An exotic state of matter — a “random solid solution” — affects how ions move through battery material.
Diagram illustrates the process of charging or discharging the lithium iron phosphate (LFP) electrode. As lithium ions are removed during the charging process, it forms a lithium-depleted iron phosphate (FP) zone, but in between there is a solid solution zone (SSZ, shown in dark blue-green) containing some randomly distributed lithium atoms, unlike the orderly array of lithium atoms in the original crystalline material (light blue). This work provides the first direct observations of this SSZ phenomenon. Image courtesy of authors.
New observations by researchers at MIT have revealed the inner workings of a type of electrode widely used in lithium-ion batteries. The new findings explain the unexpectedly high power and long cycle life of such batteries, the researchers say.
The findings appear in a paper in the journal Nano Letters co-authored by MIT postdoc Jun Jie Niu, research scientist Akihiro Kushima, professors Yet-Ming Chiang and Ju Li, and three others.
The electrode material studied, lithium iron phosphate (LiFePO4), is considered an especially promising material for lithium-based rechargeable batteries; it has already been demonstrated in applications ranging from power tools to electric vehicles to large-scale grid storage. The MIT researchers found that inside this electrode, during charging, a solid-solution zone (SSZ) forms at the boundary between lithium-rich and lithium-depleted areas — the region where charging activity is concentrated, as lithium ions are pulled out of the electrode.
Li says that this SSZ “has been theoretically predicted to exist, but we see it directly for the first time,” in transmission electron microscope (TEM) videos taken during charging.
The observations help to resolve a longstanding puzzle about LiFePO4: In bulk crystal form, both lithium iron phosphate and iron phosphate (FePO4, which is left behind as lithium ions migrate out of the material during charging) have very poor ionic and electrical conductivities. Yet when treated — with doping and carbon coating — and used as nanoparticles in a battery, the material exhibits an impressively high charging rate. “It was quite surprising when this [rapid charging and discharging rate] was first demonstrated,” Li says.
“We directly observed a metastable random solid solution that may resolve this fundamental problem that has intrigued [materials scientists] for many years,” says Li, the Battelle Energy Alliance Professor of Nuclear Science and Engineering and a professor of materials science and engineering.
The SSZ is a “metastable” state, persisting for at least several minutes at room temperature. Replacing a sharp interface between LiFePO4 and FePO4 that has been shown to contain many additional line defects called “dislocations,” the SSZ serves as a buffer, reducing the number of dislocations that would otherwise move with the electrochemical reaction front. “We don’t see any dislocations,” Li says. This could be important because the generation and storage of dislocations can cause fatigue and limit the cycle life of an electrode.
Unlike conventional TEM imaging, the technique used in this work, developed in 2010 by Kushima and Li, makes it possible to observe battery components as they charge and discharge, which can reveal dynamic processes. “In the last four years, there has been a big explosion of using such in situ TEM techniques to study battery operations,” Li says.
A better understanding of these dynamic processes could improve the performance of an electrode material by allowing better tuning of its properties, Li says.
Despite an incomplete understanding to date, lithium iron phosphate nanoparticles are already used at an industrial scale for lithium-ion batteries, Li explains. “The science is lagging behind the application,” he says. “It’s already scaled up and quite successful on the market. It’s one of the success stories of nanotechnology.”
“Compared to traditional lithium-ion, [lithium iron phosphate] is environmentally friendly, and very stable,” Niu says. “But it’s important for this material to be well understood.”
While the discovery of the SSZ was made in LiFePO4, Li says, “The same principle may apply to other electrode materials. People are looking for high-power electrode materials, and such metastable states could exist in other electrode materials that are inert in bulk form. … The phenomenon discovered could be very general, and not specific to this material.”
Chongmin Wang, a research scientist at the Pacific Northwest National Laboratory who was not involved in this research, calls this paper “great work.”
“Several models based on both theoretical and experimental work have been proposed,” Wang says. “However, none of them appears to be conclusive.”
This new research, he says, “provides convincing and direct evidence” of the mechanism at work: “The work is a major step forward for pushing the ambiguities toward favoring a solid solution model.”
The research was supported by the National Science Foundation.
Professor Alan Weimer (back row, fifth from left) is shown with his 2013 CU-Boulder research group that involves postdoctoral researchers, research professionals, graduate students and undergraduates who make up the largest academic solar-thermal chemistry team in United States. (Image courtesy University of Colorado)
A cutting-edge battery technology developed at the University of Colorado Boulder that could allow tomorrow’s electric vehicles to travel twice as far on a charge is now closer to becoming a commercial reality.
CU’s Technology Transfer Office has completed an agreement with Solid Power LLC—a CU-Boulder spinoff company founded by Se-Hee Lee and Conrad Stoldt, both associate professors of mechanical engineering—for the development and commercialization of an innovative solid-state rechargeable battery. Solid Power also was recently awarded a $3.4 million grant from the U.S. Department of Energy’s Advanced Research Projects Agency-Energy for the purpose of creating a battery that can improve electric vehicle driving range.
The rechargeable batteries that are standard in today’s electric vehicles—as well as in a host of consumer electronics, such as mobile phones and laptops—are lithium-ion batteries, which generate electricity when lithium ions move back and forth between electrodes in a liquid electrolyte solution.
Engineers and chemists have long known that using lithium metal as the anode in a rechargeable battery—as opposed to the conventional carbon materials that are used as the anode in conventional lithium-ion batteries—can dramatically increase its energy density. But using lithium metal, a highly reactive solid, in conjunction with a liquid electrolyte is extremely hazardous because it increases the chance of a thermal runaway reaction that can result in a fire or an explosion.
Today’s lithium-ion batteries require a bulky amount of devices to protect and cool the batteries. A fire onboard a Boeing Dreamliner in January that temporarily grounded the new class of plane was linked to its onboard lithium-ion battery.
Lee and Stoldt solved the safety concerns around using lithium metal by eliminating the liquid electrolyte. Instead, the pair built an entirely solid-state battery that uses a ceramic electrolyte to separate the lithium metal anode from the cathode. Because the solid-state battery is far safer, it requires less protective packaging, which in turn could reduce the weight of the battery system in electric vehicles and help extend their range.
Research into the development of solid-state batteries has gone on for a couple of decades, but it has been difficult to create a solid electrolyte that allowed the ions to pass through it as easily as a liquid electrolyte.
“The problem has always been that solid electrolytes had very poor performance making their use in rechargeable batteries impractical,” Stoldt said. “However, the last decade has seen a resurgence in the development of new solid electrolytes with ionic conductivities that rival their liquid counterparts.”
The critical innovation added by Lee and Stoldt that allows their solid-state lithium battery to out-perform standard lithium-ion batteries is the construction of the cathode, the part of the battery that attracts the positively charged lithium ions once they’re discharged from the lithium metal. Instead of using a solid mass of material, Lee and Stoldt created a “composite cathode,” essentially small particles of cathode material held together with solid electrolyte and infused with an additive that increases its electrical conductivity. This configuration allows ions and electrons to move more easily within the cathode.
