BMW

2020 X6 M: Check Your Six

BMW's Motorsport division started building ultra-high performance versions of the company's X5 and X6 SUVs in 2009. The all-new X6 M is mechanically identical to the X5 M, and you pay several thousand dollars more for its stylish but less practical fastback roofline. Like the X5 M, the X6 M is a compelling blend of mega-horsepower, aggressive suspension, and luxurious furnishings—and it delivers the scalding performance of a high-end sports car. Read the full story here.

The engine powering the X6 M comes straight out of BMW's legendary M5 sedan. Code-named S63, it's a twin-turbo 4.4-liter V-8 rated at 600 horsepower at 6000 rpm in standard trim and 617 horses in the Competition model.

The X6 M sends its power through a driver-programmable eight-speed ZF automatic transmission with three increasingly aggressive settings for shift firmness and speed. Manual shifting is controlled by a pair of steering-wheel-mounted paddles.

The X6 M's chassis is buttressed for high-speed motoring with M-tuned springs, adjustable dampers, and an active front anti-roll bar; big brakes with driver-adjustable settings for pedal response; and an electronic limited-slip rear differential. The all-wheel-drive system has the ability to vary the front-to-rear torque split and sends extra to the rear tires in the Competition model's track mode. 

The engine's 553 lb-ft of torque is apportioned front to rear through a multiplate clutch. The majority of torque is sent to the rear wheels in normal driving. If rear-wheel slip is anticipated or detected, the system transfers additional power to the front tires. 

The X6 M slows down as impressively as it accelerates. Fade-free stopping power is supplied by six-piston front calipers working on big 15.6-inch rotors. Single-piston calipers grab 15.0-inch rotors in the rear. The braking system allows the driver to adjust pedal response and feel via Comfort and Sport settings.

The X6 M's ride-and-handling behavior is adjusted through three standard drive-mode settings—Comfort, Sport, and Sport Plus. Competition models add a Track mode that dials back stability control intervention to its lowest level short of fully off.

The X6 M's top speed is governed to 155 mph, unless you opt for the $2500 M Driver's package. Then its terminal velocity rises to a claimed 177 mph. The M Driver's package also includes a spot at one of BMW's driving schools, which are conducted at both of its performance centers in the United States.

The X6 M's cabin is luxuriously dressed in soft merino leather and is comprehensively equipped. Standard equipment includes everything from a panoramic sunroof to heated front armrests. A 12.3-inch digital instrument cluster, a 12.3-inch central infotainment screen, and a Harman/Kardon surround sound system are also standard.

Muscle cars are all well and good, but nothing says "get out of my way" like a hulking crossover with a front end so full of grille it looks as if it could suck the air out of Ford Field faster than the Detroit Lions. One glance of a BMW X6 M in your rear-view mirror and you know that you are being tracked down by one bad-ass SUV. 

The X6 M is the hot-rodded version of the third-generation X6, which is the slope-back sibling of the more conventional X5. Both the X5 and X6 have been redesigned for 2020, and the folks at BMW's Motorsport division are now releasing their high-horsepower makeover. We sampled both the X5 M and X6 M at a recent BMW launch event on the roads between Phoenix and Prescott, Arizona, and found the driving experience to be identical, so choosing between the two is really about style.

Should you choose the X6's fastback styling, you'll be giving up seven cubic feet of cargo space behind the second row compared to the X5, and 13 cubic feet with the second row folded. Choosing the X6 will also cost you $3500 more than the X5 M.

We like the X6's standard engines a lot, but the X6 M is next level stuff. It makes good on the rearview-mirror threat with its twin-turbocharged 4.4-liter V-8 that pounds out 600 horsepower at 6000 rpm and 553 lb-ft of torque between 1800 and 5690 rpm. Should that not be enough, and you have $9000 more to spend, the Competition package punches the output up to 617 horses—as if the X6 M needed more muscle. Torque is unchanged. 

On the standard version, the M division tones up the chassis with revised adaptive dampers, an active front anti-roll bar, stiffer engine mounts, additional front-wheel camber, and staggered Michelin Pilot Sport 4S summer tires—sized 295/35R-21 in front and 315/35R-21 at the rear. Competition models add several standard goodies to an already comprehensively equipped SUV. Mechanical revisions include a strut-tower brace, a deeper-voiced sport exhaust system, a special track-driving mode, and 22-inch rear wheels. Areas of the interior not covered in merino leather in the standard X6 M are slathered in it, there are special Competition seatbelt colors, and the exterior trim is blacked out.

