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Isn’t It IONIQ…BEV And E-GMP Hyundai IONIQ5 On The Way

Hyundai have given to the world two more new automotive acronyms. BEV (battery electric vehicles) and E-GMP (Electric-Global Modular Platform) are attached to the new IONIQ5. Classed as a mid-sized SUV, it’s due in Australia sometime in Q3 (July to September) 2021.

The IONIQ 5 will have two battery pack options, either 58 kWh or 72.6 kWh, and two electric motor layouts, either with a rear motor only or with both front and rear motors. All PE variations provide outstanding range and deliver a top speed of 185 km/h.

The E-GMP platform sees Hyundai exploring design and engineering boundaries, with the base platform here providing a wheelbase of 3,000mm (100mm more than Palisade) inside an overall length of 4,635mm. The battery pack is expected to provide a driving range of up to 470km. A pair of motors will propel the IONIQ5 to 100kph in just over five seconds thanks to 225kW and 605Nm in all wheel drive mode when using the Long Range Battery. Go to the standard battery and there’s an expected 0-100 time of 6.1 seconds.

A key feature of the BEV is the ultra-fast charging, with 10% to 80% in 18 minutes of charge, and the platform will support 400V and 800V infrastructure. This also enables a range of 100km in five minutes worth of charging. A feature growing in stature, the ability to output charge, is also aboard. IONIQ 5 also provides an innovative V2L function, which allows customers to freely use or charge any electric devices, such as electric bicycles, scooters or camping equipment, serving as a charger on wheels with up to 3.6kW of power using what Hyundai called the V2L (Vehicle To Load) function. The port to connect and output will be placed under the second row seats. An external port is also fitted and can charge other devices whilst the IONIQ5 is powered down.

Thomas Schemera, Executive Vice President and Global Chief Marketing Officer, said: “IONIQ 5 will accommodate lifestyles without limits, proactively caring for customers’ needs throughout their journey. It is truly the first electric vehicle to provide a new experience with its innovative use of interior space and advanced technologies.”

Hyundai says the IONIQ5’s exterior heralds a new chapter in their design, with the vehicle equipped with Hyundai’s first clamshell hood which minimises panel gaps for optimal aerodynamics. The front bumper is defined by an eye-catching V-shape incorporating distinctive DRLs that provide an unmistakable light signature which is a bespoke IONIQ5 look. These small pixel-like clusters also appear at the rear of the vehicle. Colour choices will have nine for the exterior, three inside. Obsidian Black and Dark Pebble Gray/Dove Gray, while the optional colour pack offers Dark Teal/Dove Gray.

There are auto-retracting door handles that will provide a styling for a clean surface look, which also will increase aerodynamic efficiency. A distinctive C-pillar, derived and inspired from a previous EV concept, identifies the IONIQ5 from a distance.

Hyundai has a design brief they’ve termed Parametric Pixel and this is seen in the 20 inch diameter aero wheels. SangYup Lee, Senior Vice President and Head of Hyundai Global Design Centre, says: “A new mobility experience for the next generation – this was the mission from the first day we began this project, to look ahead towards the horizon, but stay fundamentally Hyundai,” said . “IONIQ 5 is the new definition of timeless, providing a common thread linking our past to the present and future.”

The interior has a “Living Space” theme which shows a movable centre console, the Universal island, with a travel of 140mm. Batteries are located in the floor, making for a flat surface and aiding interior space. The powered front seats have been reduced in thickness for better rear seat space. It’s a “green”car, with eco-friendly, sustainably sourced materials, such as recycled PET bottles, plant-based (bio PET) yarns and natural wool yarns, eco-processed leather with plant-based extracts, and bio paint with plant extracts used in areas such as the seats, door trim, headlining, and floor.

Interior design sees 531L of cargo space at the rear, with nearly 1,600L on offer with the second row seats folded. A front cargo area, or as it’s known, a “frunk” (front trunk).

With Remote Charging, IONIQ 5 drivers can start and stop charging with the push of a button on their smartphone app. During colder months, Remote Climate Control allows users to schedule pre-heating of IONIQ 5 while it is connected to an external power source. Not only does this ensure comfort for occupants during the drive, but it also saves battery power that would otherwise be needed to heat the vehicle on the road.

IONIQ 5’s Dynamic Voice Recognition system accepts simple voice commands to conveniently control cabin A/C, radio, hatch opening/closing, heated steering wheel, heated/cooled seats and other functions. The system can also assist with various points of interest (POI), weather status and stock market data updates.

