The Mercedes-AMG SLS AMG E-CELL. Click to enlarge.

Mercedes-AMG, the performance brand within Mercedes-Benz Cars, provided an update on its development of an electric version of the SLS AMG, the development of which it announced last July. (Earlier post.)

With a power output of 392 kW (526 hp) and 880 N&iddot;m (649 lb-ft) of torque, the gullwing with electric drive is part of the company strategy entitled “AMG Performance 2015” which aims to continually reduce fuel consumption and emissions. The SLS AMG E-CELL may see a limited production run, the company says.

Traction is provided by four synchronous electric motors each achieving a maximum 12,000/rpm and positioned near to the wheels. Compared with wheel-hub motors the unsprung masses are substantially reduced. One transmission per axle transmits the power.

Powertrain components of the E-CELL. Click to enlarge.

The electric model accelerates from zero to 100 km/h in 4 seconds—which almost puts it on the same high level as the SLS AMG with 6.3-liter V8 engine developing 420 kW (571 hp), which can accelerate to 100 km/h in 3.8 seconds.
However, unlike the combustion engine, torque build-up with an electric motor is instantaneous—maximum torque is available virtually from a standstill.

The SLS AMG E-CELL drive incorporates a liquid-cooled high-voltage lithium-ion battery featuring a modular design with an energy content of 48 kWh and a capacity of 40 Ah. The maximum electric load potential of the battery, which consists of 324 lithium-ion polymer cells, is 480 kW.

The intelligent parallel circuit of the individual battery modules helps to maximize the safety, reliability and service life of the battery. The 400-volt battery is also charged by means of targeted recuperation during braking while the car is being driven.

A high-performance electronic control system converts the direct current from the high-voltage battery into three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature.

Another perspective on Mercedes-Benz SLS AMG E-CELL powertrain components. Click to enlarge.

A separate low-temperature circuit is responsible for cooling the high-voltage lithium-ion battery. In low external temperatures, the battery is quickly brought up to operating temperature with the aid of an electric heating element. This helps to preserve the overall service life of the battery. In extremely high external temperatures, the cooling circuit for the battery can be additionally boosted with the aid of the air conditioning system.

Battery pack modules are located in front of the firewall, in the center tunnel and behind the seats. Advantages of this solution include the vehicle’s low centre of gravity and balanced weight distribution. The installation of the drive components required no changes to the model’s weight-optimized aluminium spaceframe.

The additional front-wheel drive called for a newly designed front axle: unlike
the series production vehicle with AMG V8 engine, which has a double wishbone axle, the SLS AMG E-CELL features an independent multilink suspension with pushrod damper struts. This is because the vertically-arranged damper struts in the series SLS had to make way for the additional drive shafts. As is usual in a wide variety of racing vehicles, horizontal damper struts are now used, which are operated via separate push rods and transfer levers.

This front-axle design, already tried and tested in motorsport, enables the agility and driving dynamics of the electrically-powered SLS AMG to attain the same high levels as the V8 variant. Another feature is the speed-sensitive power steering with rack-and-pinion steering gear: the power assistance is implemented electrohydraulically rather than just hydraulically.

The technology vehicle is slowed with the aid of AMG ceramic composite brakes, available as an optional extra for the series production model, which feature extremely short stopping distances, a precise actuation point and outstanding fade resistance, even in extreme operating conditions.

The over-sized discs—measuring 402 x 39 mm at the front and 360 x 32 mm at the rear—are made of carbon fibre-strengthened ceramic, feature an integral design all round and are connected to an aluminium bowl in a radially floating arrangement.

The ceramic brake discs are 40% lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tire grip. The lower rotating masses at the front axle also ensure a more direct steering response—particularly noticeable when taking highway bends at high speed. The ABS and ESP systems have been adapted to match the special application spectrum of the permanent all-wheel drive.

The air outlet openings on the hood and the vehicle sides have been modified for enhanced aerodynamics. The front apron has not only been brought further forward, but also helps to guarantee an optimized airflow in the area of the underbody. This improves air resistance while reducing downforce.

An extendable front splitter enhances this effect: in parallel with the automatic rear spoiler, it extends downwards by seven centimeters at speeds above 120 km/h (75 mph) and helps to further accelerate the air which travels beneath the car. When it reaches the area of the rear axle, the air enters the rear diffusor which, due to the lack of an exhaust system, features a steeper angle, thus increasing downforce at the rear axle and in turn further enhancing the aerodynamic balance.

The AMG instrument cluster and center console both feature a new design. The new AMG instrument cluster provides information on speed, charge status of the battery and the estimated range. The newly designed center console now houses a 25 cm touchscreen, which driver and passenger can use to conveniently operate all of the audio, climate and navigation functions, and also obtain information on the flow of power from the four electric motors.

The AMG Drive Unit, which is angled towards the driver, houses buttons for starting the motor, and the ESP functions, the AMG memory function and the extendable front splitter and rear spoiler. Using three new buttons, the driver can switch simply between P, R and D. The park setting is also enabled automatically by switching the electric motors off.

The Mercedes-AMG SLS AMG E-CELL. Click to enlarge.

Mercedes-AMG, the performance brand within Mercedes-Benz Cars, provided an update on its development of an electric version of the SLS AMG, the development of which it announced last July. (Earlier post.)

With a power output of 392 kW (526 hp) and 880 N&iddot;m (649 lb-ft) of torque, the gullwing with electric drive is part of the company strategy entitled “AMG Performance 2015” which aims to continually reduce fuel consumption and emissions. The SLS AMG E-CELL may see a limited production run, the company says.