The all-wheel-drive system sends the majority of the power rearward to an electronic limited-slip rear differential. As in all modern M cars, there are many ways to mix and match the three driving modes—Comfort, Sport, and Sport Plus—with the eight-speed automatic transmission's three shift programs. BMW claims a zero-to-60-mph time of 3.8 seconds for the X6 M, which sounds conservative considering we coaxed a 3.8-second run out a V-8–powered X6 M50i, which has 77 fewer horses under its hood. BMW says the Competition model will accelerate to 60 mph a tenth of a second quicker than the standard X6 M.

Out on the road, the X6 M Competition will make you feel like the master of all you survey. Only a handful of cars can pull away from it; you pass on two-lanes with arrogance, not mere confidence; and when equipped with the $2500 M Driver's package that our test car had, top speed is raised from 155 mph to a claimed 177. 

This brute-ute is more than just a straight-line rocket, however. It will take something special—and a skilled driver wheeling it—to leave it behind on twisting roads. Thanks to its stiff springs and sticky tires, it feels as if it can tear serpentine two-lanes to shreds. Its brakes refuse to fade no matter how high the speedo needle swings between corners. Triple-digit speeds arrive in a neck-straining whoosh—and with a rich roll of thunder from the exhaust if you've selected the Sport Plus or Track modes. The only complaint we have is that steering feedback evaporates as you corner hard. But that doesn't slow this thing down.

Like anything with this much power, driving the X6 M on public roads is as frustrating as it is satisfying. So much pent-up power, so much handling in reserve, so few places to unleash the animal. It's comfortable enough on the highway—at least on the well-preserved Arizona pavement—to use as an everyday commuter. But where's the fun in that? The call of the mighty V-8 is irresistible and will have you filling rearview mirrors with the get-out-of-my-way face of an X6 M.

Source: © Car and Driver

YAMAHA

Brand new scooter does 32km/l and reaches 140km/h

Finally Yamaha launched the XMAX ABS! First shown in Brazil at the Salão Duas Rodas of 2017, the scooter caused a furor and made us think that its launch would be imminent. Our mistake. To general frustration, Yamaha chose not to bring it at that time. On the other hand, at last year's Salon, Yamaha not only put XMAX in its booth, but announced its launch and, shortly after, started pre-selling.
The arrival of the Yamaha XMAX is already shaking the segment. According to the company's marketing people, the pre-sale has already sold out the first three batches. They arrive in stores in the first week of April, and the queue continues to grow.

Sweeping design
XMAX has a modern and thought-provoking design. It is impossible to stand before him without expressing a smile of satisfaction, at least for those who enjoy scooters and motorcycles. On the side it impresses with the size that looks like a bigger scooter, the extension and width of the seat has a good part in this feeling of size. The lines marked by creases and angles and the elongated headlights and outlined by the LED DRL (Daytime Running Light) give an air of fury to the front of the bike.



Ergonomics
It is full-bodied, just pass the leg in front of the seat, overcome the “column” of the floor, where the fuel tank nozzle is located and mount it to realize that there is plenty of room to accommodate. Sitting with my 1.8 meter height, the legs have excellent space until the front shield, it is possible to move on the comfortable bench until it rests on the lumbar backrest (this is a little far for my height), there is plenty of room. The croup is also very well accommodated, the pedals of this could be a little lower to flex the legs less and increase passenger comfort.



The distance to the handlebars, which can be adjusted up to 20 mm forwards or backwards, is excellent and the full information panel is fixed on the front of the scooter and not on the handlebars as in most scooters, giving more sense of spaciousness.

Plenty of space
After checking how good the position and space to fly is, the curiosity to raise the seat to check and imagine what can fit down there. Impressive! Two helmets, backpack and a few more things can fit. In my view, having the fuel tank underfoot (separated by the column on the floor) is a smart solution to gain space under the seat, one of the great virtues of XMAX ABS. In the front shield, two compartments (one with lock and 12V socket) guarantee even more space for offal.