IONIQ 5 also features a premium Bose sound system. Its eight speakers, including a subwoofer, are strategically placed throughout the vehicle for a high-quality listening experience.

IONIQ 5 will be available in selected regions starting in the first half of 2021, with Australia set to launch in Q3 2021.

Japan’s Automotive Brilliance

Tokyo, Japan

You can’t go anywhere around Australia without noticing just how many Japanese made vehicles are motoring around our roads (and off them).  Since the 1960s, Japan has been among the top 3 automotive manufacturers in the world.  The country is home to a number of motor companies, and you’ll be familiar with them: Toyota, Honda, Nissan, Mitsubishi, Suzuki, Subaru, Isuzu.  There are, of course, more than these mainstream manufacturers.  Japan has around 78 car-manufacturing factories in 22 regions, and these employ over 5.5 million people (more than the entire population of New Zealand).

The strong competition that is happening on a global scale in the automotive industry has forced the manufacturers to come up with a new model design every four to five years.  Along with the new models, new innovative designs and new technologies are presented and used by the automakers in their new vehicles.  Automotive manufacturing is the prominent manufacturing type in Japan, which takes up 89% of the country’s manufacturing sector.  A large amount of time and money are invested into developing and improving the automotive manufacturing process, which, in turn, increases the quality and efficiency of their manufactured automotive products.

Some of the brilliant new developments from Japan automobile manufacturers have led to distinct and innovative new designs for current and future automobiles.  In order to control the market dependency on fuels, and in order to design vehicles that are more fuel-efficient, Japanese automakers have invested and built hybrid vehicles and fuel-cell vehicles.

The ideology and popularity of environmentally friendly vehicles is creating a wave of global interest and demand for these sorts of vehicles.  More and more automakers around the globe are focusing on creating the types of vehicles that are friendlier on the environment to their production line.  Japan’s automotive manufacturers are leaders in this field.  Japanese innovations in these technology sectors include autonomous taxi services and airport transportation, high-definition maps and open-source software modules for autonomous vehicles, advanced hydrogen fuel cell and alternating-current battery technology, and silicon carbide (SiC) semiconductor films for EV power electronics.  Japanese companies have been developing hydrogen fuel cell technology, which is projected to reach a market size of approximately $43 billion by 2026, growing at a CAGR of 66.9% from 2019 to 2026.  Japan’s prowess in creating autonomous vehicles and their resulting cutting edge safety features puts them well ahead of the game.

An electric vehicle is an automobile that produces power from electrical energy stored in batteries instead of from the burning of fossil fuels.  Top automakers such as Toyota, Honda, and Nissan are already class leaders.

Hybrid vehicles use two or more distinct power sources to move the car.  Typically, electric motors combine with traditional internal combustion engines to produce power. Hybrid vehicles are highly fuel efficient.  Again, Japan’s Toyota motor company is one of the automotive industry leaders in hybrid vehicle research and production – with the Toyota  Prius model leading the way.  Hybrid variants are available on many of Toyota’s collection of new vehicles.

A Fuel Cell Vehicle is equipped with a “Fuel Cell” in which electricity is generated through the chemical reaction between hydrogen and oxygen.  This chemical reaction provides the source of power to the motor.  Fuel cell systems operate by compressing hydrogen made from natural gas and gasoline, which is then converted to hydrogen by on-board systems.  Toyota’s latest fuel cell vehicle, the Mirai II, is sold in Japan.  The Mirai II uses a Hydrogen Electrochemical fuel cell that creates 130 kW.  The electric motor that is powered by the fuel cell produces 136 kW and 300 Nm.  It’s very stylish, too.

Toyota Mirai II

Driving the Hours of Darkness

One of my favourite times for driving is at night or in the early morning; and by early morning I mean well before ‘sparrow’s fart’.  The roads are mostly empty and everything is quiet and serene.  It is possible to travel during the hours of darkness and quite quickly cover the ground.  Here are some definite advantages of travelling by night, with a few of the disadvantages thrown in as well.

First of all there is nothing quite like the fresh, cool air that you get during nightfall.  A lot of the wildlife has settled for the night and the night air has a pristine smell that I love.  When you get out and stretch and take a break during the night drive, the air is always satisfying and refreshing – but just as long as it’s not a frog strangling gulley washer!  You can hear the silence with only the odd chirp or bark, squeak or rustle of wind filling the air.  Just after midnight, the roads are mostly empty and it can be an ideal time to drive.  You will get the odd long haul truck unit doing the intercity run, but on the whole, I find driving at night to be pretty relaxing.

