2010 Lotus Evora 414E Hybrid Concept

The Lotus Evora 414E Hybrid, so-named because this latest environmentally-focused technology demonstrator from Lotus Engineering produces 414 PS (306 kW) of power, promises breathtaking performance from a highly efficient propulsion system. The concept showcases new developments in plug-in, range-extended electric propulsion, new electronic technologies to enhance driver involvement, the adaptability of the Lotus Versatile Vehicle Architecture (VVA) that underpins the Evora 414E Hybrid and a dramatic new roof system and interior concept from Lotus Design. Through all of these aspects it ultimately demonstrates the exceptional ability of Lotus Engineering to integrate and develop advanced technologies for exciting, efficient, high performance niche vehicles.

The range extended electric drive of the Evora 414E Hybrid consists of two electric motors driving each of the rear wheels independently via single speed geartrain, integrated into a common transmission housing, thus enabling torque vectoring for stability control of the vehicle. Electrical power is stored in a lithium polymer battery pack optimised for energy density, efficiency and high power demand, mounted in the centre of the vehicle for stability and safety. Additional range is provided by the Lotus Range Extender engine, an optimised 1.2 litre, three-cylinder engine, designed specifically for series hybrid vehicles. The drivetrain is designed to combine astonishing performance with efficient, low emissions driving.

Driver involvement is enhanced by the incorporation of HALOsonic Internal and External Electronic Sound Synthesis technologies from Lotus and Harman International, which provide sound contouring within the cabin and improve pedestrian safety outside the vehicle. Integrated with the HALOsonic technology, the Evora 414E Hybrid also showcases a brand new technology from Lotus Engineering, a sports mode that simulates a 7 speed, paddle shift transmission that combines exceptional driver involvement for a hybrid sports car and optimised energy recuperation.

The Evora 414E Hybrid has been designed to highlight Lotus’ innovative electric and hybrid vehicle technology without distracting from the pure sportscar character of the Evora. The solution is innovative, instantly recognizable, beautiful and sporty. It demonstrates Lotus DNA.

Dr Robert Hentschel, Director of Lotus Engineering said: “Innovation has always been at the heart of Lotus and is needed now more than ever. The Evora 414E Hybrid is the perfect demonstration of Lotus Engineering’s core competencies: lightweight architectures, efficient performance, electrical and electronics integration and driving dynamics. The technology demonstrator represents an encapsulation of the advanced technologies that Lotus Engineering continues to develop to overcome the current environmental challenges facing the automotive industry and showcases the future direction that the sector is taking and why Lotus Engineering is perfectly placed to lead the technological development in this area.”

The Drivetrain

For the Lotus Evora 414E Hybrid, Lotus Engineering has developed a highly efficient, high performance drivetrain system consisting of twin motors each limited to providing 152 kW (207 PS/204 hp) of power and 400 Nm (295 lbft) of torque to each wheel via independent, single speed, reduction transmissions integrated into a single housing, enabling torque vectoring dynamic control of the vehicle.

The vehicle energy storage system is made up of the latest Lithium Polymer battery chemistry providing 17 kWH energy storage capacity. The battery pack is optimised for energy density, efficiency and high power demand, with over 100 kW discharge capability.

The Lotus Range Extender engine provides 35 kW (48 PS/47 hp) of power at 3,500 rpm via the integrated electrical generator and features an innovative architecture comprising an aluminium monoblock construction, integrating the cylinder block, cylinder head and exhaust manifold in one casting. This results in reduced engine mass, assembly costs, package size and improved emissions and engine durability. The engine uses an optimised two-valve, port-fuel injection combustion system to reduce cost and mass and can be operated on alcohol-based fuels and/or gasoline. The generator converts mechanical energy to electrical energy to replenish the battery pack charge and provides additional vehicle range in a small light weight package. The generator is also used as a motor to start the range extender engine. The low mass of the range extender unit (85 kg) and compact package makes it ideal for the series hybrid drivetrain in the Evora 414E Hybrid.

All the operation and management of the range extender engine, the power management of the batteries and motor control are controlled by Lotus’ electronic control units and software systems. Full energy management of all the operating systems is the key to maximising performance and operation while minimising energy consumption and CO2 emissions.

For everyday commuting journeys, up to 35 miles can be travelled using battery power. The battery can be charged overnight using a conventional domestic mains supply through a socket concealed by the rear number plate. This permits the vehicle to operate with zero tailpipe emissions. For longer journeys, exceeding the battery capacity, the highly efficient range extender engine is used as a generator to supply the motor with electrical power and top up the battery.