“The real innovation is an all-solid composite cathode that is based upon an iron-sulfur chemistry that we developed at CU,” Stoldt said. “This new, low-cost chemistry has a capacity that’s nearly 10 times greater than state-of-the-art cathodes.”
Last year, Lee and Stoldt partnered with Douglas Campbell, a small-business and early-stage product development veteran, to spin out Solid Power.
“We’re very excited about the opportunity to achieve commercial success for the all solid-state rechargeable battery,” said Campbell, Solid Power’s president. “We’re actively engaging industrial commercial partners to assist in commercialization and expect to have prototype products ready for in-field testing within 18 to 24 months.” Important to the early success of the company has been its incubation within CU-Boulder’s College of Engineering and Applied Science’s applied energy storage research center, a part of the college’s energy systems and environmental sustainability initiative.
Solid Power is a member of Rocky Mountain Innosphere, a nonprofit technology incubator headquartered in Fort Collins, Colo., with a mission to accelerate the development and success of high-impact scientific and technology startup companies.
“We’re very excited to be working with Solid Power’s team to get them to the next level,” said Mike Freeman, Innosphere’s CEO. “This is a big deal to Colorado’s clean-tech space. Solid Power’s batteries will have a huge impact in the EV market, and they have a potential $20 billion market for their technology.”
Learn more about Solid Power at http://www.solidpowerbattery.com.
This article is a repost (release 9-18-13), credit: University of Colorado.
ASU engineering professor and materials scientist Karl Sieradzki has been experimenting for more than two decades with the highly intricate process of dealloying materials. A research paper he recently co-authored with postdoctoral research assistant Qing Chen details how the process can be used to produce nanostructures that could enable advances in battery technology and other energy sources. Photo courtesy of Arizona State University
New types of nanostructures have shown promise for applications in electrochemically powered energy devices and systems, including advanced battery technologies.
One process for making these nanostructures is dealloying, in which one or more elemental components of an alloy are selectively leached out of materials.
Arizona State University researchers Karl Sieradzki and Qing Chen have been experimenting with dealloying lithium-tin alloys, and seeing the potential for the nanostructures they are producing to spark advances in lithium-ion batteries, as well as in expanding the range of methods for creating new nanoporous materials using the dealloying process.
Their research results are detailed in a paper they co-authored that was recently published on the website of the prominent science and engineering journal Nature Materials (Advance online publication). Read the article abstract.
Sieradzki is a materials scientist and professor in the School for Engineering of Matter, Transport and Energy, one of ASU’s Ira A. Fulton Schools of Engineering.
Chen earned his doctoral degree in materials science at ASU last spring and is now a postdoctoral research assistant.
Nanoporous materials made by dealloying are comprised of nanometer-scale zigzag holes and metal. These structures have found application in catalysis (used to increase the rate of chemical reactions), as well as actuation (used to mechanically move or control various mechanisms or systems) and supercapacitors (which provide a large amount of high electrical capacity in small devices). They could also improve the performance of electrochemical sensing technology and provide more resilient radiation damage-resistant materials.
The nanostructures that Sieradzki and Chen have produced by dealloying lithium-tin alloys allow for more efficient transport and storage of the electric charge associated with lithium, while the small size prevents fracture of the tin reservoir that serves as a storage medium for lithium.
Lithium-ion batteries are one of the leading types of rechargeable batteries. They are widely used in consumer products, particularly portable electronics, and are being increasingly used in electric vehicles and aerospace technologies.
Sieradzki and Chen say that with more research and development, the porous nanostructures produced by dealloying lithium alloys could provide a lithium-ion battery with improved energy-storage capacity and a faster charge and discharge – enabling it to work more rapidly.
One major advantage is that the porous nanostructures providing this electrochemical power boost can evolve spontaneously during tunable dealloying processing conditions. This, Sieradzki explains, opens up possibilities for developing new nanomaterials that could have a multitude of technological applications.
“There are a lot of metals that scientists and engineers have not been able to make nanoporous,” he says. “But it turns out that with lithium you can lithiate and de-lithiate a lot of materials, and do it easily at room temperature. So this could really broaden the spectrum for what’s possible in making new nanoporous materials by dealloying.”
This article is a repost (press release 8-29-13), credit: Arizona State University, http://www.asu.edu/.
Dr. Cheryl Martin, ARPA-E Deputy Director Photo courtesy of DOE
COLLEGE PARK, Md. – Two research teams from the University of Maryland Energy Research Center (UMERC) were awarded research grants from the Advanced Research Projects Agency-Energy (ARPA-E) to develop transformational electric vehicle (EV) energy storage systems using innovative chemistries, architectures and designs.
The two UMD projects were among 22 selected nationwide that received a total of $36 million in research funding from ARPA-E’s new program, Robust Affordable Next Generation Energy Storage Systems (RANGE). ARPA-E’s RANGE program aims to accelerate widespread EV adoption by dramatically improving driving range and reliability, and by providing low-cost, low-carbon alternatives to today’s vehicles.
Multiple-Electron Aqueous Battery
Lithium-ion batteries have not been extensively adopted in electric vehicles due to short driving range, high cost, and low safety and reliability, which can increase the cost and reduce energy density. Researchers at UMD and the Army Research Laboratory (ARL) will develop a new battery—a hybridized ions aqueous battery—by doubling the cell voltage and capacity, which could cut the lithium-ion battery system cost in half and would enable an EV to travel two times as long per charge.
Washington Auto Show Photo courtesy of DOE
The new battery could significantly reduce the cost of battery management, improve the reliability, and operate in a wide temperature range. If successful, UMD’s battery would make EVs cost/safety-competitive and travel 300 miles on a single charge, contributing to the widespread public acceptance of EVs. Increased use of EVs would decrease U.S. dependence on foreign oil, and reduce CO2 emissions from burning the gasoline, which accounts for 28 percent of the greenhouse gas emissions.
Led by professor of chemical and biomolecular engineering Chunseng Wang, in partnership with Kan Xu at ARL, the “Multiple-Electron Aqueous Battery” project was awarded $405,000.
Solid-State Lithium-Ion Battery with Ceramic Electrolyte
A second group of UMD researchers will develop ceramic materials and processing methods to enable high-power, solid-state, lithium-ion batteries. While most lithium-ion batteries are liquid based, solid-state batteries have a greater abuse tolerance that reduces the need for heavy protective components. UMD will leverage multi-layer ceramics processing methods to produce a solid-state battery pack with lower weight and longer life. The team will develop intrinsically safe, robust, low-cost, high-energy-density all-solid-state lithium-ion batteries.
