plus a self-regulating compressor for its turbo. Both models also now feature auto start/stop as standard.

E 300 BlueTEC HYBRID

Scheduled for a 2011 market launch is the E 300 BlueTEC HYBRID, which combines the 204hp four-cylinder from the E 250 CDI above with a 20hp electric motor to give a combined 224hp power output, while asking for only 4.1 litres of diesel for every 100km travelled. That, in turn, equates to CO₂ emissions of 109 g/km.

E-Class Cabriolet

Also showcased by Mercedes is the recently launched E-Class Cabriolet, with the marketing slogan “four seasons, four passengers”. A total of seven variants are available – four petrol and three diesel, all engine options lifted from the sedan variant as expected.

The E-Class Cabrio features what Merc calls an AIRCAP wind deflector that deploys at the touch of a button, and is claimed to ’significantly reduce’ interior air turbulence. The soft-top is operable at speeds up to 40kph, being able to open and close in just 20 seconds.

Also carried over from the sedan and coupe variants is the lengthy array of on-board electronic gadgets such as ATTENTION ASSIST, PRE-SAFE, Intelligent Light System, and DISTRONIC PLUS Cruise Control.

SLS AMG F1 Safety Car

The final exhibit of the Mercedes pavilion is a very prominent one – the 2010 Formula 1 season safety car, the SLS AMG. Taking over from the SL 63 AMG, this is set to be the highest-performing F1 safety car of all time. It will make its debut at the Bahrain GP on 12 – 14 Mar 2010.

KON

See also:
- Autoworld Blog >> Blog Archive >> W212 Mercedes-Benz E-class – TheGunner (22/2/2009)
- Autoworld Blog >> Blog Archive >> Mercedes-Benz SLS AMG – TheGunner (22/3/2009)
- Autoworld Blog >> Blog Archive >> Covers off: Mercedes-Benz SLS AMG – KON (13/9/2009)
- New Mercedes-Benz E-Class Launched in Malaysia – Autoworld.com.my – YS Khong (25/11/2009)
- Mercedes-Benz C 250 CDI – Waiting For Euro 4 Diesel – Autoworld.com.my – YS Khong (27/1/2010)

Following up on the their earlier efforts at hybrid technology, namely the ActiveHybrid X6 and the ActiveHybrid 7, BMW is set to have twin propulsion powering the F10 5-series as well. Pencilled for a Geneva Motor Show 2010 debut, the lengthily-named BMW Concept 5-series ActiveHybrid features a twin-turbo straight six teamed up with a 40kW (54hp) electric motor, and an 8-speed automatic transmission.

Where the ActiveHybrid versions of X6 and 7-series received the 4.4-litre N63B44 twin-turbo V8 petrol engine, the ActiveHybrid 5 (ed: We know BMW will eventually use this name when it goes to production, so we shall take some liberties here) will instead be getting a twin-turbo straight six. Official BMW literature has yet to identify the engine, but Autoblog.com claims that it is the 2,979cc N55B30 direct injection motor that powers the F10 535i.

To help lower urban consumption and emission figures, BMW has engineered the ActiveHybrid 5 Concept to be capable of all-electric motoring besides being equipped with Auto Start/Stop.

Mechanically, the 54hp electric motor sits in between the petrol engine and the 8-speed auto, with an automatic clutch serving as connection between the two engines. A high-voltage battery pack powers the motor, which doubles up as a generator in overrun and braking. It is encased in a special high-strength casing near the rear-axle to satisfy Munich’s chronic obssession with weight distribution.

N55B30 mates with electric motor here.

As you would expect the electronics that go into this car makes for lengthy reading. We’ll leave it to you to decide if it’s desirable, but the energy management system of the ActiveHybrid 5 Concept goes as far as trying to predict future driving conditions using data from the engine & chassis electronics, driving aid sensors, and even the navigational computer. Based on its prediction, the system pre-coordinates energy allocation to various systems to best suit the predicted driving conditions. BMW claims that this feature is able to extend cruising range on electric power by up to 30%.