Traction is provided by four synchronous electric motors each achieving a maximum 12,000/rpm and positioned near to the wheels. Compared with wheel-hub motors the unsprung masses are substantially reduced. One transmission per axle transmits the power.

Powertrain components of the E-CELL. Click to enlarge.

The electric model accelerates from zero to 100 km/h in 4 seconds—which almost puts it on the same high level as the SLS AMG with 6.3-liter V8 engine developing 420 kW (571 hp), which can accelerate to 100 km/h in 3.8 seconds.
However, unlike the combustion engine, torque build-up with an electric motor is instantaneous—maximum torque is available virtually from a standstill.

The SLS AMG E-CELL drive incorporates a liquid-cooled high-voltage lithium-ion battery featuring a modular design with an energy content of 48 kWh and a capacity of 40 Ah. The maximum electric load potential of the battery, which consists of 324 lithium-ion polymer cells, is 480 kW.

The intelligent parallel circuit of the individual battery modules helps to maximize the safety, reliability and service life of the battery. The 400-volt battery is also charged by means of targeted recuperation during braking while the car is being driven.

A high-performance electronic control system converts the direct current from the high-voltage battery into three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature.

Another perspective on Mercedes-Benz SLS AMG E-CELL powertrain components. Click to enlarge.

A separate low-temperature circuit is responsible for cooling the high-voltage lithium-ion battery. In low external temperatures, the battery is quickly brought up to operating temperature with the aid of an electric heating element. This helps to preserve the overall service life of the battery. In extremely high external temperatures, the cooling circuit for the battery can be additionally boosted with the aid of the air conditioning system.

Battery pack modules are located in front of the firewall, in the center tunnel and behind the seats. Advantages of this solution include the vehicle’s low centre of gravity and balanced weight distribution. The installation of the drive components required no changes to the model’s weight-optimized aluminium spaceframe.

The additional front-wheel drive called for a newly designed front axle: unlike
the series production vehicle with AMG V8 engine, which has a double wishbone axle, the SLS AMG E-CELL features an independent multilink suspension with pushrod damper struts. This is because the vertically-arranged damper struts in the series SLS had to make way for the additional drive shafts. As is usual in a wide variety of racing vehicles, horizontal damper struts are now used, which are operated via separate push rods and transfer levers.

This front-axle design, already tried and tested in motorsport, enables the agility and driving dynamics of the electrically-powered SLS AMG to attain the same high levels as the V8 variant. Another feature is the speed-sensitive power steering with rack-and-pinion steering gear: the power assistance is implemented electrohydraulically rather than just hydraulically.

The technology vehicle is slowed with the aid of AMG ceramic composite brakes, available as an optional extra for the series production model, which feature extremely short stopping distances, a precise actuation point and outstanding fade resistance, even in extreme operating conditions.

The over-sized discs—measuring 402 x 39 mm at the front and 360 x 32 mm at the rear—are made of carbon fibre-strengthened ceramic, feature an integral design all round and are connected to an aluminium bowl in a radially floating arrangement.

The ceramic brake discs are 40% lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tire grip. The lower rotating masses at the front axle also ensure a more direct steering response—particularly noticeable when taking highway bends at high speed. The ABS and ESP systems have been adapted to match the special application spectrum of the permanent all-wheel drive.

The air outlet openings on the hood and the vehicle sides have been modified for enhanced aerodynamics. The front apron has not only been brought further forward, but also helps to guarantee an optimized airflow in the area of the underbody. This improves air resistance while reducing downforce.

An extendable front splitter enhances this effect: in parallel with the automatic rear spoiler, it extends downwards by seven centimeters at speeds above 120 km/h (75 mph) and helps to further accelerate the air which travels beneath the car. When it reaches the area of the rear axle, the air enters the rear diffusor which, due to the lack of an exhaust system, features a steeper angle, thus increasing downforce at the rear axle and in turn further enhancing the aerodynamic balance.

The AMG instrument cluster and center console both feature a new design. The new AMG instrument cluster provides information on speed, charge status of the battery and the estimated range. The newly designed center console now houses a 25 cm touchscreen, which driver and passenger can use to conveniently operate all of the audio, climate and navigation functions, and also obtain information on the flow of power from the four electric motors.

The AMG Drive Unit, which is angled towards the driver, houses buttons for starting the motor, and the ESP functions, the AMG memory function and the extendable front splitter and rear spoiler. Using three new buttons, the driver can switch simply between P, R and D. The park setting is also enabled automatically by switching the electric motors off.

The Mercedes-AMG SLS AMG E-CELL. Click to enlarge.

Mercedes-AMG, the performance brand within Mercedes-Benz Cars, provided an update on its development of an electric version of the SLS AMG, the development of which it announced last July. (Earlier post.)

With a power output of 392 kW (526 hp) and 880 N&iddot;m (649 lb-ft) of torque, the gullwing with electric drive is part of the company strategy entitled “AMG Performance 2015” which aims to continually reduce fuel consumption and emissions. The SLS AMG E-CELL may see a limited production run, the company says.

Traction is provided by four synchronous electric motors each achieving a maximum 12,000/rpm and positioned near to the wheels. Compared with wheel-hub motors the unsprung masses are substantially reduced. One transmission per axle transmits the power.

Powertrain components of the E-CELL. Click to enlarge.