Who doesn’t like getting places faster?  At night, driving with very few other vehicles on the road means that you can keep up a steadier speed at higher velocity which allows you to cover the ground in a shorter amount of time.  You can hit the speed limit and stay at it for longer.  This is a win-win because it also links in with fuel efficiency, which I’ll touch on later.

Not having the sun about means the night air is cooler, which is a phenomenon that’s rather nice in a hot sunny country by-day – like it is in Australia.  Your air-conditioning requirements are not quite so demanding, therefore avoiding the need to pump through gallons of cool fresh air at maximum levels in order to keep cool inside the car.  You also have less heat streaming in through the closed windows and onto your skin, another nice feature about night driving.  Sun strike is not a problem, either.

If you are getting from A to B quicker at night, then it is obvious that the lack of traffic will mean that the drive will be more fuel efficient.  Because there are fewer cars on the road, your speed is even and you avoid the stop and go motion of other cars around you.  There actions and choices slow you down, and the more of these the slower you go as they the weave in and out of your lane and generally make life more stressful. Because you’re avoiding other cars by travelling at night, you are going to get better fuel efficiency.  A steady higher speed is good for economy.  Putting a lighter load on the air-conditioning system by driving at night in the cooler air is also good for fuel economy.  More economic, cooler, more relaxed, quicker and more fuel efficient at night: now who doesn’t like that?

When you do need to refuel at a gas station, getting fuel at night is a breeze, with nobody around other than the sleepy cashier.  And there are even no cashiers at card-only fuel stations.

As with most things, there can be a downside to night driving.  Yes, you could get sleepy when driving during the hours that you’re normally in bed.  Not many shops open; and should you want to stop for a sleep, then most motels are closed up by 9/10 pm.  Kangaroos and other larger creatures still wander, shuffle or bounce onto the road from seemingly out of nowhere in the dark.  They can even do this in daylight, mind you…

Driving at night is/or can be fun and enjoyable.  I personally enjoy it but realise that it’s not for everyone.  After I have done a long haul at night, I do tend to take things pretty cruisy the next day, while ensuring I get a great night’s sleep the following night.  I sense a few roadies coming on; it is the festive season, after all.

BEV & E-GMP Are The Way Forward: Hyundai.

In a major step forward in the electric car industry, Hyundai Motor Group has unveiled its new Electric-Global Modular Platform or E-GMP. It will produce a BEV or Battery Electric Vehicle in a dedicated move to create a core platform to develop the technology.To be launched in 2021, the program will form the basis for Hyundai’s next Ioniq, a dedicated BEV from Kia, and potentially other models for the brands. E-GMP is intended to be a bespoke platform for the company’s BEV range, having benefits such as increased development flexibility, powerful driving performance, increased driving range, strengthened safety features, and more interior space for occupants and luggage.

Driving performance will allow a sport-oriented model to achieve sub-four second 100kph times, whilst the platform can accommodate SUVs, sedans, or Crossover Urban Vehicles. By using a system called modularisation, it makes for better building and cost amortisation. The chassis design can be shrunk or stretched to accommodate the battery placement and therefore ensure weight distribution is always as appropriate as possible. A five-link rear suspension system, which is typically used for mid and large sized vehicle segments, and the world’s first integrated drive axle (IDA), which combines wheel bearings with the drive shaft to transmit power to the wheels, enhance ride comfort and handling stability.

The structure will be ultra-high strength steel for rigidity, with hot-stamped steel parts adding to the torsional strength. Energy absorption can then be designed into the structure as needed. This includes the front of the chassis where the A-pillar can deform to spread energy from an impact and thereby diverting kinetic energy from the floor mounted battery and front engine.
Short overhangs maximise interior packaging, and assisted by the flat battery floor, means any vehicle can be tweaked to suit a specific use target. this could include seating layout and positioning for leg room.

Drive will come from an integrated, single module, unit, which is able to raise the rotational speed by up to 70% over existing units. The module is comprised of a motor, EV transmission, and an inverter. A smaller size means less weight and yet efficiency isn’t compromised.

“Today our front-wheel driven Hyundai and Kia BEVs are already among the most efficient ones in their segments.” said Albert Biermann, President and Head of R&D Division for Hyundai Motor Group. “With our rear-wheel driven based E-GMP, we are extending our technological leadership into segments where customers demand excellent driving dynamics and outstanding efficiency.”

Fayez Abdul Rahman, Senior Vice President of Vehicle Architecture Development Center for Hyundai Motor Group: “E-GMP is the culmination of years of research and development and brings together our most cutting-edge technologies. Our BEV line-up will evolve and be strengthened by this innovative new platform.”