XMAX by Momo Design-Akrapovic exhaust system

How it behaves
The XMAX ABS has a 4-valve single cylinder engine and liquid cooling is capable, according to Yamaha, of 22.8 hp at 7,000 rpm and 2.5 kgf.m at 5,550 rpm of maximum power and torque respectively (on the crankshaft).
Quiet and responsive, it is from 4,500 rpm that you feel the strongest thrust, gaining speed quickly. The engine has fun, accelerates fast and has a low level of vibration and noise. The answers allow a peaceful touch in the city and on the road. On highways it is possible to travel at a cruising speed of 120 km / h and, if necessary, stretch to 140 km / h, the maximum speed marked on the panel.



The XMAX is the only one in the medium cylinder category with traction control, it is difficult to feel it working, but on cobblestones or on very smooth ground it is sometimes possible to feel the ignition cut to avoid skidding. It would not be necessary for the engine power, but the technology is welcome when it comes to beginners in charge.



More virtues
Another surprise that impresses is the smoothness with which it is possible to ride the Yamaha XMAX on the whimsical pavement of big cities like São Paulo, the suspensions absorb irregularities very well and, unlike most scooters, it does not have the unpleasant shaking on the handlebars or those blows to the vertebrae from the rear shock absorbers. Driving is precise and turning with it is fun and you can tilt a lot without worry.
The ABS-assisted brake system on two wheels helps with emergency braking, but has a rough operation, especially on slippery ground. It takes tact to make it work better, if you put your hand on the brake with real force (which can happen to the less experienced in an emergency), the system works after a small skidding of the rear wheel, which can cause scares.

Autonews

AUTONEWS

Self-driving car trajectory tracking gets closer to human-driver ideal

Have you taken an Uber ride and disagreed with the "fastest" route that the GPS app suggested because you—or the driver—know a "better" way?
For society to truly embrace self-driving cars, the experience of passengers must feel just as comfortable as any trip with a human driver—including choosing the "best," or more comfortable, way to get there.
It turns out that this is an extremely difficult computational challenge, but researchers are getting us a little bit closer to that ideal comfy ride.
They have devised a new optimization method for tracking the trajectory of self-driving cars that reduces errors, all the while keeping computation demands low. They published their results in IEEE/CAA Journal of Automatica Sinica.
While operating a vehicle, a human driver can be thinking about and responding to multiple phenomena from moment to moment: how fast to go, what to expect on the street, safety considerations, all the while also making decisions on—and constantly re-assessing—a trajectory that is above all comfortable for themselves and their passengers. This ability to prioritize comfort, and the attempt to replicate it in robots, has been the focus of a great deal of recent research.
An important aspect of this is the trajectory tracking problem—ensuring a vehicle follows a desired route as closely as possible in a given amount of time. It sounds simple because we humans do it all the time without paying much attention, but mathematically it really isn't simple at all. Popular ways of dealing with the problem have the major drawback of excessive computational requirements.
"With an autonomous vehicle, all this has to be performed in what we'd call the 'brain' of the autonomous vehicle," says paper author and engineer Kayvan Majd of Arizona State University. "We set ourselves a challenge that is simple to state but hard to achieve with respect to trajectory planning: A passenger in a self-driving car has to feel as if it were driven by a human."
A couple of attempts in recent years have been made to reduce this computational "overhead," but in doing so, they re-introduce large errors with respect to the trajectory.
What makes the new method such a leap forward is that it ticks all the boxes of stable trajectory tracking with minimal errors with respect to position, velocity and acceleration, while keeping computational overhead down.
The next step for these specialists is making their method more widely applicable, by taking into account additional and even more realistic variables such as taking into account tire forces and side slipping. This will allow the cars to operate at high speed and under harsh road conditions more accurately.