The electric model accelerates from zero to 100 km/h in 4 seconds—which almost puts it on the same high level as the SLS AMG with 6.3-liter V8 engine developing 420 kW (571 hp), which can accelerate to 100 km/h in 3.8 seconds.
However, unlike the combustion engine, torque build-up with an electric motor is instantaneous—maximum torque is available virtually from a standstill.

The SLS AMG E-CELL drive incorporates a liquid-cooled high-voltage lithium-ion battery featuring a modular design with an energy content of 48 kWh and a capacity of 40 Ah. The maximum electric load potential of the battery, which consists of 324 lithium-ion polymer cells, is 480 kW.

The intelligent parallel circuit of the individual battery modules helps to maximize the safety, reliability and service life of the battery. The 400-volt battery is also charged by means of targeted recuperation during braking while the car is being driven.

A high-performance electronic control system converts the direct current from the high-voltage battery into three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature.

Another perspective on Mercedes-Benz SLS AMG E-CELL powertrain components. Click to enlarge.

A separate low-temperature circuit is responsible for cooling the high-voltage lithium-ion battery. In low external temperatures, the battery is quickly brought up to operating temperature with the aid of an electric heating element. This helps to preserve the overall service life of the battery. In extremely high external temperatures, the cooling circuit for the battery can be additionally boosted with the aid of the air conditioning system.

Battery pack modules are located in front of the firewall, in the center tunnel and behind the seats. Advantages of this solution include the vehicle’s low centre of gravity and balanced weight distribution. The installation of the drive components required no changes to the model’s weight-optimized aluminium spaceframe.

The additional front-wheel drive called for a newly designed front axle: unlike
the series production vehicle with AMG V8 engine, which has a double wishbone axle, the SLS AMG E-CELL features an independent multilink suspension with pushrod damper struts. This is because the vertically-arranged damper struts in the series SLS had to make way for the additional drive shafts. As is usual in a wide variety of racing vehicles, horizontal damper struts are now used, which are operated via separate push rods and transfer levers.

This front-axle design, already tried and tested in motorsport, enables the agility and driving dynamics of the electrically-powered SLS AMG to attain the same high levels as the V8 variant. Another feature is the speed-sensitive power steering with rack-and-pinion steering gear: the power assistance is implemented electrohydraulically rather than just hydraulically.

The technology vehicle is slowed with the aid of AMG ceramic composite brakes, available as an optional extra for the series production model, which feature extremely short stopping distances, a precise actuation point and outstanding fade resistance, even in extreme operating conditions.

The over-sized discs—measuring 402 x 39 mm at the front and 360 x 32 mm at the rear—are made of carbon fibre-strengthened ceramic, feature an integral design all round and are connected to an aluminium bowl in a radially floating arrangement.

The ceramic brake discs are 40% lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tire grip. The lower rotating masses at the front axle also ensure a more direct steering response—particularly noticeable when taking highway bends at high speed. The ABS and ESP systems have been adapted to match the special application spectrum of the permanent all-wheel drive.

The air outlet openings on the hood and the vehicle sides have been modified for enhanced aerodynamics. The front apron has not only been brought further forward, but also helps to guarantee an optimized airflow in the area of the underbody. This improves air resistance while reducing downforce.

An extendable front splitter enhances this effect: in parallel with the automatic rear spoiler, it extends downwards by seven centimeters at speeds above 120 km/h (75 mph) and helps to further accelerate the air which travels beneath the car. When it reaches the area of the rear axle, the air enters the rear diffusor which, due to the lack of an exhaust system, features a steeper angle, thus increasing downforce at the rear axle and in turn further enhancing the aerodynamic balance.

The AMG instrument cluster and center console both feature a new design. The new AMG instrument cluster provides information on speed, charge status of the battery and the estimated range. The newly designed center console now houses a 25 cm touchscreen, which driver and passenger can use to conveniently operate all of the audio, climate and navigation functions, and also obtain information on the flow of power from the four electric motors.

The AMG Drive Unit, which is angled towards the driver, houses buttons for starting the motor, and the ESP functions, the AMG memory function and the extendable front splitter and rear spoiler. Using three new buttons, the driver can switch simply between P, R and D. The park setting is also enabled automatically by switching the electric motors off.

The Mercedes-AMG SLS AMG E-CELL. Click to enlarge.

Mercedes-AMG, the performance brand within Mercedes-Benz Cars, provided an update on its development of an electric version of the SLS AMG, the development of which it announced last July. (Earlier post.)

With a power output of 392 kW (526 hp) and 880 N&iddot;m (649 lb-ft) of torque, the gullwing with electric drive is part of the company strategy entitled “AMG Performance 2015” which aims to continually reduce fuel consumption and emissions. The SLS AMG E-CELL may see a limited production run, the company says.

Traction is provided by four synchronous electric motors each achieving a maximum 12,000/rpm and positioned near to the wheels. Compared with wheel-hub motors the unsprung masses are substantially reduced. One transmission per axle transmits the power.

Powertrain components of the E-CELL. Click to enlarge.

The electric model accelerates from zero to 100 km/h in 4 seconds—which almost puts it on the same high level as the SLS AMG with 6.3-liter V8 engine developing 420 kW (571 hp), which can accelerate to 100 km/h in 3.8 seconds.
However, unlike the combustion engine, torque build-up with an electric motor is instantaneous—maximum torque is available virtually from a standstill.

The SLS AMG E-CELL drive incorporates a liquid-cooled high-voltage lithium-ion battery featuring a modular design with an energy content of 48 kWh and a capacity of 40 Ah. The maximum electric load potential of the battery, which consists of 324 lithium-ion polymer cells, is 480 kW.