Extra cooling has allowed Hyundai to redevelop their battery system. It is denser and more compact, with up to 10% more density in comparison to what is currently available. Linked to the engine unit is the inverter power module that uses Silicon Carbide material. This enhances efficiency by two to three percent and then allow a range extension from that battery of up to 5%. The battery module itself will be a standardised model, with a pouch-type cell structure that can be tailored as per design specification.

Drive itself will be predominantly rear wheel oriented. All wheel drive configuration on the E-GMP platform will be available. Hyundai will employ a EV transmission disconnector that “talks” to the front motor if fitted, and can switch, on the fly, between two and all wheel drive.As charge point infrastructure changes, Hyundai has future-proofed with an investment in a European based network, IONITY. The name also fits the IONIQ branding for Hyundai’s current EV range. IONITY currently offer 308 high power charge points that can charge at up to 350kW. There are 51 extra stations under construction with a view to offering 400 points by 2022.

E-GMP bring some forward looking tech. Charging at 800V is standard, with a switch to 400V available if necessary. The system has a patent on the technology as there are no additional equipment requirements to “step down” or “step up” the charge. A fully charged battery can provide over 500km of range, and can charge to 80% in just 18 minutes and in five minutes provide up to 100km of range.

There is also a new ICCU, or Integrated Charging Control Unit. This brings what is called V2L, or Vehicle To Load. Instead of a single path, being from a charge source to the BEV, a E-GMP vehicle can discharge to another electricity requiring source from 110V to 220V including another EV. Maximum output is rated as 3.5kW which Hyundai says could power a 55-inch TV for up to 24 hours.

Sibling company Kia is also part of the program, employing its “Plan S” strategy. One key aim is 20% of their vehicles to be EV in sales by 2025 and they are aiming to have seven dedicated BEVs by 2027.

Low Voltage: The Charge To EV Vehicles

With world governments declaring a transition to electric vehicles over the next three decades or earlier, such as the U.K. by 2030 or 2035, it would be reasonable to presume that Australian governments would also back any push, without extra roadblocks, to have EVs the primary vehicle for passenger transportation.

The Australian Capital Territory has gone to that length, as has the state government of Tasmania, with the Apple Isle declaring the government’s fleet will be 100% electric by 2030. the A.C.T. began their transition process in 2018 . Neither the A.C.T. or the Tasmanian government have currently declared that any form of EV tax will be implemented.

However, South Australia, New South Wales, and Victoria have all announced that the users of an EV will be subjected to a user tax. Victoria has declared that as soon as July 1, 2021, a road user tax on EVs will be implemented. Tony Weber, from the Federal Chamber of Automotive Industries, isn’t impressed:

“Australian state governments want to kill the technology at its infancy. Is this because some states want to substitute the Commonwealth excise tax with their own tax? Are motorists being caught in a petty game in which the states want to establish a new revenue base at the expense of the Commonwealth?”

Weber also points out the disassociation of the governments here in regards to what other nations are doing in respect to development alternatives for public vehicle transport.

“All around the world, global automotive companies have invested billions of dollars to develop environmentally friendly vehicles. And all around the world, progressive governments have supported the introduction of these vehicles. But here in Australia, we inhibit their introduction by levying extra charges on them. It simply beggars belief at this early stage of electric vehicle introduction.”

Mr Weber’s points take aim at the short-sighted attitude of the Australian states that appear to prefer revenue over doing something that reduces exhaust emissions and going some way to reduce the effects of climate change. “With its proposal to tax LZEVs through a road-user charging tariff, South Australia is discouraging the uptake of environmentally friendly motoring and is turning its back on the topic of Climate Change.”

The argument for the taxes comes from those that see that by using no petrol or diesel, which have excises attached, by using the same roads without those excise contributions, EVs are effectively getting a free ride. This overlooks the charges by electricity suppliers to any location providing an outlet for an EV to be charged, however then it’s pointed out those EV charges don’t go back into the roads.

This is something the Australian Automobile Association has in mind when it comes to a fairer apportioning of charges: “As people move towards electric vehicles and other low emission technologies, revenue from fuel excise is declining, which not only risks road funding, but also means some drivers are paying for roads while others are not, which is neither a fair nor a sustainable model. A nationally consistent approach will be important to drivers, who won’t want a patchwork of unique state charging systems, technologies, or rates.”