Provided by Chinese Association of Automation

SCANIA

Gas-powered roadster R410 arrives in Brazil

Scania's highlight at Fenatran (International Road Freight Transport Exhibition) was the R 410 6 × 2 powered by gas. The novelty has a suggested price of around R $ 650 thousand. This value is about 30% higher than that of the equivalent horsepower mechanic with a turbodiesel engine. Since the launch at the fair, 13 units have been sold. Estradão exclusively evaluated the new option of the Swedish brand, which focuses on reducing pollutant emissions to win over Brazilian hauliers.
According to information from Scania, the difference of R $ 150 thousand will not be an impediment to the success of the gas R 410. The manufacturer is betting on a new market niche formed by transporters concerned with pollutant emissions. This is a trend that has been valued by shippers when hiring freight.
The Scania plant in São Bernardo do Campo (Brazil) is already producing pre-series units of the R 410 on gas. The first 13 orders will be delivered to buyers in April. According to the brand, “dozens more are already being negotiated”.
The brand bets on the resumption of truck sales in the Brazilian market. Also according to the company, the expectation is to sell about 200 units of the new R 410 gas truck in the first year of sales.



We evaluated the Scania R 410 6 × 2 with compressed gas engine (CNG). This version should be the most awarded - it represents 90% of orders placed.
The horsepower engine can also burn pure or mixed biomethane. The gas of vegetable origin or produced from garbage residues can be added to the CNG in any proportion.
Scania also offers the R 410 6 × 2 with a liquefied natural gas (LNG) engine. A horsepower unit powered by liquid fuel is already running tests in Brazil.

Scania R 410 gas engine is Euro 6
The engine of the evaluated model is the OC13 cycle otto. Unlike diesel engines, the inline six-cylinder uses spark plugs. With 12.7 liters, the novelty generates 410 horsepower at 1,900 rpm and 204 mkgf of torque between 1,100 and 1,400 rpm.
The Scania R 410's DC 13 turbodiesel engine generates the same power at 1,900 rpm. The torque, 219 mkgf (7.3% higher), is delivered between 1,000 and 1,300 rpm. In practice, this 15 mkgf difference is not noticeable.
Regarding the levels of pollutants, with both CNG and LNG, the gas Scania R 410 emits 15% less CO2 than the diesel version. When using biomethane, the reduction can reach 90%.
The gas engine already complies with Proconve P8 (equivalent to Euro 6 in force in Europe). This is the next phase of the Brazilian emissions control program, which is expected to come into force in Brazil on January 1, 2023.
The Scania R 410 6 × 2 gas has an automated 12-speed Opticruise transmission, plus two super-reduced ones. This box has a system called lay shaft brake, which brakes the secondary axis of the box.
The device also helps to maintain the pressure of the turbo. With this, in addition to ensuring smooth gear changes, the truck does not lose speed at the time of passages.


Automated 12-speed Opticruise attached to the steering column

Configured for gas
The evaluated unit of the Scania R 410 6 × 2 gas was linked to a two-axle implement from Noma, with 25 tons of net load. The sum of the set resulted in a combined total gross weight of 41.5 t.
This is the PBTC and maximum allowance on scales on Brazilian highways for this composition. With this, it was possible to evaluate with a good level of precision the responses of the horse-mechanic with a gas-powered engine.
The truck was equipped with eight gas cylinders (four on each side). This set holds 230 m³ of gas (equivalent to 944 liters). With “tanks full”, the Scania R 410 6 × 2 gas can run 500 km.
This is one of the negative points of the model. In the equivalent version with diesel engine and tanks for 900 liters of fuel, the range easily exceeds 1,000 km.
To accommodate the gas cylinders, the new version of the Scania R 410 is 3.9 meters between the axles. In the diesel configuration the wheelbase usually varies from 3.3 m to 3.5 m. Almost all implements can be attached to the gas powered horse-drawn mechanic, according to information from Scania.
The exception is the 15.4 meter long implements. This is because the Brazilian legislation determines that the maximum distance from bumper to bumper is 18.6 meters.
According to the product manager of Scania Latin America, Paulo Genezini, the brand offers other options for the size and type of assembly of the gas cylinders. With this, it is possible to meet the needs of the carrier without disobeying the legislation.
The executive informs that the weight in running order of the R 410 6 × 2 with cylinders full of gas is equivalent to that of the diesel version also with full tanks. In favor of gas there is less weight in relation to liquid fuel.