The intelligent parallel circuit of the individual battery modules helps to maximize the safety, reliability and service life of the battery. The 400-volt battery is also charged by means of targeted recuperation during braking while the car is being driven.

A high-performance electronic control system converts the direct current from the high-voltage battery into three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature.

Another perspective on Mercedes-Benz SLS AMG E-CELL powertrain components. Click to enlarge.

A separate low-temperature circuit is responsible for cooling the high-voltage lithium-ion battery. In low external temperatures, the battery is quickly brought up to operating temperature with the aid of an electric heating element. This helps to preserve the overall service life of the battery. In extremely high external temperatures, the cooling circuit for the battery can be additionally boosted with the aid of the air conditioning system.

Battery pack modules are located in front of the firewall, in the center tunnel and behind the seats. Advantages of this solution include the vehicle’s low centre of gravity and balanced weight distribution. The installation of the drive components required no changes to the model’s weight-optimized aluminium spaceframe.

The additional front-wheel drive called for a newly designed front axle: unlike
the series production vehicle with AMG V8 engine, which has a double wishbone axle, the SLS AMG E-CELL features an independent multilink suspension with pushrod damper struts. This is because the vertically-arranged damper struts in the series SLS had to make way for the additional drive shafts. As is usual in a wide variety of racing vehicles, horizontal damper struts are now used, which are operated via separate push rods and transfer levers.

This front-axle design, already tried and tested in motorsport, enables the agility and driving dynamics of the electrically-powered SLS AMG to attain the same high levels as the V8 variant. Another feature is the speed-sensitive power steering with rack-and-pinion steering gear: the power assistance is implemented electrohydraulically rather than just hydraulically.

The technology vehicle is slowed with the aid of AMG ceramic composite brakes, available as an optional extra for the series production model, which feature extremely short stopping distances, a precise actuation point and outstanding fade resistance, even in extreme operating conditions.

The over-sized discs—measuring 402 x 39 mm at the front and 360 x 32 mm at the rear—are made of carbon fibre-strengthened ceramic, feature an integral design all round and are connected to an aluminium bowl in a radially floating arrangement.

The ceramic brake discs are 40% lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tire grip. The lower rotating masses at the front axle also ensure a more direct steering response—particularly noticeable when taking highway bends at high speed. The ABS and ESP systems have been adapted to match the special application spectrum of the permanent all-wheel drive.

The air outlet openings on the hood and the vehicle sides have been modified for enhanced aerodynamics. The front apron has not only been brought further forward, but also helps to guarantee an optimized airflow in the area of the underbody. This improves air resistance while reducing downforce.

An extendable front splitter enhances this effect: in parallel with the automatic rear spoiler, it extends downwards by seven centimeters at speeds above 120 km/h (75 mph) and helps to further accelerate the air which travels beneath the car. When it reaches the area of the rear axle, the air enters the rear diffusor which, due to the lack of an exhaust system, features a steeper angle, thus increasing downforce at the rear axle and in turn further enhancing the aerodynamic balance.

The AMG instrument cluster and center console both feature a new design. The new AMG instrument cluster provides information on speed, charge status of the battery and the estimated range. The newly designed center console now houses a 25 cm touchscreen, which driver and passenger can use to conveniently operate all of the audio, climate and navigation functions, and also obtain information on the flow of power from the four electric motors.

The AMG Drive Unit, which is angled towards the driver, houses buttons for starting the motor, and the ESP functions, the AMG memory function and the extendable front splitter and rear spoiler. Using three new buttons, the driver can switch simply between P, R and D. The park setting is also enabled automatically by switching the electric motors off.

The Mercedes-AMG SLS AMG E-CELL. Click to enlarge.

Mercedes-AMG, the performance brand within Mercedes-Benz Cars, provided an update on its development of an electric version of the SLS AMG, the development of which it announced last July. (Earlier post.)

With a power output of 392 kW (526 hp) and 880 N&iddot;m (649 lb-ft) of torque, the gullwing with electric drive is part of the company strategy entitled “AMG Performance 2015” which aims to continually reduce fuel consumption and emissions. The SLS AMG E-CELL may see a limited production run, the company says.

Traction is provided by four synchronous electric motors each achieving a maximum 12,000/rpm and positioned near to the wheels. Compared with wheel-hub motors the unsprung masses are substantially reduced. One transmission per axle transmits the power.

Powertrain components of the E-CELL. Click to enlarge.

The electric model accelerates from zero to 100 km/h in 4 seconds—which almost puts it on the same high level as the SLS AMG with 6.3-liter V8 engine developing 420 kW (571 hp), which can accelerate to 100 km/h in 3.8 seconds.
However, unlike the combustion engine, torque build-up with an electric motor is instantaneous—maximum torque is available virtually from a standstill.

The SLS AMG E-CELL drive incorporates a liquid-cooled high-voltage lithium-ion battery featuring a modular design with an energy content of 48 kWh and a capacity of 40 Ah. The maximum electric load potential of the battery, which consists of 324 lithium-ion polymer cells, is 480 kW.

The intelligent parallel circuit of the individual battery modules helps to maximize the safety, reliability and service life of the battery. The 400-volt battery is also charged by means of targeted recuperation during braking while the car is being driven.

A high-performance electronic control system converts the direct current from the high-voltage battery into three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature.

Another perspective on Mercedes-Benz SLS AMG E-CELL powertrain components. Click to enlarge.