“Due to their all solid state construction, these lithium-ion batteries are non-flammable and intrinsically safe. Moreover, their novel highly conductivity materials and fabrication methods will exceed current goals for electric vehicle range, acceleration, and cost,” says UMERC director and professor of materials science and engineering Eric Wachsman, the lead on the project, which was awarded $574,275.
In addition to Wachsman, UMD professor Liangbing Hu and University of Calgary professor Venkataraman Thangadurai are team members on the project.
This article is a repost (press release 8-23-13), credit: University of Maryland, http://www.umdrightnow.umd.edu/.
Design may support widespread use of solar and wind energy.
Image credit: Felice Frankel Courtesy of MIT
CAMBRIDGE, Mass. — MIT researchers have engineered a new rechargeable flow battery that doesn’t rely on expensive membranes to generate and store electricity. The device, they say, may one day enable cheaper, large-scale energy storage. The palm-sized prototype generates three times as much power per square centimeter as other membraneless systems — a power density that is an order of magnitude higher than that of many lithium-ion batteries and other commercial and experimental energy-storage systems.
The device stores and releases energy in a device that relies on a phenomenon called laminar flow: Two liquids are pumped through a channel, undergoing electrochemical reactions between two electrodes to store or release energy. Under the right conditions, the solutions stream through in parallel, with very little mixing. The flow naturally separates the liquids, without requiring a costly membrane.
The reactants in the battery consist of a liquid bromine solution and hydrogen fuel. The group chose to work with bromine because the chemical is relatively inexpensive and available in large quantities, with more than 243,000 tons produced each year in the United States. In addition to bromine’s low cost and abundance, the chemical reaction between hydrogen and bromine holds great potential for energy storage. But fuel-cell designs based on hydrogen and bromine have largely had mixed results: Hydrobromic acid tends to eat away at a battery’s membrane, effectively slowing the energy-storing reaction and reducing the battery’s lifetime. To circumvent these issues, the team landed on a simple solution: Take out the membrane.
“This technology has as much promise as anything else being explored for storage, if not more,” says Cullen Buie, an assistant professor of mechanical engineering at MIT. “Contrary to previous opinions that membraneless systems are purely academic, this system could potentially have a large practical impact.” Buie, along with Martin Bazant, a professor of chemical engineering, and William Braff, a graduate student in mechanical engineering, have published their results this week in Nature Communications.
“Here, we have a system where performance is just as good as previous systems, and now we don’t have to worry about issues of the membrane,” Bazant says. “This is something that can be a quantum leap in energy-storage technology.”
Possible boost for solar and wind energy
Low-cost energy storage has the potential to foster widespread use of renewable energy, such as solar and wind power. To date, such energy sources have been unreliable: Winds can be capricious, and cloudless days are never guaranteed. With cheap energy-storage technologies, renewable energy might be stored and then distributed via the electric grid at times of peak power demand.
“Energy storage is the key enabling technology for renewables,” Buie says. “Until you can make [energy storage] reliable and affordable, it doesn’t matter how cheap and efficient you can make wind and solar, because our grid can’t handle the intermittency of those renewable technologies.” By designing a flow battery without a membrane, Buie says the group was able to remove two large barriers to energy storage: cost and performance. Membranes are often the most costly component of a battery, and the most unreliable, as they can corrode with repeated exposure to certain reactants.
Braff built a prototype of a flow battery with a small channel between two electrodes. Through the channel, the group pumped liquid bromine over a graphite cathode and hydrobromic acid under a porous anode. At the same time, the researchers flowed hydrogen gas across the anode. The resulting reactions between hydrogen and bromine produced energy in the form of free electrons that can be discharged or released.
The researchers were also able to reverse the chemical reaction within the channel to capture electrons and store energy — a first for any membraneless design. In experiments, Braff and his colleagues operated the flow battery at room temperature over a range of flow rates and reactant concentrations. They found that the battery produced a maximum power density of 0.795 watts of stored energy per square centimeter.
More storage, less cost
In addition to conducting experiments, the researchers drew up a mathematical model to describe the chemical reactions in a hydrogen-bromine system. Their predictions from the model agreed with their experimental results — an outcome that Bazant sees as promising for the design of future iterations. “We have a design tool now that gives us confidence that as we try to scale up this system, we can make rational decisions about what the optimal system dimensions should be,” Bazant says. “We believe we can break records of power density with more engineering guided by the model.”
According to preliminary projections, Braff and his colleagues estimate that the membraneless flow battery may produce energy costing as little as $100 per kilowatt-hour — a goal that the U.S. Department of Energy has estimated would be economically attractive to utility companies. “You can do so much to make the grid more efficient if you can get to a cost point like that,” Braff says. “Most systems are easily an order of magnitude higher, and no one’s ever built anything at that price.”
This article is a repost, credit: Jennifer Chu, MIT News Office, http://web.mit.edu/press/.
The Ultimate Driving Machine in a new era of Individual Urban Mobility
BMW i3 Photo courtesy of BMW
Woodcliff Lake, N.J. – July 29, 2013… BMW today introduced the all-new BMW i3 electric car, constructed in a revolutionary way from next-generation materials. The BMW i3 will go on sale in the US market in the second quarter of 2014, and starts with a base MSRP of $41,350, before any federal or state incentives, and before Destination & Handling fee (currently $925).
Contents:
Highlights & Quick-References: The All-New BMW i3.
The Ultimate Driving Machine: Driving Dynamics Worthy of BMW.
The Future of Urban Mobility
Design. Aesthetic Appeal with Elegant, Renewable Interior.
Explore the Worlds (Vehicle Trim Levels).
BMW ConnectedDrive. Mobility services and new driver assistance.
360 Electric. Support and Convenience for Electric Mobility.
Safety: Always a true BMW.
1. Highlights: The All-New BMW i3:
BMW i3 Photo courtesy of BMW
The new all-electric BMW i3 is a landmark in BMW’s mission to provide a completely sustainable, electric vehicle that still stays true to the Ultimate Driving Machine moniker. The BMW i3 is the first product of the new BMW i sub-brand, and is a truly purpose built electric car. It’s a new era for electro mobility at BMW.
The vehicle concept behind the BMW i3 was designed from the outset to incorporate an all-electric drive system. This has numerous advantages over “conversion” vehicles, in which the original combustion engine is swapped for an electric motor. The engineers can design whatever works best, in terms of construction, dimensions and configuration of the electric drive system’s components. The car’s development is dictated by the characteristics designed into the car by the development team and not by the constraints imposed by a pre-existing vehicle design. For example, the space in a conversion vehicle set aside for the fuel tank or exhaust system cannot be used. In the BMW i3 there is no need for this kind of compromise.