The vehicle's green speed range no longer appears on the rev counter. But the Opticruise’s intelligence automatically makes the truck work at the right speed

Silence on board
When turning the key and turning the Scania R 410 on gas, the low noise level of the engine when compared to the diesel version was noteworthy. With the exchange in the “neutral” position, the decibel meter marked 59 decibels. This contributes to the good quality of the cabin's acoustic coating.
In motion, at 80 km / h and with the engine running at 1,250 rpm, the equipment used to measure the intensity of the sound registered 72 decibels. Scania reports that the R 410 with a gas engine is 20% quieter than the same diesel configuration.
Another highlight is the quick responses to the accelerator commands when taking off. The gas version is noticeably more agile. The explanation is that Otto cycle engines have shorter pistons than diesel engines. This reduces the time to complete the four phases of operation: intake, compression, explosion and exhaust.

Vigor in the sprints
In operation, at 70 km / h and with the 12th gear engaged, the engine does not exceed 1,100 rpm. This behavior is similar to that of the diesel-powered Scania R 410. This translates into lower fuel consumption.
On climbs, the difference of 15 mkgf of torque of the gas engine in relation to the diesel engine was not noticeable. In a resumption of acceleration from 20 km / h to 60 km / h, the truck responded promptly to the pressure applied to the right pedal. The rotation, in 11th gear, was around 1,400 rpm, considered a very good pace.
The current generation of Scania trucks does not have a “green belt” on the rev counter. This feature was used to help the driver maintain the ideal range of engine rotation according to the situation. The explanation of the brand is that the indicator only makes sense on models with manual transmission, where the driver chooses the gear.

Exchange prioritizes consumption
In the case of automated transmission, management is done by the electronic control panel. But the driver can reduce or “upshift” gears manually by means of a rod behind the steering wheel. This feature is ideal in situations such as overtaking or uphill, for example, or even off-road.
At constant speed radar, such as on highways and flat stretches, the automated gearbox prioritizes the economical driving mode. This occurs automatically, without the need for driver interference.
On the descent the ‘retarder’ holds
As Otto cycle engines do not have the same pressure as diesel engines, the R 410 gas engine has no auxiliary braking system, known as the “engine brake”. It is a safety device, especially useful when the truck is loaded on very severe downhill slopes.
Roughly speaking, the engine brake consists of a system coupled to the exhaust pipe that includes a “butterfly” that, when closed, drastically reduces the engine speed. This force is sent to the drive axle (or axes) to decrease speed.
Instead, the gas-powered truck comes standard with Scania's retarder feature. It is an auxiliary system, with braking power equivalent to 860 hp.



The retarder is a hydraulic system that works in conjunction with the gearbox. The drive is made by means of a lever located to the right of the steering wheel. On the same stem is Opticruise, the name of the Scania transmission. There are five options for activating the braking system, which can be activated by the driver as needed. By activating the highest level of action, it is possible to stop the truck completely.
On the road it was possible to evaluate the system's functionalities. Among the advantages, there is no need to keep the engine speed above 2,000 rpm, as with the engine brake. At 60 km / h, with the six-cylinder in the range of 1,000 rpm, just activate the first stage of the retarder for the speed to drop about 50%. This occurs smoothly and without having to step on the brake pedal.
Replenishment requires planning
The complete refueling of the eight gas cylinders takes about 25 minutes to complete. And the gas station must have a specific nozzle, in accordance with the rules established by the Brazilian Association of Technical Standards (ABNT).
To reduce refueling time, Scania is seeking to approve a new nozzle, type NGV2, used by gas trucks in Europe. Because it is wider, this system allows you to refill the same amount of gas in about ten minutes.


Scania is approving the NGV2 nozzle so that the supply is faster

Gas truck supply will grow
Scania also offers the P 280 and G 340 trucks with gas engines in the country. The first is aimed at urban and intercity operations. The G 340 is focused on off-road, such as mining and construction, for example.
The company informs that it is approving another 20 truck options. Among the novelties there will be a model with an engine exceeding 410 hp of power. The objective is to serve transporters that operate with vehicles whose combined total gross weight (PBTC) is 74 t. The bets are R 450 or R 500.
According to information from Scania, the São Bernardo (city of Brazil) plant is ready to meet the increased demand. This is because the plant contemplates the concept of modular production. Thus, the company can produce the gas truck with the cabin, engine power and axle that the transporter wants.

Verdict
The gas Scania R 410 guarantees the same level of delivery as the similar model with a diesel engine. Its main advantage is that it is less polluting. For this reason, it should serve fleet owners and shippers interested in this new market niche, which has been growing. The 30% higher price can scare more conservative customers.
In favor is the fact that Scania anticipates trends. And offering in Brazil a range of products aligned with the most modern in the world. With gas trucks, the company encourages the entire chain in the sector - from expanding the refueling network to generating income through support for biomethane production.