Lotus has used its own vehicle simulation tools to determine the size, capacity, power and performance of all the components in the drivetrain system to optimise the system operation. Overall this is far more energy efficient, weight efficient and cost effective than fitting the vehicle with a larger and more expensive battery, which for the majority of short journeys is a redundant weight, which increases energy requirements. With regard to the total lifetime CO2 emissions of the vehicle, including the energy required to manufacture and run it, the range extender solution has a lower overall CO2 footprint than a fully electric car of comparable performance and operating range running with a larger battery.

The Package

The Lotus Evora 414E Hybrid structure is the same award-winning, versatile vehicle architecture used on the Lotus Evora. The low volume architecture was designed with the upmost flexibility in mind. The Evora 414E Hybrid is a perfect example of how to integrate a compact packaged drivetrain, with excellent performance and range, while using this underpinning. The complete chassis has remained unchanged from the Evora which maintains the structural integrity and strength performance of the original car.

The structure progresses the Lotus ‘bonded and riveted’ technology with new and unique extrusions and folded panels, whilst providing production build modularity and lower cost repairs. The chassis has been designed for scalability so that it can be extended in width, length and height. The strength and stiffness of the low volume VVA chassis can be modified cost effectively by varying the wall thickness of the extrusions, without altering the exterior dimensions. The ability to lengthen or shorten extrusions with the option to tailor the chassis stiffness vastly increases the number of vehicles that can be developed from this vehicle architecture.

Driving Dynamics

The Lotus Evora 414E Hybrid offers exhilarating, all-round dynamic performance and takes advantage of Lotus developed torque vectoring dynamics. Torque vectoring, which is the capacity to generate different torques at each of the driving wheels, is particularly suited to electric vehicles and significantly reduces the conflict between stability and response.

A key benefit of separate motors to drive each rear wheel individually is that this facilitates a much higher level of vehicle dynamics control. Driving the wheels with different levels of torque can not only generate all the capabilities of a conventional ESP system using energy regeneration as opposed to brake application, but it can also actively drive each wheel forward at different rates, producing a turning moment at the rear of the vehicle in addition to the steering input.

This can be used to enhance low speed manoeuvrability and ease of parking but can also be used to produce a much greater level of straight line high speed stability. Incorporating lateral sensors the system also provides stability control capabilities and levels of steering response normally only associated with heavy and expensive rear steer systems. This can provide automatic correction of both understeer and oversteer characteristics. In addition, the standard method to provide high speed stability of designing the rear wheels to toe-in is not required as the torque vectoring system automatically provides this stability control, with toe-in increasing rolling resistance, lowering fuel economy and increasing tyre wear. Lotus‘ long history of active suspension control provides the core capability to develop this technology and provides extraordinary driving pleasure on the Evora 414E Hybrid.

Driver Interaction

The Evora 414E Hybrid provides less of a psychological step change for people familiar with high performance cars compared to other electric and hybrid sports cars. The car has a simulated paddle shift gear change offering ultra quick gear changes reminiscent of a dual clutch transmission, while actually single speed. This enhances the driver interaction with the vehicle and provides a driving experience similar to current internal combustion engine high performance sports cars. The Evora 414E Hybrid uses a column mounted paddle shift to simulate the gear change and a synthesised engine sound changes frequency with virtual gear selection. The drive torque is also modulated to simulate a physical feeling of a gearshift jolt.

The virtual gearshift simulation, like a conventional gearbox, is used to change the driving characteristics and response of the vehicle. The most significant aspect that this offers the driver is the ability to control the vehicle deceleration by simulating engine braking through a virtual downshift in gears. Unlike true engine braking, the Lotus system does not dissipate the energy of the moving vehicle through internal engine friction but uses the electric motors to regenerate the energy back into the battery. While many electric and hybrid vehicles provide engine braking, this is generally at a fixed rate or preselected rate. In some driving situations this can either be too aggressive, slowing the vehicle unnecessarily, or too light, requiring additional braking application. The Lotus system effectively allows the driver to select the appropriate level of regeneration by simulating stepping down by one, two or even three gears. The simulation of engine braking through both the gear noise change and the retardation of the vehicle is fully intuitive to a driver familiar with a conventional gearbox. The simulated gearchange capability can be selected for greater driving involvement or switched off for more relaxed driving.

The Evora 414E Hybrid uses the Lotus Engineering and Harman International developed HALOsonic suite of noise solutions. The first of which is Electronic Sound Synthesis. This generates engine sounds inside the vehicle through the audio system where it provides an exciting sports sound in line with the brand and nature of the vehicle together with a high level of driver feedback in an intuitive manner. In addition, it also generates sound on the outside of the vehicle through speakers mounted at the front and rear to provide a warning to increase pedestrian safety, which is especially important for electric and hybrid vehicles which can be difficult to hear at slower speeds.