This leads to the LifeDrive architecture concept, which was purpose-built specifically for the BMW i3. It is comprised of two modules; the Life Module, and the Drive Module. Think of the Life Module as the passenger cabin, or greenhouse. It is the first-ever mass produced Carbon Fiber Reinforced Plastic (CFRP) passenger cell in the automotive business, and is a big factor in the cars efficiency. Carbon Fiber Reinforced Plastic is equally as strong as steel, while being 50% lighter, and 30% lighter than aluminum. The result is an electric car that weighs about 2,700 lbs (preliminary US figures).
Due to the lightweight, high tensile strength of CFRP, the passenger cell has added protection, and the battery has less work to do, which allows for the use of a smaller, lighter battery that saves even more weight, reduces charging time and increases range. The light weight design of the Life Module also lowers the BMW i3’s center of gravity, making it a more engaging and dynamic car to drive.
The Drive Module, which is constructed out of 100% aluminum, consists of the 22-kWh, 450 lb. lithium-ion battery, electric drive train, MacPherson strut and 5-link rear suspension system and structural and crash components. The battery mounted in the rear, close to the drive wheels, gives impressive performance characteristics while also providing better traction.
Another benefit of the LifeDrive architecture concept is that there is no space-consuming transmission tunnel running through the center of the car, like in most internal combustion powered cars, because of the separate Drive Module. This gives the BMW i3 the interior space of the BMW 3 Series, while only having the footprint of the much smaller BMW 1 Series.
Even the vehicle’s key is sustainably manufactured. The source material of the new bio-polymer key is based on castor oil pressed from castor seeds. The owner’s manual is also made from renewable resources.
The interior is made using high quality renewable sources and recycled materials. The BMW i3 has the Next Premium interior, which blends sustainable resources with a premium feel for the same interior quality as the BMW 5 Series Sedan. 25% of the plastics in the interior and 25% of the thermoplastic parts on the exterior are made from either recycled materials or renewable sources.
According to studies carried out as part of BMW’s Project i, involving more than 1,000 participants and conducted over some 12.5 million miles, it was revealed that the average daily distance covered was around 30 miles. The BMW i3 will be able to travel 80 to 100 miles on a single charge. This can be increased by up to approximately 12% in ECO PRO mode and by the same amount again in ECO PRO+ mode. It is able to recharge in only 3 hours with the use of a 220V Level 2, 32-amp J1772 charger. The SAE DC Combo Fast Charging, which charges the BMW i3 up to 80% in 20 minutes, and 100% in 30, can be had as an option.
In order to reduce range anxiety, a rear-mounted 650cc, 34 hp, two-cylinder, gasoline-powered Range Extender generator is available, which roughly doubles the vehicle’s range. When the battery gets to a certain level, the Range Extender starts and maintains the battery’s current state of charge. The Range Extender never directly drives the vehicle’s wheels. The Range Extender adds roughly 330 lbs. to the vehicle curb weight and has a fuel capacity of 2.4 gallons.
Since 1999 according to the DOE, average gasoline prices in America have increased from approximately $1.136 to $3.618, or about a 218%. In the same time, the pricing of electricity has increased from 6.6 cents to 9.9 cents, a change of only 50%, making electricity a far more attractive commodity from a pricing standpoint.
BMW i3 Quick-Reference Highlights.
Pricing (before federal or local incentives) starts at $41,350; $45,200 for Range Extender model. Destination & Handling Fee not included.
On Sale: Q2 of 2014 in the USA.
BMW’s 360 Electric electro mobility services.
BMW i Remote app, which connects with the car.
BMW Navigation is standard.
BMW Intelligent Emergency Call (‘eCall”), Anti theft alarm and Rear Parking Distance Control are standard.
Driving.
170-hp, 184 lb-ft hybrid-synchronous electric motor with max. revs of 11,400 rpm.
80-100 mile real-world EV range.
22-kWh lithium-ion battery, which weighs 450 lbs.
650cc gasoline powered Range Extender optional; holds charge, doesn’t power wheels.
0-30mph in 3.5 seconds, 0-60mph in approximately 7.0 seconds (preliminary).
Top speed of 93 mph, electronically limited to preserve efficiency.
Ultra-tight turning radius (32.3 ft), which is ideal for city driving.
Macpherson strut front and 5-link rear suspension set up.
Single Pedal Driving Concept with Brake Energy Regeneration, which feeds power back into battery.
3 drive modes: Comfort, ECO PRO and ECO PRO+.
3 hour 220 V @32 amps charging time.
Optional SAE DC Combo Fast Charging allows for 80% charge in 20mins; 100% in 30 mins.
Chassis and Body.
Purpose built construction. World’s first mass-produced CFRP-constructed electric vehicle.
Built on innovative LifeDrive architecture composed of two parts: Life Module and Drive Module.
Life Module is essentially the cabin, constructed from Carbon Fiber Reinforced Plastic (CFRP).
Drive Module is where all of the powertrain components are housed.
Drive Module is made from 100% aluminum.
Magnesium cross-member for instrument panel saves 20% weight vs. steel.
BMW 1 Series external footprint with BMW 3 Series interior space.
Adaptive Full LED headlights and LED taillights (standard in US market).
Weighs in at roughly 2,700 lbs.
No space-consuming transmission tunnel dividing car’s interior.
Pillar-less design with rear coach doors allow for easy entry and exit to rear seats.
Driver-oriented super-ergonomic controls.
Three vehicle Worlds (trim levels): Mega (standard in US), Giga, and Tera.
Standard 19-inch light alloy wheels with unique 155/70 all-season tires. 20-inch light alloy wheels optional.
No transmission tunnel and low console allows for Slide-through Experience, which benefits urban driving by the ability to exit from the passenger side.
Sustainability.
Made with sustainable, renewable materials.
Instrument panel surround and door trim use fibers from Kenaf plant.
Carbon fiber reinforced plastic (CFRP) roof panel is made partially with recycled CFRP from manufacturing process of other components
25% of plastic used in interior comprised of recycled materials.
Dashboard wood trim crafted from responsibly-forested eucalyptus.
CFRP components are sustainably produced in Moses Lake, WA, USA, where the factory uses hydroelectric power.
The Leipzig, Germany assembly plant uses wind-generated electricity.
Olive-leaf extract is used to tan interior leather surfaces.
2. The Ultimate Drive Machine®.
BMW i3 Photo courtesy of BMW
BMW makes the Ultimate Driving Machine, and that holds true for the BMW i3. The hybrid synchronous electric motor, which weighs only 110 lbs., is developed and produced specially by the BMW Group for use in the BMW i3, with maximum revs of 11,400 rpm, generates an output of 170 hp and outputs maximum torque of 184 lb-ft on tap from the moment the car pulls away. That’s propels the 2,700 lb car from 0-30mph in 3.5 seconds, 0-60mph in approximately 7.2 seconds, and to an electronically limited top speed of 93 mph (preliminary USA figures). Much like engine braking with a manual transmission, but even more effective, the accelerator pedal also acts as a brake when the driver lifts off the accelerator.