Still rear wheel drive. Still very much BMW.

KON

See also: Autoworld Blog >> Blog Archive >> BMW 5-series (F10) unveiled

Hyundai has today announced that it will unveil an all-new concept car at the upcoming Geneva Motor Show 2010. In a press release, sent to us with a sketch of the concept, Hyundai stated that the car, dubbed the i-flow, will ‘pioneer a new look for a D-segment sedan’.

Hyundai i-flow – the next Sonata? So quickly?

The new look being refered to is dubbed ‘fluidic sculpture’ in the press release, but it is interesting that Hyundai is debuting a new D-segment concept having only recently launched the new Sonata YF. Is the firm looking that far into the future that they are already preparing the YF’s  successor?

… but Sonata YF has just only been launched!

Sharing centre stage with the i-flow will be the next generation Tucson, set to go on sale across Europe during spring. Additionally, Hyundai will also take the opportunity to showcase the latest developments of its BlueDrive programme, an implementation of environmentally friendly technologies in similar vein to Merc’s BlueEFFICIENCY, or BMW’s EfficientDynamics.

Hyundai Tucson

KON

Pictures: Official Hyundai release.

Peugeot recently announced a new concept vehicle to be unveiled at the upcoming Geneva Motor Show. Officially dubbed the 5 by Peugeot, this is widely believed to be a near-production ready prototype of the Peugeot 508 sedan, set to be the simultaneous successor of both the 407 and 607 sedans.

Measuring 4,860mm × 1,880mm × 1,420mm, the 5 by Peugeot has a wheelbase of 2,815mm. It is powered by a front-mounted 163hp 2.0-litre turbodiesel engine, which further teams up with a 37hp rear-mounted electric motor to form Peugeot’s HYbrid4 drive.

In plain English, this adds up to a 200hp AWD package with a 3.8 litre/100km consumption and 99 g/km of CO₂ emitted. Peugeot has announced that the HYbrid4 drive will be launched as standard on the 3008 MPV-SUV-crossover-whatever.

Official images available from Peugeot show the 5 by Peugeot in what seem to be computer generated images and sketches, though it must be said that certain details look really good. The three vertical bar tail light gives the rear unmistakable distinction, whilst the front end exudes an enormous amount of class.

We are looking forward to the real deal.

KON

Writer’s Note: Thanks to forummer lowpro for bringing this to our attention. Talk about the “5 by Peugeot” in our forum here.

The BMW Vision EfficientDynamics concept, unveiled at the 2009 Frankfurt Auto Show, has been green-lighted for production with 2013 being the targeted launch date. Website insideline.com, reports that a senior source in BMW management has revealed to them that ‘the plug-in pure hybrid 2+2 concept car rolled out in September at the 2009 Frankfurt Auto Show is earmarked for production. No ifs, ands or buts’.

It’s a go for production.

BMW is still deciding on the car’s eventual production volume, which should fall between 5,000 to 10,000 units. The basic frame and powertrain of the concept will be carried over to production, but, says the source, again quoted by insideline.com,  “there will be less of the synthetic glass and more solid structure added to the final design.”

Powering the BMW V-ED concept is a three-cylinder diesel engine working in tandem with two electric motors. The results are quite spectacular – 356hp and 800Nm being the end products. According to BMW claims, this is good enough to demolish the century sprint in 4.8 seconds en route to a limited V-max of 250kph. Claimed consumption and emission figures impress further: FC – 3.76 litres/100km, CO₂ – 99 g/km.

… but question remains, how much of this will be left?

Oh, and as a parting shot, “and that name that the marketing people forced on us,” says insideline.com’s mole, “that’s going to change for sure.”

KON

Source:
- 2013 BMW: Vision EfficientDynamics Is a Go – insideline.com
- BMW Vision EfficientDynamics Concept Confirmed for Production in 2013 – WorldCarFans.com

Pictures
- BMW press release

The traditional impression of Volvo cars, besides being solid as tanks, are their thirsty appetite for fuel. Whatever virtues the likes of the 144 and 244 had, fuel economy certainly did not rank among them. Times have changed considerably since.