A separate low-temperature circuit is responsible for cooling the high-voltage lithium-ion battery. In low external temperatures, the battery is quickly brought up to operating temperature with the aid of an electric heating element. This helps to preserve the overall service life of the battery. In extremely high external temperatures, the cooling circuit for the battery can be additionally boosted with the aid of the air conditioning system.

Battery pack modules are located in front of the firewall, in the center tunnel and behind the seats. Advantages of this solution include the vehicle’s low centre of gravity and balanced weight distribution. The installation of the drive components required no changes to the model’s weight-optimized aluminium spaceframe.

The additional front-wheel drive called for a newly designed front axle: unlike
the series production vehicle with AMG V8 engine, which has a double wishbone axle, the SLS AMG E-CELL features an independent multilink suspension with pushrod damper struts. This is because the vertically-arranged damper struts in the series SLS had to make way for the additional drive shafts. As is usual in a wide variety of racing vehicles, horizontal damper struts are now used, which are operated via separate push rods and transfer levers.

This front-axle design, already tried and tested in motorsport, enables the agility and driving dynamics of the electrically-powered SLS AMG to attain the same high levels as the V8 variant. Another feature is the speed-sensitive power steering with rack-and-pinion steering gear: the power assistance is implemented electrohydraulically rather than just hydraulically.

The technology vehicle is slowed with the aid of AMG ceramic composite brakes, available as an optional extra for the series production model, which feature extremely short stopping distances, a precise actuation point and outstanding fade resistance, even in extreme operating conditions.

The over-sized discs—measuring 402 x 39 mm at the front and 360 x 32 mm at the rear—are made of carbon fibre-strengthened ceramic, feature an integral design all round and are connected to an aluminium bowl in a radially floating arrangement.

The ceramic brake discs are 40% lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tire grip. The lower rotating masses at the front axle also ensure a more direct steering response—particularly noticeable when taking highway bends at high speed. The ABS and ESP systems have been adapted to match the special application spectrum of the permanent all-wheel drive.

The air outlet openings on the hood and the vehicle sides have been modified for enhanced aerodynamics. The front apron has not only been brought further forward, but also helps to guarantee an optimized airflow in the area of the underbody. This improves air resistance while reducing downforce.

An extendable front splitter enhances this effect: in parallel with the automatic rear spoiler, it extends downwards by seven centimeters at speeds above 120 km/h (75 mph) and helps to further accelerate the air which travels beneath the car. When it reaches the area of the rear axle, the air enters the rear diffusor which, due to the lack of an exhaust system, features a steeper angle, thus increasing downforce at the rear axle and in turn further enhancing the aerodynamic balance.

The AMG instrument cluster and center console both feature a new design. The new AMG instrument cluster provides information on speed, charge status of the battery and the estimated range. The newly designed center console now houses a 25 cm touchscreen, which driver and passenger can use to conveniently operate all of the audio, climate and navigation functions, and also obtain information on the flow of power from the four electric motors.

The AMG Drive Unit, which is angled towards the driver, houses buttons for starting the motor, and the ESP functions, the AMG memory function and the extendable front splitter and rear spoiler. Using three new buttons, the driver can switch simply between P, R and D. The park setting is also enabled automatically by switching the electric motors off.

The Mercedes-AMG SLS AMG E-CELL. Click to enlarge.

Mercedes-AMG, the performance brand within Mercedes-Benz Cars, provided an update on its development of an electric version of the SLS AMG, the development of which it announced last July. (Earlier post.)

With a power output of 392 kW (526 hp) and 880 N&iddot;m (649 lb-ft) of torque, the gullwing with electric drive is part of the company strategy entitled “AMG Performance 2015” which aims to continually reduce fuel consumption and emissions. The SLS AMG E-CELL may see a limited production run, the company says.

Traction is provided by four synchronous electric motors each achieving a maximum 12,000/rpm and positioned near to the wheels. Compared with wheel-hub motors the unsprung masses are substantially reduced. One transmission per axle transmits the power.

Powertrain components of the E-CELL. Click to enlarge.

The electric model accelerates from zero to 100 km/h in 4 seconds—which almost puts it on the same high level as the SLS AMG with 6.3-liter V8 engine developing 420 kW (571 hp), which can accelerate to 100 km/h in 3.8 seconds.
However, unlike the combustion engine, torque build-up with an electric motor is instantaneous—maximum torque is available virtually from a standstill.

The SLS AMG E-CELL drive incorporates a liquid-cooled high-voltage lithium-ion battery featuring a modular design with an energy content of 48 kWh and a capacity of 40 Ah. The maximum electric load potential of the battery, which consists of 324 lithium-ion polymer cells, is 480 kW.

The intelligent parallel circuit of the individual battery modules helps to maximize the safety, reliability and service life of the battery. The 400-volt battery is also charged by means of targeted recuperation during braking while the car is being driven.

A high-performance electronic control system converts the direct current from the high-voltage battery into three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature.

Another perspective on Mercedes-Benz SLS AMG E-CELL powertrain components. Click to enlarge.

A separate low-temperature circuit is responsible for cooling the high-voltage lithium-ion battery. In low external temperatures, the battery is quickly brought up to operating temperature with the aid of an electric heating element. This helps to preserve the overall service life of the battery. In extremely high external temperatures, the cooling circuit for the battery can be additionally boosted with the aid of the air conditioning system.

Battery pack modules are located in front of the firewall, in the center tunnel and behind the seats. Advantages of this solution include the vehicle’s low centre of gravity and balanced weight distribution. The installation of the drive components required no changes to the model’s weight-optimized aluminium spaceframe.