The BMW i3 features Brake Energy Regeneration, which, when the driver lifts off, the motor acts as a generator and converts the kinetic energy into electricity, which is fed back into the battery for a range gain. This Regeneration is speed-sensitive, which means that the car “coasts” for added efficiency at high speeds, and generates the strong braking effect at lower speeds.
The BMW i3’s accelerator pedal has a distinct “neutral” position. Rather than switching straight to energy Regeneration when the driver eases off the accelerator, the electric motor uses zero torque control to separate from the drivetrain and deploy only the available kinetic energy for propulsion. In this mode, the BMW i3 cruises using virtually no energy at all. This is another way anticipatory driving can preserve energy and increase the car’s range.
The impressive electric motor, small turning circle of 32.3 feet, – a major benefit to driving in the city – BMW’s near-perfect 50-50 weight distribution, precise electric power steering and the stable suspension set-up help to make the i3 as satisfying to drive as every other BMW.
The BMW i3’s tires are a unique 155/70/19 size on 19-inch light-alloy wheels, but the contact patch is the same of that of a more conventional 16-inch tire. To improve efficiency, they have low rolling resistance, and the narrow section width is a key factor in the BMW i3’s super-tight turning radius.
The BMW i3 uses the BMW eDrive rear-wheel drive powertrain previously found on the BMW ActiveE. eDrive offers driving dynamics worthy of the Ultimate Driving Machine name and offers zero tailpipe emission driving. Beyond the traditional immediacy of response offered by electric motors when pulling away, power development in the BMW i3 also remains unbroken through higher speeds. Power is sent to the rear wheels through a single-speed transmission, allowing the BMW i3 to accelerate with an uninterrupted flow of power up to its top speed.
3. City Friendly: The Future of Urban Mobility.
The BMW i3 marks the introduction of a new type of megacity vehicle. Its small size allows it to easily maneuver and park on city streets, while the car’s short front and rear overhangs make parking in tight spaces much easier. Its sharp turning radius and nimble handling are the perfect match for city driving. In the front, the Slide Through Experience allows the driver to slide through the car and exit on the passenger side, to avoid exiting into a busy city street. This is made possible because of the absence of the transmission tunnel. The coach doors make getting into and out of the car much more practical by eliminating the B pillar and creating one large opening to enter and exit.
Not having to fill up on gas is a big advantage while living in the city due to the lack of gas stations. Since electricity is so readily available, recharging is possible almost anywhere, and practically gives the BMW i3 unlimited range due to being able to charge at any and every stop.
Emission-free driving is also a plus in the city. Cities are so congested with cars idling at red lights or stop and go traffic, so having a car that runs on electricity that doesn’t pollute is another way that the BMW i3 benefits the environment, and its owner.
On a similar note, the navigation system can take traffic conditions into consideration and help route around any areas of large congestion, which is a huge benefit when living in a city with a lot of traffic. It can help maximize efficiency and cut down commute times in order to save you time.
The same navigation system also remembers the owners driving style and can judge by that and the amount of charge left if a route is too long or if a recharge is necessary for the return journey.
4. Design: Aesthetic Appeal with Elegant, Renewable Interior.
The BMW i3 is stretching the definitive envelope of what a conventional car can be and how it should look. Its striking appearance is unique to the BMW i sub-brand while still remaining unmistakably a BMW.
Black Band.
The front end has a clear and simple design. BMW’s iconic kidney grilles headlines the front end with the BMW i blue background. Under the kidney grille, silver layers sculpt the front apron. Contrasting black surfaces identify the functional load compartment under the hood and air inlets. Aerodynamic Air Curtains give an aggressive appearance to the BMW i3, while also helping to increase the range by minimizing air resistance and drag. U-shaped, LED headlights, give a fresh take on the BMW light design and give the car character.
At the rear end, the large rear window gives great visibility and easy access to the trunk. The roof lines are optimized to give as much interior space as possible. The LED U-shaped taillights are housed in the rear window and appear to be floating there.
Stream flow.
The rear diffuser is the lowest point on the car and lends to its aerodynamics. Outlined in blue (not available with Solar Orange Metallic exterior color), the diffuser is shaped to show the BMW i3’s powerful stance.
Thanks to its LifeDrive architecture, the BMW i3 is a new canvas for BMW interior designers. There is no center tunnel taking up space, which creates an open, roomy cabin. The front and rear bench seats allow for easy movement inside the vehicle and even allow the driver to exit through the passenger door if necessary.
All driving controls are ergonomically placed for easy access to the driver. The instrument panel stretches through the whole interior from the air vents next to the steering wheel to just before the passenger door. It encompasses the radio and climate controls as well.The freestanding steering column is a distinctive element in the light interior. All of the driving controls, such as the instrument cluster, start/stop button and gear shift selector can be found there.
The interior, which is put together using a technique known as layering, – which is the utilization of space through the structuring of lines and surfaces into layers – features Next Premium. It is made of high quality renewable raw materials, in the name of sustainability. The driver’s seat is located in a semi-command driving position, set-up higher for a better view of the road. Certain parts of the instrument panel and door panels are made using southern Asia’s Kenaf plant natural fibers to save about 10% weight, while the interior leather is tanned using a natural process that uses olive leaf extract to provide protection against fading and wear while giving a unique look.
Using a magnesium supporting structure for the instrument panel saves weight in two ways. Superior material attributes over conventional sheet steel results in a weight reduction of 20%. Also, the high composite rigidity of the magnesium supporting structure allows a reduction in components and lowers weight by a further 10%.
The wood trim used in the dashboard is crafted from eucalyptus which is grown in Europe and certified as 100% sourced from responsible forestry. As the eucalyptus ages, it darkens and changes color. The location of the crafting was selected carefully to ensure short delivery routes to the production stages.
The Carbon Fiber Reinforced Plastic (CFRP), which is produced near Moses Lake, Washington, is made primarily with the use of hydroelectric power, harvested nearby. This is done to minimize the effect that BMW i3 production has on the environment. Since more than 10% of the carbon fiber needed to manufacture the BMW i3 is made from recycled materials, it is another way the BMW i3 is completely sustainable. The roof is made of CFRP scraps to help recycle left over material from other parts.
5. Explore the World: Vehicle Trim Levels.
Due to the unfamiliarity of electric mobility technology in the United States, buying an EV can be a daunting experience for the average customer. BMW sought to make this process as simple as possible in the new BMW i3. The BMW i3 comes in three different worlds: Mega, Giga and Tera, all of which come equipped with a very high level of standard equipment.
The base Mega World comes standard with 19-inch extra-efficient forged aluminum wheels, BMW Navigation, BMW ConnectedDrive with eCall, the BMW i Remote, an alarm, 7.4 kW on board charger and LED headlights, DRLs and tail lights. The interior is donned in bright, lightweight Sensatec and sustainable cloth, which is made from recycled materials. It also features a leather trimmed steering wheel and grained dash trim.