There are four driver selectable engine sounds currently on the vehicle, two of which have been designed to have characteristics of a multi-cylinder conventional V6 and V12 engine. There is also a futuristic sound and a combination of a conventional engine and a futuristic sound, enhancing the brand identity of the vehicle as a step forward in electric vehicle design.

The addition of this Lotus patented simulated gearshift concept not only provides for an exciting and involving driving experience that customers would expect from a Lotus, but also enhances the driver’s control of the vehicle while providing the capability for more efficient operation through a greater use of energy regeneration.

The Design

The distinctive colour scheme and ‘floating’ roof have been carefully designed to accent the cars electric vehicle technology whilst complementing the iconic lines of the Evora.

Copper, a colour often associated with electrical systems, has been chosen for the car’s exterior and interior. A contemporary satin finish paint is complemented by electrical circuit inspired graphics that highlight the car’s key feature lines and the unique glazed roof panel. The newly extended glazed zone integrates seamlessly with the existing forms of the Evora whilst showcasing the key components behind the hybrid and electric vehicle technology.

The signature copper theme is consistently carried throughout the car from the dramatic seat stripes and instrument panel inserts to the copper callipers that nestle behind the carbon grey forged wheels. Inside the cabin a sense of quality and richness has been created by carefully juxtaposing the different tactile qualities intrinsic to leather, Alcantara and metal.

(Source: Lotus Press Release)

2010 Peugeot SR1 Concept Car

Through the Peugeot SR1, the Marque reveals the stylistic design trends for its future models. The concept car embodies the new world of Peugeot, reflected by the new Lion badge which adorns its body.  Dynamic, balanced, sensual, with an exclusive high-tech interior, this “dream car” explores and reinterprets the theme of the “Grand Touring Car”.

The use of HYbrid4 technology allows the Peugeot SR1 to offer an engineering specification in keeping with its styling: 230 kW (313 bhp) with emissions of only 119 g/km of CO2 (0 in electric mode), 4 wheel drive and steering…. for an ideal blend of excitement and efficiency.

Styling that predicts the future

Elegance, purity, dynamism, allure, controlled power. these ideas find their fullest expression with the Peugeot SR1, the dream car par excellence.  More than ever, the aesthetic traits of this concept show the general design trends of the Marque’s future products, renewing Peugeot’s strong stylistic
identity.

In short, this concept car creates a new design language.

The Peugeot SR1 is a vehicle with timeless, ideal proportions, revisiting the great traditions of grand touring cars of the past: a large bonnet, flowing wings and a very low centre of gravity.  The design of the body gives the car a new balance: a sculpted bonnet, sweeping sides and a chiselled rear design. At the side the styling lines merge into the side windows and the front windscreen, emphasizing the
design of the bonnet.

This overall effect blends easily with the design detailing: the design of the lights and the air intakes, the shape of the door mirrors. these elements merge seamlessly with the vehicle’s carbon “skin”. In parallel, some features (“full LED” internal headlamp functions, radiator grille contour); stand out, as if suspended.

The hard top echoes the feel of this intense, high-tech assembly: It uses preformed profile technology derived from the world of sailing. It blends with the body, creating the illusion of a Coupé. The SR1, however, radiates the same visual strength, with or without the hard top.

Finally, the SR1 displays the new Peugeot Lion badge. Redesigned, finely worked and sculpted, it mirrors perfectly the perception of the vehicle as a whole.

Overall the Peugeot SR1 concept car gives the impression it has been carved from a solid block of material, monolithic, protective, sculptural and dynamic. At every moment it makes a great play on contrasts: purity and technological sophistication, authenticity and advanced technologies,
expressiveness and understatement. making it a car that is quite simply desirable!

A modern and exclusive “2+1” interior

The interior, too, promotes the idea of contrast. While the driver’s seat and all controls are dedicated to out-and-out enjoyment for the driver, the passenger compartment is designed to provide optimum versatility and new sensations for all its occupants.

There is room in the vehicle for three people as the third rear seat nestles in the middle, behind the two front seats. Entry to this seat is facilitated by the centre console, which can slide forward to improve access.

The interior ambience blends colours and materials, with strong references to “a past motoring era” combined with “the latest advanced technology”.  Inside the vehicle, patinated leather and different grained wood are examples of the use of authentic and natural materials, warm, sensual and
charged with history, that blend seamlessly with, “high tech” materials such as nickel and satin-finished chrome.