For a start, new Volvos are no longer solid as tanks. In a head-to-head, the old 240 would crush an S40 like a tin foil. Of course, that’s because new approaches in vehicle structure engineering means that a car’s body needs to have more deformable structures in order to absorb energies of impacts. So, the adage that Volvo cars are safe still holds true.

Fortunately, what is also true is that modern Volvos also sip considerably less fuel than their predecessors. In Europe, Volvo has a range of ‘green’ cars wearing what they call the DRIVe badge, similar in vein to Merc’s BlueEFFICIENCY, or BMW’s EfficientDynamics. This badge is given only their cars with the best environmental credentials i.e. lowest consumption and emission.

Models currently with the DRIVe badge include the C30 (99 g/km CO₂), S40 (104 g/km CO₂) and V50 (104 g/km CO₂). Now, they are joined by the V70 wagon and S80 sedan, both boasting 119 g/km CO₂, translating to a claimed fuel consumption figure of 4.5 litres/100km.

Volvo V70 DRIVe

Put into perspective, 4.5 litres/100km in the V70 DRIVe and S80 DRIVetranslates to 1,750 km of travel per full tank. Even if we dismiss that figure as a lab figure, how much worse could the real life figures be? Say 1,300 – 1,400 km/tank good enough for you?

Techniques used to achieve these remarkable figures include intelligent recharging of batteries i.e. charging only on downhill descent or braking, and also an active reduction in friction for the air-con and alternator belt.

Volvo S80 DRIVe

So what drives the V70 DRIVe and S80 DRIVe? A 1.6-litre diesel engine producing 109hp and 240Nm coupled with a manual transmission, as per the setup in the DRIVe versions of the C30, S40, and V50. It goes without saying that this does not run on Euro 2M.

KON

The Continental Automotive Group has recently announced a collaboration with the Schaeffler Group for the series production of a new generation of petrol engine turbochargers. Developed by the Engine Systems Business Unit of Continental’s Powertrain Division, the new charger is set to commence production in 2011, with plans to reach an annual production capacity of 2 million units by 2014. It is designed to allow for fully automated assembly, which Continental claims to offer advantages in terms of production quality and cost.

“This collaboration is the result of Continental’s successful search for a strong partner to complete the final development phase and put the turbocharger into series production. It means we will be profiting from Schaeffler’s extensive mechanical expertise”, explained Dr. Peter Gutzmer, head of the aforementioned Engine Systems Business Unit.

The scope of collaboration between the two parties are being revealed as such: Continental shall be responsible for integrating the turbocharger into the vehicle manufacturers’ engine systems, and for application development, product engineering, purchasing, sales and quality, whereas Schaeffler will provide support in the final development phase and will assume full responsibility for industrialization.

Revealed details of the turbocharger specify a 38mm-diameter turbine designed to spin at speeds up to 240,000 rpm. Such specification levels calls for a high level of fit and finish of the various moving parts, and Continental has expressed its confidence in that the Schaeffler Group’s possess sufficient technical prowess to meet these demands.

Schaeffler’s site at Lahr, Germany, shall serve as the ‘Centre of Excellence’ for the process development and the transfer of know-how to other production sites. The Schaeffler Group’s mechanical engineering department will be tasked to design the assembly line and production facilities. Additionally, Continental also plans to further leverage on the Schaeffler Group’s massive worldwide presence to ensure speedy response to orders.

With European manufacturers increasingly favouring forced induction over large displacement, Continental’s development of this new turbocharger certainly couldn’t be timelier. According to Dr. Gutzmer “turbocharging gasoline engines is becoming ever more important since it is the only way to achieve the downsizing of engines that is essential to the reduction of fuel consumption.”