The next level, Giga World, has all the features of the Mega World but with the addition of distinct Giga-specific 19-inch wheels and an interior wrapped in leather and wool cloth. A universal garage door opener is included for easy access to the i3’s BMW i Charging Station, which is usually mounted in the garage. It also has Comfort Access, a sunroof, and satellite radio. The leather-trimmed steering wears contrasting stitching to give a classy, sporty look.
The top-of-the-line Tera World, adds unique 19-inch wheels, a luxurious full leather, olive leaf-tanned interior, with textile accents and contrasting stitching, and anthracite floors mats.
Available for every world is the Technology and Driving assist, and the Parking assist packages. The Technology and Driving Assist package adds a host of convenience and safety technologies to the BMW i3. It includes the wide-screen Navigation Professional with advanced real-time traffic and the new touch pad, Traffic Jam Assist, BMW Assist with Enhanced Bluetooth and USB with BMW Apps, Online Information services, Deceleration Assistant, ACC Stop & Go, Speed Limit info, BMW ConnectedDrive services, Forward Collision Warning, Pedestrian Protection and City Collision Mitigation. The Parking Assist package is ideal for living in the city and includes a rearview camera, Park Assistant, which helps take advantage of tight parallel parking opportunities, and Front Auto Park Distance Control.
The BMW i3 full options list for USA will be released Fall 2013.
6. BMW ConnectedDrive. Mobility services and new driver assistance systems.
BMW ConnectedDrive is the interface between the customer, their car, 360 Electric, and the Premium Mobility Service. Connected mobility is the embodiment of an individual, sustainable, efficient and convenient form of urban mobility. It is a crucial part of the BMW i and urban lifestyle.
An embedded SIM card in the BMW i3 is the key that unlocks the BMW ConnectedDrive services, available to the new electric model. A feature of BMW ConnectedDrive is BMW i Navigation, which can search for a nearby charging station, which should give the driver piece of mind, knowing that there is a station nearby. It can also give a real world range estimate and visualization of the estimate with the SpiderMap, Real Time Traffic Information and plan a route that avoids the traffic as best as possible.
The customer has access to personal assistance from a BMW ConnectedDrive agent at any time of the day or night. Concierge Service can help answer almost any of the driver’s questions. They can recommend restaurants, give information on destinations or guide the driver to the nearest charging station, among other things.
In the unfortunate situation when an accident occurs, Intelligent Emergency Call (“eCall”) sends information like location, number of front-seat occupants, and even crash severity data to the BMW ConnectedDrive Call Center, which quickly informs the appropriate 911-dispatch center.
BMW ConnectedDrive can also connect directly with your iPhone with an original Apple cable that connects to the car and built-in BMW Apps.
The optionally available Driving Assistant Plus for the BMW i3 comprises Collision Warning with brake priming function, which is activated at speeds up to about 35 mph (60 km/h) and is able to respond to both moving and stationary vehicles ahead, as well as to pedestrians. It also comes with Active Cruise Control including Stop & Go function. In addition to visual and audible warnings, the system is capable of braking the vehicle by itself, if required, with up to maximum stopping power. The Parking Assistant can also be found on the option list and performs the steering maneuvers at the same time as controlling accelerator, brake and gear selection, enabling fully automated parallel parking. Another handy optional extra is the Traffic Jam Assistant that allows drivers to delegate the tasks of pulling away, braking and steering to keep the vehicle in lane. Meanwhile, the Speed Limit Info system is also offered.
7. 360 Electric: Support and Convenience for Electric Mobility.
Electric cars differ drastically from their gas-powered counterparts, and the 360 Electric features further that differential. All of the 360 Electric features help to ensure convenient electro mobility in most situations.
If the BMW i3 buyer has a private parking space at their home, BMW i will offer a home charging station, which includes a BMW i charging station for convenient charging. They will even send a representative to install it to any specific need. 360 Electric will also help with public charging by locating the nearest station.
As part of 360 Electric, the BMW i Remote app links to your car and can monitor its battery level, charging status and other charging-related functions, such as heating and air conditioning. The app can also give the cars location, lock or unlock the doors, honk the horn, or flash the lights.
Before driving away in the BMW i3, it is recommended to precondition that battery to the preferred operating temperature of between 60 – 70 degrees Fahrenheit to optimize range. Battery temperature may be monitored through the iDrive system. The battery liquid cooling system keeps the battery at the ideal operating temperature which increases performance and life expectancy. Battery condition is controlled and operated in harmony by the intelligent energy management system. This, combined with Brake Energy Regeneration system extends the vehicle’s range while enhancing its performance.
The Range Assistant is engaged both for route planning and during journeys already under way. Topographical mapping technology helps find the most efficient route to your destination by calculating distance, elevation and other factors, in order to get the best range from your BMW i3. If the destination is beyond the cars range, it can suggest switching to ECO PRO or ECO PRO+ to get more from the battery’s charge.
In the unlikely circumstance of a breakdown, the BMW Assist Safety Plan provides contact with a Response Specialist at the touch of a button.
BMW Assist also introduces Navigation services specially-developed to enhance electric mobility alongside familiar features including the Concierge Services information facility and the intelligent BMW Assist eCall. Moreover, drivers may use the BMW i Remote app to share information with their car using a smartphone. The pedestrian navigation function guides the driver from parking place to their final destination and back.
8. Safety: Always a true BMW.
From an efficiency standpoint, the body of the BMW i3 needs to be not only strong but, above all, light. However, from a safety point of view, it has to be not only light but, above all, strong. This apparent conflict of interests highlights the engineers’ pioneering work in developing the vehicle architecture of the BMW i3. Here, there is no contradiction between lightweight construction and safety. Quite the opposite, in fact: the LifeDrive concept of the BMW i3, with its combination of aluminum and carbon-fiber-reinforced plastic (CFRP), is on a par with other structures and even performs better in some areas of crash testing despite its lightweight design. The use of CFRP essentially allows the construction of extremely lightweight bodies. Moreover, CFRP possesses an impressive ability to absorb energy and is extremely damage-tolerant. CFRP is the lightest material that can be used in the construction of car bodies without compromising on safety.
The LifeDrive concept is based around two horizontally separate independent modules. The Drive module – the aluminum chassis – gives the car its high-strength foundations and integrates the battery and drive system into a single structure. The Life module, meanwhile, consists principally of a high-strength and extremely lightweight passenger compartment made from CFRP. With this innovative concept, the BMW Group takes the combination of lightweight design, vehicle architecture and crash safety to an entirely new dimension.
LifeDrive module offers tremendous safety.
The crash requirements in automotive manufacture are very strict. Numerous impact criteria stipulated by the stringent guidelines of global consumer protection organizations and legislators have to be taken into account. During the development of the BMW i3 concept, there was close consultation with the international crash test institutes on the innovative car body and safety concept of the BMW i models.