The construction of the fascia panel, optimised to perfection, gives a visual prominence to certain mechanical components such as the steering column and a number of peripheral controls. Similarly, the instrumentation combines analogue and digital read-outs, giving clear emphasis to every
item of information conveyed to the driver. This is the case for instantaneous fuel consumption and vehicle range, displayed on two glass crystal gauges directly in front of the driver.

Another technological innovation is the creation of an exclusive wristwatch, designed in partnership with Bell&Ross®. This timepiece, with milled inserts of solid aluminium, slots perfectly into a dedicated housing on the fascia panel.

Every component and every detail has, therefore, benefited from meticulous attention, both in terms of design and manufacture, to guarantee perfection and an unrivalled refinement of perceived quality.

Technologies at the service of movement

The SR1 concept also blends styles in terms of its technical characteristics. For example, it incorporates HYbrid4 technology, which will be launched in the Peugeot 3008 in 2011. In the SR1, at the front, a 1.6 litre THP petrol engine with a power of 160 kW (218 bhp), is combined with a rear electric motor developing 70 kW (95 bhp). In electric only mode, the car becomes a ZEV (Zero Emission Vehicle), while its combined cycle fuel consumption is only 4.9 litres/100 km or 119 g/km of CO2.

When the two power trains operate simultaneously, the SR1 develops a potential maximum power of 230 kW (313 bhp) and also benefits from 4-wheel drive.

Using HYbrid4 technology, which will eventually become available on different models in the Peugeot range, the SR1 concept offers convincing proof that driving pleasure can be combined with environmental friendliness.

The vehicle’s dynamic efficiency is further enhanced by the use of a rigid, lightweight structure comprising of a one-piece body and a tubular chassis onto which are mounted the mechanical components and suspension.  Exploiting the best of existing technology to offer road holding worthy of this exceptional concept, the suspension consists of double wishbones with drop links both at the front and the rear. For even greater driving precision, the SR1 benefits from the adoption of 4-wheel steering. The turning angle of the rear wheels is controlled as a function of the vehicle speed, via
motorised links on the rear wishbones, giving the vehicle superb agility under all circumstances.

The Peugeot SR1 concept car will be unveiled to the general public at the next Geneva Motor Show, in March.

(Source: Peugeot Press Release)

VIDEO: Buggatti Galibier 16C Concept Car




I know we have had quite a bit coverage for a car Bugatti has yet to decide if they will build, but this video was so impressive we couldn’t ressist passing it along. With this type of marketing, I can’t imagine that Bugatti hasn’t created enough buzz to get the Galiber into production.

Thanks to our partners at www.automotiveaddicts.com for the heads up.

LuxuryAutoDirect.com gets Exclusive Look at the Bugatti Galiber 16C Concept Car

Story & Photos by Mike Daly

Bugatti is currently attempting to elicit feedback on the recently unveiled 16C Galibier sedan concept by inviting customers and members of the media to participate in interviews that will help the company gauge the strengths of the car and its potential market viability.  Two exclusive invite-only events, a November 5 presentation in Beverly Hills and a similar effort to follow in Dubai, mark only the second and third exhibitions of the concept car.  Bugatti designer Achim Anscheidt and worldwide head of marketing and sales Alasdair Stewart were part of a contingent of Bugatti personnel that presented the Galibier at Beverly Hills’ Ace Gallery and explained how the car’s visual cues had evolved from seminal prewar models such as the Type 35 and Type 57 Atlantic, as well as the 16.4 Veyron. 

 The 16C Galibier takes its name from the 8.0 liter W16 engine also used in the Veyron, as well as the 2,645-meter southern Alpine pass whose name graced the Type 57 Galibier saloons of the 1930s.  As in the 30s cars, the C refers to compression, in this case provided by two superchargers (as opposed to the Veyron’s four turbochargers).  Anscheidt described the prodigious W16 as “our most unique selling point for this car.”

 Like the one-off Sang Bleu version of the Veyron GrandSport that was exhibited at this year’s Pebble Beach Concours d’Elegance, the 16C Galibier concept is finished in a two-tone color scheme of blue-tinted carbon fiber and polished aluminum.  Though the garish use of materials is appropriate for an exotic sports car such as the Veyron, or even a concept car such as this Galibier, those in attendance seemed to concur that the color scheme would not translate well to a production version.  Flashy materials aside, though, the Galibier concept is a stately and impressive car, true to Bugatti’s reputation for cutting edge technology and artistic craftsmanship.  From a raised center spine that traces from the front fascia through the rear hatchback (even visually continued through the windshield by an elongated mirror support), to the company monogram outlined by the headlamp filaments, this Galibier is replete with aesthetic details.  The car is larger than photos would suggest, and particularly from the front, strikes a pose of stately elegance.  In a visual cue that is probably more presentational than functional, two separate panels on the hood automatically rise from a central hinge in what the company describes as a butterfly bonnet, clearly a modern translation of the hand-lifted hood covers that granted engine access to the mechanics of yesteryear.