Autonews

VW

Company launches electric scooter and bicycle
The traffic of large cities is a challenge for those who need to travel daily to work or to do everyday tasks. Therefore, in addition to its participation in traditional means of transportation, Volkswagen is investing in mobility products that make life easier for consumers. The novelties are scooters and electric bicycles with the brand seal.
“In addition to thinking about the future of cars, Volkswagen understands that the future of mobility includes different types of transport,” says Daniel Morroni, Volkswagen's After Sales Director for South America.
The new means of transport were designed for people of all ages, genders and social classes who are looking for alternatives to get where vehicles cannot go safely, with comfort and performance.
Continues after advertising
Both products have technological differentials. The folding electric scooter, for example, has its own application that regulates the settings of the vehicle with connection via bluetooth. In it, it is possible to establish a maximum speed reached by the scooter, guaranteeing safety and adaptation to municipal laws. In addition, it is possible to configure the colors displayed by the LEDs that decorate the scooter.
The electric bicycle, on the other hand, has a high-powered motor and a partially built-in battery for easy recharging, in addition to several other attributes.
Volkswagen develops new products with the well-being and convenience of consumers in mind. “We believe that new mobility options can make people's daily lives a lot easier”, says Wagner Carrieri, manager of After Sales Commercial Operations. "We are working on more alternatives for our audiences that seek to reach new places in an innovative way."
The products are on sale at the automaker's dealerships across the country and on the brand's official e-commerce channels (www.vw.com/accessories). Because they are classified as an original Volkswagen accessory, both the scooter and the bicycle have a one-year warranty. Customers have technical support, contact is available in the manual. © Disclosure / ABC Studio / Reproduction

GEELY

Company building satellites to aid autonomous driving

The new facility established under Geely Holding Group's subsidiary, Geely Technology Group marks the first time a private enterprise has begun to produce satellites in China. The cutting-edge facility will include a modular satellite manufacturing centre, satellite testing centre, satellite R&D centre, and cloud computing centre. Taking full advantage of Geely's experience in modular intelligent manufacturing, the facility will be able to develop and produce a variety of different satellite models.
Chairman of Geely Holding Group, Li Shufu said: “The pace at which science and technology is developing has reached an unprecedented level, changing human society at its core. Today, the automotive industry faces huge challenges and equally huge opportunities. Geely must take the initiative to embrace change, develop through innovation, find new synergies online and offline, and cooperate with global partners to become a global technology leader, drive change in mobility, and create new value for users.”
Geely's entry into the field of satellites is part of its transformation into a global mobility technology group. The satellite strategy will be implemented by Geespace, the Geely operating company established in 2018 for the development, launch, and operation of low-orbit satellites. By the end of 2020, Geespace will begin the launch of its commercial low-orbit satellite network.
Geely's expansion into low-orbit satellites marks a significant milestone in the creation of a truly smart three-dimensional mobility ecosystem. Low-orbit satellites will be able to offer high speed internet connectivity, highly precise navigation, and cloud computing capabilities.
As vehicles become more connected and integrated into the Internet of Things ecosystem, the demand for data has grown exponentially. Geespace's self-developed low-orbit satellite network aims to satisfy the demand for data with high-speed connectivity capabilities allowing for rapid OTA updates and content delivery to end users.
The development of L4 and L5 autonomous drive requires the deployment of an advanced navigation ecosystem to help ensure safe operation. Current navigation systems are dependent on high-orbit satellite GPS, which are limited to only being accurate within several meters. The Geespace low-orbit satellite network will offer much higher centimetre accurate precision, opening the door to features such as lane change and accident avoidance via precise GPS location data usable by vehicles on roads or in the air.
With the increase integration of artificial intelligence into vehicle for features such as infotainment and autonomous drive, the requirements for data processing has grown immensely. Through cloud and edge computing, Geespace low-orbit satellite network will be able to meet some of the data-processing requirements for future intelligent connected vehicles.
With sustainability in mind, Geespace low-orbit satellites are designed to have a limited lifespan ranging between one to ten years and to naturally disintegrate into earth's atmosphere at the end of their lifecycle. The prevention of space debris is of utmost concern to everyone and Geely will take every measure to ensure its presence in space is sustainable.