Regardless of which, it would appear to be a prudent move by the governments to look at what the A.C.T. is doing: Zero stamp duty on new zero emissions vehicles; 20% discount on registration fees; Annual savings from reduced running costs; Help to reduce greenhouse gas emissions and keep our environment clean and healthy; Quieter driving and reduced noise pollution.

And perhaps: In 2017 the United Kingdom and France announced their intention to ban the sale of new petrol and diesel cars by 2040, with all cars to be fully electric. Since this time, other countries have also committed to phasing out new petrol and diesel car sales including Scotland, India, China, Norway and the Netherlands.

Then there is the announcement in mid November, 2020, by General Motors, here.

As Bob Dylan once sang: the times, they are a-changing…but it seems some governments are stuck in time.

Raw Materials and Sustainability in an Automotive World

Car interiors are looking very stylish with many colours available, many textures and, of course, technologies.  Even the exterior and structure of new cars utilise some pretty sensational materials that are lightweight, strong and malleable.  So what are the main raw materials that make up the structure, style and flair that we love in our vehicles?

Inside each new car are different materials that require a number of raw materials for their production.  Aluminium, glass, coking coal, and iron ore are used in the process of making steel.  Kia and Mazda use very high-grade, high-strength steel in the production of their cars.  Mazda even states that they use very thin and strong steel.  There is a cost, though; the more high-grade, lightweight and high-strength the steel, the costlier it is to produce.  High-strength steel alloys cost more to manufacture.  Not only is the high-grade alloy harder to create in its raw form; it is also harder to work with.  Stamping it and forming it becomes harder, and so more energy and stronger tools are needed to press, form and cut it.

The automotive industry also relies on oil and petroleum products, not just for the gasoline and fuel to power the vehicles, but for the synthesis of plastics and in the production of other synthetic materials.  Petroleum products are needed to make huge amounts of plastics, rubber and special fibres.  After the raw materials are extracted from the earth, they are transformed into products that automakers or auto parts companies use in the car assembly process.

But wait; there is more – but only if you are into driving an electric vehicle (EV).  An EV is made up of all the raw materials described above, as the only thing that’s different about an EV from a vehicle that is powered by a combustion engine is that an EV uses a battery pack to get its power.  In every EV battery, there’s a complex chemistry of metals – cobalt, lithium, nickel and more.  These are all raw materials that need to be mined from somewhere around the globe.  Some researchers are expecting to see double-digit growth for batteries’ special raw materials over the next decade, and this sort of growth will increase the pressure on the raw material supply chain for EVs.

Hydrogen vehicles are powered by hydrogen.  The power plants of such vehicles convert the chemical energy of hydrogen into mechanical energy by either burning hydrogen in an internal combustion engine, or by reacting hydrogen with oxygen in a fuel cell to power electric motors.  The fuel cell is more common.  A hydrogen powered vehicle is made up of the same core raw materials as the contemporary combustion powered cars and the EVs; however, like the EV, the hydrogen vehicle gets it power from a different source (hydrogen).  As of 2019, 98% of the hydrogen was produced by steam methane reforming, and this emits carbon dioxide.  Hydrogen can be produced by thermochemical or pyrolytic means using renewable feedstocks, but the processes are currently expensive.  So, you can run a hydrogen vehicle with an internal combustion engine that uses hydrogen as the fuel.  However, you can also run a hydrogen vehicle that uses a hydrogen fuel cell.  The hydrogen fuel cell is more complex, relying on special raw materials (one raw material being platinum as a catalyst) to deliver the hydrogen for powering the vehicle.

Biofuel is another fuel which can be used for powering combustion engine vehicles.  Biofuel can be produced sustainably from renewable resources.  The hitch with this one is ensuring there are large enough areas and methods dedicated to growing and producing biofuel for the masses.  Biofuel is considered to be a fuel that is derived from biomass, which can be from plant or algae material or animal waste. Since such plant, algae or animal waste material can be replenished readily, biofuel is considered to be a source of renewable energy, unlike fossil fuels such as petroleum, coal, and natural gas and even EVs.

Without a doubt, the automobile industry is one of the largest consumers of the world’s raw materials, and it’s important we get informed as to just how green a heralded new technology is said to be.  Science and sustainability need to continue to power our much needed vehicles about the globe and not fossil fuel giants, electric companies or blinded government bureaucrats.

What Happens To Cars On the Scrap Heap?

So what happens to our cars once they’ve shuffled off?  At the end of a vehicle’s useful life one of two things happens.  The nicest option is that you’ll find an enthusiast who will take pity on the aged car and give it a complete rebuild and refurbish.  This happens to the lucky cars that have a bit of personality or desirability.  However, it’s not often that a regular run-of-the-mill car will get this lucky; so what the most likely outcome for a dead car is that it will be consigned to the scrap heap.