 Bugatti opulence is even more pronounced in the car’s interior.  A large knurled wood console that stretches from door to door is minimally accented with instruments, including two large central gauges that measure power use and speed.  Between them lies a chronograph by Parmigiani that can be removed and worn as a wristwatch.  Artfully constructed leather seats are accented with classic wicker, a suggestion of a material more common to coachbuilt cars of the 30s.  The wicker is also employed in door trim that doubles as speaker covers.  Anscheidt explained that innovation is required in using such classic cues and materials to avoid the dreaded “retro” label.  “We’re always striving for a new interpretation,” he said.  “Sometimes this new interpretation comes in technical terms, sometimes in stylistic terms, but never just the same” as the original.  Bugatti tradition is even evident in the trunk, where a handmade luggage set contains a vintage leather racing helmet and goggles. 

 As this Galibier is still a concept, Bugatti offered no hard numbers in terms of anticipated performance.   The car does not share a platform with any other, and has been engineered from the ground up as an individual model.  Bearing in mind that the car’s W16 was originally devised for mid-rear placement in the Veyron, we asked Anscheidt if challenges were posed in fitting the powerplant into a frontal location, and what impact the new placement had in the remainder of the concept’s layout and overall design.  He conceded that at first he was concerned, but soon realized that the W16’s remarkably compact construction would not affect the rest of the Galibier’s creation.  “If we had to deal with a monstrous engine in the front it would have translated on to the rear of the car which would not have been beneficial for the overall sporty character that was important for us.”

 Bugatti has also declared that the W16 will be flex fuel capable, able to run on either traditional gasoline or E85.  It is surely no coincidence that Bentley, another marque owned by the VW Group, has already begun to integrate similar flex fuel technology into their model line.  When pressed to explain the connection, Anscheidt readily admitted that Bugatti would be foolish not to capitalize on its parent’s research and development gains.  “As much as we’re looking for individual customer solutions, we’re not closing the door on the benefits that we can have from the overall Volkswagen Group in terms of the latest technology.”

 Focus group questions sought reaction to the Galibier, including opinions and criticisms.  They also asked how much such a car should cost and if a market for the car truly exists.  Though there is clearly a limit to the number of auto enthusiasts in the world that are capable of dropping $2 million on another car, it seems that Bugatti would ignore a glaring market gap by not producing a sedan.  Furthermore, Bugatti has a renowned history of producing elegant touring cars and saloons, including the original Galibiers.  A new Bugatti sedan of some kind would seem to be the long-awaited legacy to those prewar classics.

 Depending on customer feedback, Bugatti will either continue with this Galibier concept, or change course by developing one of a number of alternative sedan ideas that Anscheidt stated were in “healthy competition.”  Anscheidt would not commit to clarifying the chances that this car will reach production, but did suggest that Bugatti will likely soon field a sedan that is based on significant input from the company’s customer base.  “We very much need to and want to involve [our customers] in our processes.  Our customer base is not that vast – between 200 and 400 people.  We need them; we want to tailor our products with and for them.”

See our previous post on the Bugatti Galiber 16C Concept Car 

 

“Deus ex Machina” Concept….A Batman Like Motorcycle Suit. Check out the VIDEO

You don’t have to have a split personality or Christian Bale’s weird Batman voice to masquerade as a Marvel superhero (or villain).  All you need is a steel set and the newest incarnation of the motorbike: the “Deus ex Machina” bike suit.

 Invented by mad scientist (and student at the Art Center College of Design) Jake Loniak, the D.e.M. is effectively a motorcycle you wear…

 Emblazoned with the Yamaha brand, the D.e.M. will go from zero to sixty mph in three seconds operating like an extension of one’s body.  With a top speed of 75 mph, the exo-skeleton inspired design centers on receiving both power and steering from 36 pneumatic muscles, 2 linear actuators and an attached helmet.  Never before has the phrase, “In the driver’s seat” meant so much. 

 The D.e.M., as one would expect from a super hero’s mode of transportation, is green.  The engine is electrical and runs for one hour off a measly fifteen-minute charge.  So now you can save the heroine, the day, and the world all while leaving little to no impact on the environment.  Isn’t technology great?

 The Deus ex Machina is a thrilling, yet slightly terrifying concept that I’m not sure I’d be willing to try – but then again, I was always more enamored with Aquaman and his adventures.  More on that later…

« Previous Page