Mundoquatrorodas

FORD

Company is launching an all-electric Transit van

Late last year, Ford Philippines returned to the people carrier segment with the massive Transit van. Measuring nearly 6 meters long, over 2.4 meters wide, and standing at 2.5 meters tall, their newest van is absolutely massive. Given its huge dimensions and 15-seat capability, it's no wonder Ford's new people carrier is powered by a 2.2-liter turbo-diesel powerplant. There's even a 3.5-liter EcoBoost option in North America.
However, Ford wants to get in deeper with the whole electric revolution. With that, Ford said that they will be introducing a pure-electric version of the Transit van. They're serious about it too, and they aim to launch it by 2022.
The all-electric Transit is part of the company's $11.5 billion (PhP 583.9 billion) investment in electrification through 2022. It will be available with a wide array of chassis options, body styles, three roof heights, and three different body lengths. Ford also claims that the EV Transit will have uncompromised cargo carrying capacity thanks to its powerful electric motors.
“Commercial vehicles are a critical component to our big bet on electrification. As leaders in this space, we are accelerating our plans to create solutions that help businesses run better, starting with our all-electric Transit and F-150. This Ford Transit isn’t just about creating an electric drivetrain, it’s about designing and developing a digital product that propels fleets forward,” said Jim Farley, Chief Operating Officer, Ford Motor Company.



Ford has yet to reveal what the electric Transit will look like. But based on the teaser photo provided, it might not look so different than an internal-combustion engined Transit. Our best guess is that it will have a different front grill, as well as some distinct badges in order to differentiate itself from the rest.
The automaker said that the upcoming electric Transit will benefit fleet customers who wish to use the van in logistics and other commercial endeavors due to lower operating costs of EVs. Ford also mentioned that since it doesn't produce any carbon emissions, this particular Transit could benefit from road tax, as well as from excise tax.
The electric Transit will join the likes of the yet-to-be-released electric Ford F-150 as one of the brand's premiere electrified commercial vehicles. But will it be available to the Philippine market once it's released stateside? For now there is a very slim chance of it being offered here since the Philippine-spec Transit is sourced from Turkey.

Marcus De Guzman

AUTONEWS

Can air-coding be an ally against coronavirus?

Modern air conditioning systems are, or can be in some cases, much more sophisticated and efficient than most drivers may think. It is true that they continue to involve the compression of a gas, followed by expansion to lower the temperature, thus producing the cold air that we love so much. But the more sophisticated versions - and necessarily more expensive - manage to perform real miracles, in the sense of protecting the health of those who go on board.
Dust, pollen, polluting gases, bacteria and viruses that come on board through air conditioning (A / C) are impressive. The simplest devices are equipped with filters that only retain impurities and larger ones. But there are others that mount more efficient filters, the ones called HEPA, of High Efficiency Particulate Air (there are several levels of HEPA filters, the most efficient being classified as hospital level), which already capture much smaller particles and, potentially, even bacteria It's virus. Although they do not settle the latter.
If HEPA filters work in tune with systems that ionize air molecules on board, which destroy pollen, mold and bacteria, then we are facing an A / C capable of canceling allergens, pollutants and microorganisms that could endanger health. 

An A / C against chemical weapons attack?
The most sophisticated system of air conditioning, or air treatment, if you prefer, is offered by Tesla exclusively for the Model S and Model X. These vehicles are equipped with a system that the brand calls Bioweapon Defense Mode which, basically, once actuated, in parallel with the recirculation of the indoor air, it is able to protect the occupants even in the face of gases used in chemical wars, according to the manufacturer. Among other solutions available to these vehicles is a HEPA filter of large dimensions and hospital level, which cancels bacteria and viruses. The video above shows how it works.
The smaller and cheaper Model 3 has installed a more effective system than normal, but without using the same type of filter, essentially due to lack of space, as explained by the Tesla CEO via Twitter, as it is a smaller vehicle to install objects of such generous dimensions on board. Still, a video test demonstrates that even Model 3 manages to nullify very small particles, since after starting to work with solid matter with dimensions of 135 microns, it filters it until particles with only 2.5 microns remain.
Believing in the claims of the brands mentioned, Audi and Tesla respectively (we were unable to get timely responses from the other manufacturers contacted), everything indicates that their most sophisticated air conditioning and air treatment systems should be able to filter the air to the point of nullifying or, at the limit, considerably reducing exposure to bacteria and viruses, such as Covid-19.