It is the cars and trucks that end up on the scrap heap that I want to focus on here.  There is a silver lining with vehicles that do get into the scrap yard process because habitually these cars can be almost totally recycled, and that’s a good thing.  Vehicle recycling involves totally dismantling a car and it’s a great way to protect our earth’s natural resources by ensuring that the vehicles are destroyed properly and re-used.  Cars, trucks and vans have a lot of reusable parts on them and so they remain valuable because their components can be used as spares for other motor vehicles or used to build totally new items.

The first step of car recycling involves manually removing the tyres and batteries, safely draining the vehicle of any fuel, oil, and any other liquids present inside the car’s components.  Catalytic converters and batteries are removed for recycling.  Airbags are safely triggered and taken apart, however the airbags aren’t fit for reuse on other vehicles.

Obviously, car parts are only stored for reuse if they are in good working condition.  If the particular model of vehicle is in good demand on the market, their engines can be re-manufactured to a brand new standard.  However, in most cases, unwanted gear boxes, engines, and other steel car parts are dismantled for separate shredding.  The ferrous metal material that is recovered after dismantling is sent to steel mills for use as ferrous scrap metal, which can also be used as feed stock to produce high quality steel components for new cars.  Also, anything from new cars to drinks cans can be made from recycled metals left over from the car recycling process.

The remaining car is now shredded, after which the remaining material becomes easier to sort through for obtaining other different recyclable materials within the shredded material.  The separation of the shredded material uses different methods; for example, magnets are used to draw out all the metal from the shredded material.  Shredding technology has advanced over time, and it is now possible to sort the shredded materials totally to ensure a minimal landfill product is left over at the end of the process.

Once the metal has been take out, the other components of the vehicles that are made up from different types of plastics and foam can be separated.  Hard plastics can now be taken out, which were originally from the car dashboard and other interior components.  Another material called shredder fabric can be sorted out, and this comes from shredded carpets and seat cushions.  The shredder sand material is what is left at the very end, and this consists of paint particles, glass, and other fine particles.

Left over shredded materials can be used to make new vehicle plastics and components.  But there are many uses for the left over materials.  Hard plastics, for example, can be used as reducing agents in iron production plants. Shredder fibres are sometimes used in sewage treatment plants.

Shredder sand is sometimes known as automotive shredder residue (ASR).  ASR consists of a wide variety of materials, including plastics, glass, rubber, wood, foam, tramp metal, wire, fibres, sand and dirt.  It can also contain some hazardous contaminants such as lead, cadmium and petroleum hydrocarbons, making it a hazardous waste. Recyclers and scientists have been searching for ways to recycle and reuse ASR, which is primarily petroleum based, and which nearly always tends to end up in landfills.

Because ASR is full of plastics, which are made of petroleum, it also has the potential for use as a fuel supplement in cement kilns.  It can also be used in products such as various coatings, paints, adhesives, plastics and flame-retardant additives.  Through pyrolysis, oil can be extracted from the plastics found in ASR, and though this process is not yet completely proven, researchers continue to explore the efficiency and profitability of the process. Refining the process of pyrolysis may soon make it a common solution for the recycling of ASR.

Recycling a spent car is definitely good for our environment, and there are good financial returns for those who choose to make money in doing so.

Nissan Ariya: A New Charge For 2021

Nissan is on the move, charging forward. They’ve unveiled a new electric SUV and a new logo. The sleek looking Ariya is a completely electric vehicle and Nissan says the release is part of the brand’s change: enriching people’s lives. There is a renewed vigour in the Japanese company, one that recognises that the stagnation it experienced needs to go, so a second look at the company and its strengths has been performed and both battery and SUV will be part of the language.Nissan’s CEO, Makoto Uchida confirms, with: “Combining our strengths in EVs and crossovers, it’s a showcase for Nissan’s new era of excitement and design. “We created the Nissan Ariya as an answer to the aspirations and practical needs of today’s customers.” The plan is to roll out in the next 18 months a dozen new models, and aim for a mix of EV and “e-Power” models to hit one million sales by 2023, plus bring in Nissan’s own autonomous driving tech throughout 20 countries. This backs up part of the company’s renewed look at servicing its customer base by providing the new technology in areas such as electrified cars and self-driving vehicles.Launched as a centrepiece of a digital presentation from Yokohama, the Ariya will put front and forward the restyled Nissan logo. It’s a not quite subtle yet not quite extravagant change, with links to the now former circle and cross centre label brought into a future focused design. Uchida-san said: “It defines what matters to Nissan, represents what we stand for, and embodies the essence of who we are: a passionate, innovative challenger.”With a key characteristic of fully electric vehicles being that instantaneous delivery of torque, the Ariya instantly promises easy driveability, sporting manners, and a choice for the budget. Both two and all wheel drive, called e-4orce in Nissan’s terminology, will be available, along with a pair of battery sizes at 65kWh and 90kWh. In the Ariya e-4orce, each end will have its own separate motor, a configuration that’s becoming more and more common for EVs. By providing twin motors, an EV can be better balanced for driving in areas such as torque vectoring, and handle more driving conditions such as heavily wet tarmac.