The additional front-wheel drive called for a newly designed front axle: unlike
the series production vehicle with AMG V8 engine, which has a double wishbone axle, the SLS AMG E-CELL features an independent multilink suspension with pushrod damper struts. This is because the vertically-arranged damper struts in the series SLS had to make way for the additional drive shafts. As is usual in a wide variety of racing vehicles, horizontal damper struts are now used, which are operated via separate push rods and transfer levers.

This front-axle design, already tried and tested in motorsport, enables the agility and driving dynamics of the electrically-powered SLS AMG to attain the same high levels as the V8 variant. Another feature is the speed-sensitive power steering with rack-and-pinion steering gear: the power assistance is implemented electrohydraulically rather than just hydraulically.

The technology vehicle is slowed with the aid of AMG ceramic composite brakes, available as an optional extra for the series production model, which feature extremely short stopping distances, a precise actuation point and outstanding fade resistance, even in extreme operating conditions.

The over-sized discs—measuring 402 x 39 mm at the front and 360 x 32 mm at the rear—are made of carbon fibre-strengthened ceramic, feature an integral design all round and are connected to an aluminium bowl in a radially floating arrangement.

The ceramic brake discs are 40% lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tire grip. The lower rotating masses at the front axle also ensure a more direct steering response—particularly noticeable when taking highway bends at high speed. The ABS and ESP systems have been adapted to match the special application spectrum of the permanent all-wheel drive.

The air outlet openings on the hood and the vehicle sides have been modified for enhanced aerodynamics. The front apron has not only been brought further forward, but also helps to guarantee an optimized airflow in the area of the underbody. This improves air resistance while reducing downforce.

An extendable front splitter enhances this effect: in parallel with the automatic rear spoiler, it extends downwards by seven centimeters at speeds above 120 km/h (75 mph) and helps to further accelerate the air which travels beneath the car. When it reaches the area of the rear axle, the air enters the rear diffusor which, due to the lack of an exhaust system, features a steeper angle, thus increasing downforce at the rear axle and in turn further enhancing the aerodynamic balance.

The AMG instrument cluster and center console both feature a new design. The new AMG instrument cluster provides information on speed, charge status of the battery and the estimated range. The newly designed center console now houses a 25 cm touchscreen, which driver and passenger can use to conveniently operate all of the audio, climate and navigation functions, and also obtain information on the flow of power from the four electric motors.

The AMG Drive Unit, which is angled towards the driver, houses buttons for starting the motor, and the ESP functions, the AMG memory function and the extendable front splitter and rear spoiler. Using three new buttons, the driver can switch simply between P, R and D. The park setting is also enabled automatically by switching the electric motors off.

The Norwegian transport corporation Fjord1 has entered into a contract with Fiskerstrand BLRT AS to plan and construct the world’s largest gas-powered ferry. The ferry will run on Liquid Natural Gas (LNG) and will be delivered on 30 November 2011 for operation on Bokna Fjord between Arsvågen and Mortavika in Rogaland County. It will also function as a spare vessel for the Halhjem-Sandvikvåg route in Hordaland County.

The new LNG-powered ferry is designed by Multi Maritime AS in Førde and will have a total length of 129.9 metres, a maximum width of 19.2 meters and a capacity of 242 cars and/or 22 trucks in combination with cars.

The ferry will hold 600 passengers including staff, and shall be built according to Det Norske Veritas’ Class +1A1, Car ferry A, gas fuelled, Clean, RPS, EO, R3 (NOR). Its deadweight will be approx. 1300 metric tonnes, and it will be approx. 7000 GRT. The ferry will be equipped with four azimuth thrusters driven by a gas-electric system consisting of three large LNG gas motors and AC generators. The gas motors will give a service speed of approx. 20 knots.

Leif Øverland, CEO of Fjord1, expects a 90% reduction in NO_x emissions compared to conventional diesel operated ferries.

“

Following the success of the world’s first ferry to run on natural gas with Glutra in 2000, Fjord1 is still the only company using natural gas ferries for vehicle and public transportation with five more large vessels operating the links along the coastal roads of Norway. Fjord1 will by the end of 2011 have 12 gas ferries in operation along the Norwegian coast.

The electric concept car DeZir features gull-wing doors that open in opposite directions symbolizing “a yin and yang-style amorous harmony”, according to Renault. Click to enlarge.

Renault has provided a preview of its new concept electric car, DeZir, ahead of this year’s Paris Motor Show. The “Z” in the name DeZir is a direct reference to Renault’s Z.E. signature for its forthcoming electric vehicles, and several features of its
design are suggestive of two qualities readily associated with electric mobility—advanced technology and light weight—Renault says.

DeZir is powered by an electric motor mounted in a mid-rear position to optimize weight distribution over the front and rear wheels. The vertically-mounted 24 kWh lithium-ion battery is located behind the benchseat and provides the two-seater with a range of 160 km (99 miles).

Battery cooling is ensured not only by the air channelled from the front to the back of the car, but also primarily by the flow of air that enters through the lateral scoops concealed behind the aluminium panels on either side of the body.

The basic motor is the same as the unit used for Renault’s production electric cars, although an evolution has enabled its power and torque to be uprated to 110 kW (148 hp) and 226 N&iddot;m (167 lb-ft) respectively.