Continental’s maiden attempt at developing a turbo was completed in a record time of three years, with work being spread out between the company’s two sites at Grünstadt in Rhineland-Palatinate and Regensburg in Bavaria. The turbo is designed for assembly along a fully automated single axis production line, a setup which Continental claims to simultaneously deliver lower defect rates, cost benefits and increased volume. It is also further claimed to be vastly scalable and easily adaptable for various engine sizes.

KON

See also: A look into the Continental Automotive Group

It has often been said that Mercedes-Benz, specifically the S-class, represents the future of the automobile. The cliche goes that innovations pioneered by an S-class today, becomes standard fitment in every Honda, Toyota, and Nissan ten or fifteen years down the road. Airbags, ABS, and seat-belt pre-tensioners are among many things that first made their appearances in the flagship Merc.

However, in 1988, Mercedes allowed one piece of technical innovation to slip under their radar. That year, GM introduced the first automobiled-based heads-up display system in the Oldsmobile Cutlass Supreme. Previously the exclusive domain of advanced jetfighters, HUDs are beginning to see action in high-end automobiles, and it won’t be long before we see this feature trickle down to us mere mortals.

Continental AG, one of the world’s top auto suppliers, is now set to commence production on a new generation of more compact and more powerful HUD unit scheduled for introduction in 2010 and 2011 by two noted, but unnamed, European car manufacturers. As it stands the Interior division of Continental’s Automotive Group is now constructing new production lines at its plant in Babenhausen, Hesse, near Frankfurt, Germany.

HUD, coming soon – to your next car perhaps?

Compared to the first generation of TFT-based HUDs, Continental’s latest module occupies only half of the volume previously needed, opening the option for manufacturers of smaller cars to specify this feature into their vehicles. It certainly wasn’t an easy challenge. Achieving a good quality projection is crucial so that the driver does not have to refocus his/her vision to the display elements on the road, or the whole purpose of using the HUD would have been defeated.

Studies during the early development of this technology show that in order for HUDs to be effective, the projected image must be focused at a point far ahead of the driver. In the case of Continental’s system, the driver perceives the displayed image as floating two meters ahead of him/her. Proper calibration of a HUD therefore, although simple in theory, requires substantial optical trickery in order to attain the desired effect.

KON

See also: A look into the Continental Automotive Group

In the presence of some 600 specialists, Hyundai has unveiled the new 2.4-litre Theta II engine at the ongoing 9th Annual Hyundai-Kia International Powertrain Conference. Equipped with Gasoline Direct Injection, the aluminium block Theta-II is rated to produce 198hp @ 6,300rpm and 250Nm @ 4,250rpm for the Korean Domestic Market.

“The Theta II GDI convincingly demonstrates Hyundai’s advanced powertrain engineering capabilities,” said Dr. Lee Hyun-Soon, Vice Chairman and Chief Technology Officer.

In the Theta II GDI, fuel is directly injected into the combustion chamber at 150 bar in a two-phase injection process. The first of the two stages is what Hyundai calls the pilot injection, where a small amount of fuel is injected and ignited to send the piston downwards, triggering the power stroke. Then, in the second more powerful main injection phase, more fuel is injected and ignited. Hyundai claims that this split-injection technique ‘reduces loading on the catalytic converter and helps reduce emissions’.

Hyundai further claims a 7% and 12% improvement in low and high-end torque respectively when comparing the GDI against an non-GDI engine of equivalent displacement. Mileage improvements are claimed to be as high as 10%.

Additional innovations in the second gen Theta engine include a three-stage variable induction system, which varies the air-intake volume to ensure an optimal air-fuel mix under any engine load condition. Both the intake and exhaust valves are controlled by Hyundai’s Double Continuous Variable Valve Timing (DCVVT) system governed by a steel chain system.

Further innovations seen in the Theta II include various weight saving efforts such as a redesigned crankshaft and reinforcing of the engine block without adding further weight. Internal friction of the engine is reduced by switching from a fixed-type piston pin to a fully floating design.

According to Hyundai, the Theta II engine is expected to debut in the new Sonata during the first half of next year.

KON