GOODYEAR

Goodyear's biodegradable concept tire regenerates its tread

Goodyear recently unveiled a tire concept that could revolutionize the auto industry. Dubbed reCharge, this concept tire would never require replacements or rotations because it regenerates its tread as needed.
In addition to eliminating flat tires and the need to check tire pressure, the concept's regeneration features would be customized to the driving habits and conditions of individual motorists courtesy of a combination of AI and telemetry data.
The crux of reCharge's regeneration capabilities is a biodegradable, reloadable liquid compound that's recharged by capsules. The compound is fortified by a mixture of dandelion rubber and fibers similar to spider silk, known to be one of the toughest raw materials found in nature. reCharge would push out this paste on demand through pipes to the wheel's surface, where it hardens into new tread.
The compound itself is customizable and would adapt to each motorist's driving tendencies. Intelligent algorithms (likely involving machine learning and other AI aspects) would analyze the vehicle's telemetry data to create individual driver profiles, serving as the basis for personalizing the compound.
Additional personalization features include the makeup and consistency of the tire itself, which would adapt to the usage of individual drivers. Instead of changing tires for dry, hot summer conditions and frigid winter ones, reCharge would mutate its surface to accommodate those condition—or any others.


Credit: Goodyear

However, this would require drivers to change the capsules containing the liquid compound, which would be stored in the hub of the wheel. Goodyear hasn't specified whether or not this process would require bringing a vehicle with reCharge tires into a shop.
"Goodyear wants the tire to be an even more powerful contributor to answering consumers' specific mobility needs," explained Mike Rytokoski, vice-president and chief marketing officer of Goodyear Europe. "It was with that ambition that we set out to create a concept tire primed for the future of personalized and convenient electric mobility."
The innovative compound powering reCharge is a much more environmentally friendly option than conventional tire compositions. While the latter typically firms up petroleum rubber materials with silica or carbon black, the fibers in reCharge's compound make it entirely biodegradable.

Additionally, reCharge's tire tread would be underpinned by a non-pneumatic, lightweight frame with a tall and narrow shape. The frame would work in conjunction with the paste's lasting fibers to make the tire highly durable under almost any driving conditions. This feature of the concept tire, as well as its regenerative capabilities, is directly responsible for its elimination of flats or the need to check tire pressure.
Goodyear hasn't indicated when it might begin manufacturing reCharge.

Source: Jelani Harper

GM

The company will promote electric vehicles to challenge investors to Tesla 

DETROIT, United States (Reuters) - General Motors executives will face on Wednesday one of their most difficult tasks: convincing investors that the Detroit automaker can compete with Tesla in the electric vehicle market.
Even when global markets recover from the fears of coronavirus, Tesla's market value exceeds that of GM and most other traditional automakers. On Tuesday, Tesla's market value was around 144 billion dollars, more than three times GM's 45 billion.
GM is by far larger than Tesla in volume and generates more money and profit. But in the market for electric vehicles, Tesla is the leader.
Last year, Tesla sold 367,500 electric vehicles, 223,000 in the United States. GM sold only 16,400 Chevrolet Bolt units in the US and 60,000 Baojun E-Series models in China with the joint venture SAIC Motor.
GM executive president Mary Barra and President Mark Reuss have accelerated the development of electric vehicles over the past three years, focusing on a proprietary battery, a low-cost flexible design and a high-volume production plan, mainly in China.
GM is also developing an advanced battery, in partnership with LG Chem and Honda Motor, which will be smaller than the current batteries used in electric vehicles, can be recharged more quickly and will provide more power.
Musk told investors that Tesla advanced the cost and capacity of the battery in developments that will be released on "battery day" in April.
Barra said GM plans to spend more on electric vehicles than on gasoline-powered cars in the next five years and that the company will profit from them by 2021. But it has not yet disclosed how much it will invest in efforts to compete with Tesla and traditional competitors such as Volkswagen or Ford Motor.

Paul Lienert