Three battery-charging methods can be employed:

• Standard charge using a conventional household plug (fully charges the battery in eight hours).
• Fast charge using a 400V three-phase current (charges the battery to 80 per cent of its capacity in 20 minutes).
• Fast battery exchange with Renault’s Quick Drop technology.

In order to optimize range and dynamic performance, DeZir’s weight is kept to a minimum: its body is made from Kevlar, while its tubular steel frame is similar to that employed for Mégane Trophy race car. DeZir’s suspension also shares certain features with that of Mégane Trophy including a double
wishbone arrangement.

A full underbody fairing and a rear diffuser contribute to a drag coefficient (C_d) of 0.25, as well as acceleration from rest to 100 km/h in five seconds, and from standstill to 50 km/h in just two seconds.

DeZir’s energy efficiency package also includes the recovery of deceleration energy. The technology it employs is based on the same principles as the KERS (Kinetic Energy Recovery System) seen in Formula 1. When the car decelerates, kinetic energy is recovered and stored in the battery. In the case of DeZir, this energy can then be employed by the driver to provide a temporary
power boost at the moment he or she chooses, using a button located on the steering wheel.

The DeZir project is the first to have been led by Laurens van den Acker—previously the global head of design for Mazda—and marks the start of a sequence of concept cars that will provide an insight into Renault Design’s new vision for the future. It also lays the foundations for the styling cues of Renault’s forthcoming vehicles.

As an example, DeZir’s front-end design previews the new front-end identity that is poised to become a feature of all Renault models in the future.

The electric concept car DeZir features gull-wing doors that open in opposite directions symbolizing “a yin and yang-style amorous harmony”, according to Renault. Click to enlarge.

Renault has provided a preview of its new concept electric car, DeZir, ahead of this year’s Paris Motor Show. The “Z” in the name DeZir is a direct reference to Renault’s Z.E. signature for its forthcoming electric vehicles, and several features of its
design are suggestive of two qualities readily associated with electric mobility—advanced technology and light weight—Renault says.

DeZir is powered by an electric motor mounted in a mid-rear position to optimize weight distribution over the front and rear wheels. The vertically-mounted 24 kWh lithium-ion battery is located behind the benchseat and provides the two-seater with a range of 160 km (99 miles).

Battery cooling is ensured not only by the air channelled from the front to the back of the car, but also primarily by the flow of air that enters through the lateral scoops concealed behind the aluminium panels on either side of the body.

The basic motor is the same as the unit used for Renault’s production electric cars, although an evolution has enabled its power and torque to be uprated to 110 kW (148 hp) and 226 N&iddot;m (167 lb-ft) respectively.

Three battery-charging methods can be employed:

• Standard charge using a conventional household plug (fully charges the battery in eight hours).
• Fast charge using a 400V three-phase current (charges the battery to 80 per cent of its capacity in 20 minutes).
• Fast battery exchange with Renault’s Quick Drop technology.

In order to optimize range and dynamic performance, DeZir’s weight is kept to a minimum: its body is made from Kevlar, while its tubular steel frame is similar to that employed for Mégane Trophy race car. DeZir’s suspension also shares certain features with that of Mégane Trophy including a double
wishbone arrangement.

A full underbody fairing and a rear diffuser contribute to a drag coefficient (C_d) of 0.25, as well as acceleration from rest to 100 km/h in five seconds, and from standstill to 50 km/h in just two seconds.

DeZir’s energy efficiency package also includes the recovery of deceleration energy. The technology it employs is based on the same principles as the KERS (Kinetic Energy Recovery System) seen in Formula 1. When the car decelerates, kinetic energy is recovered and stored in the battery. In the case of DeZir, this energy can then be employed by the driver to provide a temporary
power boost at the moment he or she chooses, using a button located on the steering wheel.

The DeZir project is the first to have been led by Laurens van den Acker—previously the global head of design for Mazda—and marks the start of a sequence of concept cars that will provide an insight into Renault Design’s new vision for the future. It also lays the foundations for the styling cues of Renault’s forthcoming vehicles.

As an example, DeZir’s front-end design previews the new front-end identity that is poised to become a feature of all Renault models in the future.

30 percent lighter than aluminum

Ford Motor Company has delivered its best ever first-half new vehicle sales of 301,524 units in China during the first six months of 2010, representing 53% compared to sales figures from January to June 2009.

Changan Ford Mazda Automobile (CFMA), Ford Motor’s passenger car joint venture in China, reported record sales of 205,563 units in the first six months of 2010, an increase of 46% versus the same period last year. Ford passenger car sales surged 46% to 151,779 units.

The popularity of the Ford Fiesta among China’s young generation helped the nameplate continue to gain market share. In the first six months of 2010, the compact car racked up strong sales of 38,669 units, an increase of 113% year-on-year. A total of 86,053 Fiestas have been sold in China since the model was introduced last year.

Sales of the Ford Focus are continuing at a brisk pace, with more than 10,000 units a month, on average. Consistently strong sales helped the Focus secure a top-10 position in the highly competitive mid-size car market. This growth is expected to continue following the launch of the 2011 Ford Focus in June, with two new models on offer and substantial enhancements in safety, environmental friendliness and comfort.

The Ford Mondeo and Ford S-MAX nameplates also showed steady growth in the first half of 2010. Sales increased by 26% and 24%, respectively, compared to the same period last year.

In the commercial vehicle sector, the Ford Transit is still the leader in the high-end light commercial van segment. Its first-half sales rose 78% on an annual basis to 25,227 units, helping Ford Motor’s commercial vehicle investment in China, Jiangling Motors Corporation (JMC), achieve a 66% year-on-year sales increase to 88,363 units in the first six months, outpacing the industry.