Power as such is rated as 160kW and 178kW for the Ariya 2WD’s battery pairs, with the e-4orce proffering 250kW and 290kW. the 2WD torque figures level at 300Nm whilst the all wheel drive will have 560Nm and 600NM. This will enable the two drivetrains to see 100kmh in 7.5 seconds or either 5.4 or 5.1 seconds. Top speed will see a v-max of 160kmh or 200kmh. The range expectations are currently seen as “up to” 450km or 600km for the 2WD, and 430km or 580km for the e-4orce. These are subject to verification and Japanese government sign off.And by placing the battery into the floor structure, more space is unlocked, adding even more comfort for passengers. Electric tech has extra advantages for the driver. Nissan’s ProPILOT 2.0 is their proprietary advanced driver assistance system, and brings in the ProPILOT Remote Park and e-Pedal features. Ariya will feature as standard the Safety Shield system that includes Intelligent Emergency Park, Intelligent All Around View Monitor, and Intelligent Forawrd Collision Warning. There will also be Rear Automatic Emergency Braking technology.

A form of AI in the human-machine interface allows for passengers to use a natural speaking voice for interaction with the Ariya’s on-board settings change facilities, whilst updates for software will be the ever increasing “over the air” service. Nissan’s also signed an agreement with Amazon for the Alexa voice interface to be used.The Ariya is a proper mid-sizer at 4,595mm in length and packing a wheelbase of 2,775mm. Width is 1,850mm and height a trim 1,655mm. Depending on model weight is said to be either 1,900kg or 2,200kg. Aero alloy wheels will be wrapped in 235/55/19 rubber as standard or can be optioned to be 255/45/20.

At the time of the release news, the Ariya will only be available in Europe, North America and China by the end of 2021.

Nissan Pioneers Alternate Charging With EVs In Australia.

In an Australian first, road to vehicle charging for electric vehicles (EV) has arrived and it’s courtesy of Nissan. The shorthand is V2G, or Vehicle 2 Grid, and it’s a project that Nissan’s support of the Realising Electric Vehicle Services (REVS) project has helped bring to realisation. The project is built around 51 vehicles to be based in the Australian Capital Territory, and they’ll be part of the territory’s government fleet in a trial to measure the Leaf’s bi-directional charging ability by providing power back to an energy grid.

This will bring an energy measurement system to the fore. Known as Frequency Control Ancillary Services (FCAS), it refers to the level of energy that’s required to optimise a power grid when demand fluctuates. The Leaf comes into play, as the world’s only factory built V2G vehicle which makes the car a potential total energy solution, by ensuring the batteries don’t just store power for driving, but can also use that energy to run a home or commercial site, or to feed power back to the grid. The trial will also evaluate the ability of the Leaf to work with the base load stabilisation in both off-peak and peak. By reducing or negating that instability, it could lead to a process to eradicate blackouts from that instability.

This trial has also been backed by ARENA, the Australian Renewable Energy Agency (ARENA) as part of its Advancing Renewables Program. with battery technology for high load applications improving constantly, this forward looking trial envisions a future where the battery in an EV can become a household energy solution. Like a household oriented battery, the Leaf’s 40kWh battery could assist a house by storing solar provided energy during the day and release that at night, bringing the focus to an eye on zero-cost mobility and zero-cost home energy. In that same focus is remote power access at work or elsewhere that can then be transferred to a household when the vehicle returns to a home environment. It’s then theoretically possible to have a positive offset to a household energy bill.