The high-strength passenger compartment teams up with the intelligent distribution of forces within the LifeDrive module to provide the cornerstones for optimum occupant protection. Even after the structurally-debilitating offset front crash at 64 km/h (40 mph), the extremely rigid material maintains an intact survival space for passengers. The crash-activated aluminum structures at the front and rear end of the Drive module provide additional safety, so that less body deformation occurs compared with comparable steel bodies. Furthermore, the “cocoon effect” of the CFRP car body ensures that the doors can be opened without any problem and the interior remains largely free of any intrusions.
Even rescue scenarios have been worked through and checked. In standard cutting tests, the process of rescuing occupants from a BMW i3 involved in an accident was comparable to that for a conventional vehicle. In some respects, indeed, it was more straightforward since the lighter components can be more easily cut than high-strength steels, for example.
Impressive rigidity, combined with its ability to absorb an enormous amount of energy, makes CFRP extremely damage-tolerant. Even at high impact speeds it displays barely any deformation. As in a Formula One cockpit, this exceptionally stiff material provides an extremely strong survival space. Furthermore, the body remains intact in a front or rear-on impact, and the doors still open without a problem after a crash.
In its dry, resin-free state CFRP can be worked almost like a textile, and as such allows a high degree of flexibility in how it is shaped. The composite only gains its rigid, final form after the resin injected into the lattice has hardened. This makes it at least as durable as steel, but it is much more lightweight.
The high tear resistance along the length of the fibers also allows CFRP components to be given a high-strength design by following their direction of loading. To this end, the fibers are arranged within the component according to their load characteristics. By overlaying the fiber alignment, components can also be strengthened against load in several different directions. In this way, the components can be given a significantly more efficient and effective design than is possible with any other material that is equally durable in all directions – such as metal. This, in turn, allows further reductions in terms of both material use and weight, leading to another new wave of savings potential. The lower accelerated mass in the event of a crash means that energy-absorbing structures can be scaled back, cutting the weight of the vehicle.
Superior protection in a side impact.
The ability of CFRP to absorb energy is truly extraordinary. Pole impacts and side-on collisions both highlight the impressive safety-enhancing properties of CFRP. Despite the heavy, in some cases concentrated forces, the material barely sustains a dent, and passengers enjoy nearly unbeatable protection. All of which makes CFRP perfectly suited for use in a vehicle’s flanks, where every centimeter of undamaged interior is invaluable. However, there are limits to what CFRP can endure. If the forces applied go beyond the limits of the material’s strength, the composite of fibers breaks up into its individual components in a controlled process.
In the Euro NCAP side impact test, in which a pole strikes the side of the vehicle dead-center at 32 km/h (20 mph), the carbon fiber composite also demonstrates its extraordinary energy-absorbing capacity. The Life module absorbs the entire impact with minimal deformation, guaranteeing optimum passenger protection. Even as CFRP dissipates energy, danger to passengers or other road users is substantially mitigated.
The best of both worlds: combining aluminum and CFRP.
The new Drive module has also been carefully designed and structured with these exacting crash requirements in mind. Crash-active aluminum structures in the front and rear sections of the vehicle provide additional safety. In a front or rear-on collision, these absorb a large proportion of the energy generated. The battery, meanwhile, is mounted in the underbody section of the car to give it the best possible degree of protection. Statistically, this is the area that absorbs the least energy in the event of a crash, and the vehicle shows barely any deformation here as a result. Moreover, positioning the battery in the underbody allows the BMW Group development engineers to give the vehicle an ideal low center of gravity, which makes it extremely agile and unlikely to roll over.
The high-voltage battery also benefits from the excellent deformation properties of the CFRP Life module. In the side crash test, the pole does not penetrate as far as the battery. The mix of materials used and the intelligent power distribution in the LifeDrive module ensure that the high-voltage battery is optimally protected even in the side sill area.
All in all, the high-strength CFRP passenger cell teams up with the intelligent distribution of forces in the LifeDrive module to lay the foundations for optimum occupant protection.
Post-crash notification.
In the unfortunate situation when an accident occurs, Intelligent Emergency Call (“eCall”) sends information like location, number of front-seat occupants, and even crash severity data to the BMW ConnectedDrive Call Center, which quickly informs the appropriate 911-dispatch center.
Lithium-ion batteries are safe even in the event of a fire.
Safety is a key criterion in the development of the BMW i models. A range of systems and measures have been implemented in the vehicle that ensure safety in normal operation and in the event of accidental fires. The high-voltage system is designed to cope with accidents beyond the legal requirements, with the high-voltage battery including features that ensure its safe reaction even in situations such as this.
The latest series of tests conducted by the renowned DEKRA E-Mobility Competence Center were extremely extensive – ranging from how a car might catch fire, how the flames might spread and what would be required to extinguish the fire, to the pollution caused by run-off of the water used for fighting the fire. The experts concluded that electric and hybrid cars with lithium-ion drive system batteries are at least as safe as vehicles with conventional drive systems in the event of fire.
To ensure maximum safety in such a crash scenario, the high-voltage battery is disconnected from the high-voltage system and the connected components discharged when the passenger restraint systems are triggered. This safely prevents the possibility of a short circuit, which could lead to electric shocks or cause a fire.
BMW Group In America
BMW of North America, LLC has been present in the United States since 1975. Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003. The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and the Rolls-Royce brand of Motor Cars; DesignworksUSA, a strategic design consultancy in California; a technology office in Silicon Valley and various other operations throughout the country. BMW Manufacturing Co., LLC in South Carolina is part of BMW Group’s global manufacturing network and is the exclusive manufacturing plant for all X5 and X3 Sports Activity Vehicles and X6 Sports Activity Coupes. The BMW Group sales organization is represented in the U.S. through networks of 338 BMW passenger car and BMW Sports Activity Vehicle centers, 139 BMW motorcycle retailers, 119 MINI passenger car dealers, and 34 Rolls-Royce Motor Car dealers. BMW (US) Holding Corp., the BMW Group’s sales headquarters for North America, is located in Woodcliff Lake, New Jersey.
Electric smart leads the field with 983 registrations in the first half year
Unit sales increased by around 80 percent compared to the same period last year
Mercedes-Benz and smart have the world’s widest range of locally emission-free models on the road
Mercedes-Benz and smart: market leader with the widest range of locally emission-free vehicles on the road. Photo courtesy of Daimler
In 2013 Daimler AG is once again asserting its market leadership in electric cars in Germany. In the first half of 2013 the electrically powered models from Mercedes-Benz and smart achieved a market share of 42 percent. The absolute leader is the electric smart, which heads the registration list for electric cars with 983 units and a market share of 40 percent. Compared to the previous year, the company has therefore increased its unit sales of electrically powered models in Germany by around 80 percent.