All sales figures quoted are based on wholesale numbers. Sales data of Volvo is still included in Ford Motor China’s 1H sales figures. Ford Motor China 1H sales, excluding Volvo, are 285,991 units.

Ford Motor Company has delivered its best ever first-half new vehicle sales of 301,524 units in China during the first six months of 2010, representing 53% compared to sales figures from January to June 2009.

Changan Ford Mazda Automobile (CFMA), Ford Motor’s passenger car joint venture in China, reported record sales of 205,563 units in the first six months of 2010, an increase of 46% versus the same period last year. Ford passenger car sales surged 46% to 151,779 units.

The popularity of the Ford Fiesta among China’s young generation helped the nameplate continue to gain market share. In the first six months of 2010, the compact car racked up strong sales of 38,669 units, an increase of 113% year-on-year. A total of 86,053 Fiestas have been sold in China since the model was introduced last year.

Sales of the Ford Focus are continuing at a brisk pace, with more than 10,000 units a month, on average. Consistently strong sales helped the Focus secure a top-10 position in the highly competitive mid-size car market. This growth is expected to continue following the launch of the 2011 Ford Focus in June, with two new models on offer and substantial enhancements in safety, environmental friendliness and comfort.

The Ford Mondeo and Ford S-MAX nameplates also showed steady growth in the first half of 2010. Sales increased by 26% and 24%, respectively, compared to the same period last year.

In the commercial vehicle sector, the Ford Transit is still the leader in the high-end light commercial van segment. Its first-half sales rose 78% on an annual basis to 25,227 units, helping Ford Motor’s commercial vehicle investment in China, Jiangling Motors Corporation (JMC), achieve a 66% year-on-year sales increase to 88,363 units in the first six months, outpacing the industry.

All sales figures quoted are based on wholesale numbers. Sales data of Volvo is still included in Ford Motor China’s 1H sales figures. Ford Motor China 1H sales, excluding Volvo, are 285,991 units.

Ford Motor Company has delivered its best ever first-half new vehicle sales of 301,524 units in China during the first six months of 2010, representing 53% compared to sales figures from January to June 2009.

Changan Ford Mazda Automobile (CFMA), Ford Motor’s passenger car joint venture in China, reported record sales of 205,563 units in the first six months of 2010, an increase of 46% versus the same period last year. Ford passenger car sales surged 46% to 151,779 units.

The popularity of the Ford Fiesta among China’s young generation helped the nameplate continue to gain market share. In the first six months of 2010, the compact car racked up strong sales of 38,669 units, an increase of 113% year-on-year. A total of 86,053 Fiestas have been sold in China since the model was introduced last year.

Sales of the Ford Focus are continuing at a brisk pace, with more than 10,000 units a month, on average. Consistently strong sales helped the Focus secure a top-10 position in the highly competitive mid-size car market. This growth is expected to continue following the launch of the 2011 Ford Focus in June, with two new models on offer and substantial enhancements in safety, environmental friendliness and comfort.

The Ford Mondeo and Ford S-MAX nameplates also showed steady growth in the first half of 2010. Sales increased by 26% and 24%, respectively, compared to the same period last year.

In the commercial vehicle sector, the Ford Transit is still the leader in the high-end light commercial van segment. Its first-half sales rose 78% on an annual basis to 25,227 units, helping Ford Motor’s commercial vehicle investment in China, Jiangling Motors Corporation (JMC), achieve a 66% year-on-year sales increase to 88,363 units in the first six months, outpacing the industry.

All sales figures quoted are based on wholesale numbers. Sales data of Volvo is still included in Ford Motor China’s 1H sales figures. Ford Motor China 1H sales, excluding Volvo, are 285,991 units.

Ford Motor Company has delivered its best ever first-half new vehicle sales of 301,524 units in China during the first six months of 2010, representing 53% compared to sales figures from January to June 2009.

Changan Ford Mazda Automobile (CFMA), Ford Motor’s passenger car joint venture in China, reported record sales of 205,563 units in the first six months of 2010, an increase of 46% versus the same period last year. Ford passenger car sales surged 46% to 151,779 units.

The popularity of the Ford Fiesta among China’s young generation helped the nameplate continue to gain market share. In the first six months of 2010, the compact car racked up strong sales of 38,669 units, an increase of 113% year-on-year. A total of 86,053 Fiestas have been sold in China since the model was introduced last year.

Sales of the Ford Focus are continuing at a brisk pace, with more than 10,000 units a month, on average. Consistently strong sales helped the Focus secure a top-10 position in the highly competitive mid-size car market. This growth is expected to continue following the launch of the 2011 Ford Focus in June, with two new models on offer and substantial enhancements in safety, environmental friendliness and comfort.

The Ford Mondeo and Ford S-MAX nameplates also showed steady growth in the first half of 2010. Sales increased by 26% and 24%, respectively, compared to the same period last year.

In the commercial vehicle sector, the Ford Transit is still the leader in the high-end light commercial van segment. Its first-half sales rose 78% on an annual basis to 25,227 units, helping Ford Motor’s commercial vehicle investment in China, Jiangling Motors Corporation (JMC), achieve a 66% year-on-year sales increase to 88,363 units in the first six months, outpacing the industry.

All sales figures quoted are based on wholesale numbers. Sales data of Volvo is still included in Ford Motor China’s 1H sales figures. Ford Motor China 1H sales, excluding Volvo, are 285,991 units.