“As the brand with the only V2G-capable vehicle from factory on the Australian market today, we are exceptionally proud to support this project, and to introduce this technology to Australia,” says Nissan Australia Managing Director, Stephen Lester. “The Nissan LEAF not only offers an exciting EV driving experience, it goes so much further by integrating into the energy system. Nissan has been a global leader in this space, with several successful trials conducted in overseas markets, realizing it in Australia is an important milestone.”The REVS project brings together a consortium of academic, transport and electricity-system partners to deploy the V2G service, including ActewAGL, the Australian National University (ANU), JET Charge, Evoenergy, SG Fleet and Nissan.

 

(Pictures and info courtesy of Nissan Australia.)

BMW Updates And Hyundai Hydrogen Power.

BMW continue to roll out new or updated models at an astonishing rate in 2020. For the brand’s M Pure range, there will be another two models being added. Dubbed M135i xDrive Pure and M235i xDrive Pure, they’ll come with an extensive range of standard equipment and sharp pricing. The M135i xDrive Pure is priced at $63,990 and the M235i xDrive Pure at $67,990. This is a $5K savings in comparison to related models.

Power for both comes from BMW’s TwinPower Turbo four. 225kW and 450Nm spin an eight speed auto Sport Steptronic transmission that send grip to all four paws via the xDrive system with an LSD on the front axle. Steering column paddle shifts are standard. External style cues comes from the sharing of styling packages, wheels, and tyres.

BMW lists the M135i xDrive Pure with M Sport steering, 19 inch alloys in M spec Cerium Grey that wrap M Sport Brakes and blue calipers. Inside there is a BMW specification Head Up Display and the bespoke Driving Assistant package. There is Lane Departure Warning, Lane Change Warning, Approach Control Warning with city-braking intervention, Rear Cross Traffic Warning, Rear Collision Prevention and Speed Limit Info. There is also their Comfort Access System that features Electric Seat Adjustment, driver’s side seat memory function with the seats in Trigon black and Alcantara, and dual zone climate control. On top of that is the M135i xDrive which adds a panoramic glass roof, adaptive LED front lights and “Dakota leather upholstery, plus a thumping Harman Kardo audio system. The value here is over $6K. The same packages apply to the M235i xDrive Pure and M235i xDrive.

The stable now consists of M135i xDrive Pure and M235i xDrive Pure, the M340i xDrive Pure M550i xDrive Pure, before migrating to X2 M35i Pure, X5 M50i Pure, and X6 M50i Pure.

The two new additions will be available in the coming months.

Hydrogen is being touted by Hyundai as the next thing in vehicle power sources and the Korean company has moved swiftyly into areas outside of passenger vehicles. In a global first, Hyundai have sent to Switzerland 10 units of their hydrogen powered machine called XCIENT. This commences a roll-out which will comprise 50 units to start with. A goal of 1,600 trucks are expected to be released by 2025. Due to the tax structures in Switzerland, Hyundai chose the country with one levy, the LSVA road tax on commercial vehicles which does not apply for zero-emission trucks, as a main consideration. That nearly equalises the hauling costs per kilometre of the fuel cell truck compared to a regular diesel truck. And thanks to the green energy costs from hydropower, it counts towards the eco performance of the country.The power system has a pair of 95kW hydrogen fuel cells. Just on 32 kilos of the fluid form are stored across seven super-strong storage tanks. Hyundai specifically developed the system for the truck with the current and expected infrastructure in Switzerland, and have engineered in a range of 400 kilometres. Refuel time minimises downtime with anywhere from 8 to 20 minutes. Hyundai says that this should work in with obtaining “the optimal balance between the specific requirements” of the customer base and that refuel infrastructure. In Cheol Lee, Executive Vice President and Head of Commercial Vehicle Division at Hyundai Motor, opines: “XCIENT Fuel Cell is a present-day reality, not as a mere future drawing board project. By putting this groundbreaking vehicle on the road now, Hyundai marks a significant milestone in the history of commercial vehicles and the development of hydrogen society.”

A key attraction of the hydrogen technology is how well, like diesel, that hydrogen is admirably suited to long distance driving and the quick turn-around times required in heavy haulage. Engineering can also build engines, such as they have here, to deal with expected terrain such as the road system in a mountainous country. To that end, Hyundai is developing a unit for a tractor with a mooted range of 1,000 kilometres with markets such as the United States and Europe in mind.

The origination of the program goes back to 2019 with a joint venture named Hyundai Hydrogen Mobility, a partnership between H2 Energy in Switzerland and Hyundai. The basis for the trucks being operated will work around a lease agreement with commercial operators and on a pay-per-use agreement. This helps budget requirements as there is no immediate up-front costs.

Depending on the results, with expected high success levels, the program may be expanded to other European countries.