Photo courtesy of Daimler
Prof. Dr. Thomas Weber, Member of the Board of Management of Daimler AG, responsible for Group Research and Mercedes-Benz Cars Development: “For us, the future of mobility has long centered on electrification. With a total of nine locally emission-free vehicles with battery or fuel cell power, Daimler AG already has the widest range of electric vehicles on the road. We are very pleased that our German competitors are bringing even more impetus to electric mobility with their own first electric vehicles.”
smart – trailblazer in electric mobility
Now an electrically powered automotive icon, the smart fortwo electric drive has been making its mark on roads around the world with its locally emission-free drive system since as far back as 2007. With a lively 35-55 kW, a top speed of 125 km/h and a range of 145 km, it is the perfect companion for practically any mobility scenario in the city. According to the recent findings of one motoring magazine, it is also the best performer among electric vehicles in terms of operating costs. Customer feedback speaks for itself:
93 percent of all E-smart drivers unreservedly recommend the vehicle. Since 2012 the electrically powered two-seater has been out and about on Germany’s roads with absolutely zero emissions: coinciding with the start of series production of the third model generation, Daimler AG took a wind turbine into operation. Its nominal output of 2.3 megawatts per year is sufficient to generate sustainable electric power for all the smart fortwo electric drive cars sold in Germany.
The variant of the electric drive modified by the vehicle tuner BRABUS brings even more dynamism into the electric smart world. Thanks to a higher output of 60 kW, maximum torque of 135 Nm and a maximum speed of 130 km/h, the two-seater zips along even more enthusiastically. Acceleration from zero to 60 km/h takes just 4.4 seconds, and the speedometer shows 100 km/h after 10.2 seconds.
Electric mobility on two wheels completes the electric portfolio of the smart brand. A 250-watt hub motor by Bionx at the rear wheel assists the rider of the smart ebike up to a speed of 25 km/h. The energy for a range of up to 100 kilometres is stored by a 423 Wh lithium-ion battery. As a recipient of the coveted “Red Dot Design Award”, the smart ebike is available for as little as € 2,849. While the rider of the ebike has to operate the pedals, the next two-wheeled product from smart requires no muscle power at all: the smart scooter.
Locally emission-free with the Mercedes star
This year the latest addition to the Mercedes E-model range has celebrated its world premiere in the USA. Due to be launched from 2014, the B-Class Electric Drive impresses with locally emission-free driving pleasure and no compromises, plus the usual high Mercedes standard of safety and comfort for up to five occupants. The B-Class Electric Drive generates a peak output of over 100 kW and, with acceleration from zero to 100 km/h in under ten seconds, demonstrates that electrically powered vehicles are by no means “slouches”, but on the contrary capable of dynamic performance. Its top speed is 160 km/h, the operating range around 200 kilometres.
The sheer fascination of E-mobility is embodied by the Mercedes-Benz SLS AMG Coupé Electric Drive. Presented at the 2012 Paris Motor Show as a limited series production version, the world’s most powerful electric super-sports car can now be ordered by customers and continues to impress, not least with its outstanding performance figures: an output of 552 kW, maximum torque of 1,000 Nm which is available right from the start as in all electric models, and acceleration from zero to 100 km/h in 3.9 seconds. It has a range of around 250 kilometres. This super sports car achieved a lap time of 7:56.234 minutes on the North Loop of the Nürburgring, setting a record in its class. The SLS AMG Coupé Electric Drive is available for € 416,500.
As a pioneer in the field of fuel cell technology, Daimler AG produced the first of around 200 examples of the B-Class F-CELL (100 kW/136 hp, range 380 kilometres, top speed 170 km/h) in Rastatt back in 2009. During the Mercedes-Benz F-CELL World Drive 2011, the technology impressively demonstrated its high level of maturity over more than 30,000 kilometres around the globe. Since the presentation of the first prototype in 1994, the company remains committed to this high-potential technology on the road to sustainable mobility. The partnership with Ford and Nissan further underscores the company’s determination to bring the technology to market. From 2017 the first competitive series production models with fuel cell power are to be available on a broad basis.
Hybrid drive for the E- and S-Class
Suitably configured hybrid models round off the range of electric drive systems from Mercedes-Benz. In the case of the E 300 BlueTEC HYBRID, which combines a four-cylinder diesel engine (150 kW/204 hp) with an electric motor (20 kW/27 hp), fuel consumption is just 4.1 l/100 km, corresponding to CO2 emissions of 107 g/km. These figures secure a top position in this segment for the E-hybrid. Moreover, the recent findings of one motoring magazine confirm that it has the most favourable operating costs. In combination with the optional 80-litre fuel tank, and if the advantages of its hybrid drive are consistently exploited, the E 300 BlueTEC HYBRID can achieve an operating range of 1,900 kilometres, so completely redefining the concept of a long-distance vehicle. In markets where the diesel engine is of lesser importance, the E-Class is available with petrol hybrid drive. The Mercedes-Benz hybrid system is modular and scalable in design, and can be applied to numerous model series. In the coming years, in line with the timing of new model introductions, there will be numerous new hybrid models. The modular hybrid system also shows its strengths in conjunction with the different drive systems. In-line four-cylinder engines (petrol and diesel) can be hybridised just as well as e.g. a V6 petrol engine.
The new S-Class demonstrates how luxury and sustainability can be combined at a previously unprecedented level. Apart from fuel-optimised petrol and diesel models, hybrid and plug-in hybrid models are available. Joining the S400 Hybrid, the S 300 BlueTEC HYBRID will be launched next year as the first car in the luxury segment to offer a fuel consumption level of under five litres per 100 kilometres. Also in the coming year, the S 500 PLUG-IN HYBRID will set new standards in the luxury class with a fuel consumption of less than four litres per 100 km. While the S 400 HYBRID meets the criteria for efficiency class A, the S 300 BlueTEC HYBRID is the only luxury saloon to be classified as A+.
Electric drive also for commercial vehicles
In addition to passenger cars, Mercedes-Benz also offers a range of electrically powered commercial vehicles. Series production of the Vito E-CELL, for example, commenced as early as 2010. The electrically powered Vito is now available in 15 European countries. The van is powered by a 60 kW electric motor (maximum torque 280 Nm). The lithium-ion batteries with a capacity of 36 Kwh are located beneath the load compartment floor so that load capacity is not restricted and a maximum payload of 850 kilograms is possible. A top speed that is limited to 89 km/h allows a range of 130 kilometres. The Fuso Canter E-CELL is also part of Daimler’s electric vehicle portfolio. It is powered by a 70 kW electric motor and has a range of 120 kilometres. The award-winning, emission-free Mercedes-Benz Citaro FuelCELL Hybrid city bus, which has been servicing urban public transport networks in European cities since 2011, also demonstrates that fuel cell technology is suitable for use in large vehicles. Freightliner in the USA offers the Custom Chassis MT E-CELL All Electric.
