In its new format, Rimac Technology – 100% owned by Rimac Group – will look to continue and expand its current activities in the engineering, development, production and supply of high-performance battery systems, electric drive units, electronic systems and user interface components.

Having previously delivered components for several niche volume projects, Rimac Technology is planning to ramp up production capacity to manufacture tens of thousands of high-performance systems per year by 2024 and then further ramp up volume to hundreds of thousands, with products ranging from small hybrid battery systems to full rolling chassis.

Mate Rimac, The Rimac Group CEO, said, “If we go back to the very beginning of the Rimac Automobili business in 2009, the dream for me was to build my own electric hypercar. With Nevera we believe we’ve achieved that dream. But Nevera isn’t just a standalone project, it’s a showcase of what Rimac Technology can do free from the costs or volume restraints of a large-scale manufacturer.

“The products of Rimac Technology, while being on the cutting edge of performance, also need to be extremely cost competitive and producible at huge scales, while those issues are secondary for the hypercar business. This new structure will enable each company of the Rimac Group to flourish to their full potential, while still sharing the synergies between them – for example using our own hypercars as testbeds for new technology before we offer it to other OEMs.”

As an executive technical advisor, Biermann will advise on development of new products and on future technologies. He will also support the development of electric performance vehicles, while passing on his expertise to the team at the Hyundai Motor Europe Technical Center.

“It has been a tremendous pleasure and honor for me to work for HMG and lead our engineering division to become a ‘second-to-none’ R&D center in the entire automotive industry,” noted Biermann. “Now, our vehicles stand out apart from the competition in many aspects and embody our strong engineering expertise and commitment.”

Biermann joined the Group as executive vice president and head of vehicle testing and high-performance development in April 2015 following 31 years at BMW. Based at the R&D Center in Namyang, Korea, he led development of new Hyundai, Genesis and Kia models, and oversaw engineering projects relating to ride and handling, safety, reliability and the mitigation of NVH.

In addition, Biermann also played a key role in the establishment of the Hyundai N high-performance vehicle sub brand. In 2018, he was named president and head of R&D at HMG.

“Thanks to Albert’s tireless efforts, unwavering dedication and prodigious passion for the company, we have been able to achieve many great accomplishments across our vehicle line-ups that it would be impossible to name them all,” said Euisun Chung, executive chair, HMG. “His commitment to delivering the very highest engineering standards has played a key role in our Group becoming a global automotive leader.”

The move is a step toward meeting standards set by the United Nations Economic Commission for Europe (UNECE) and will allow Bentley to carry out in-house emissions, fuel economy and electric range testing to the highest global standards.

“Today’s announcement is another key landmark in Bentley’s ongoing modernization program,” said Dr Matthias Rabe, member of the board for engineering. “It will give us the independence to test our own engines and further enhance our industry-leading manufacturing plant in Crewe as we move toward offering electric or hybrid versions of all our models by 2024.”

Testing at the two-story, 4,600m2  facility will begin immediately, building up operations to meet all global emission standards by the middle of 2022. The new structure includes 773m2  of office space and 1,550m2  for the installation of a climate-controlled chassis dyno.

Bentley’s rolling road will allow engineers to simulate different gradients, measuring exhaust emissions from combustion engine cars, or electrical energy consumption from hybrid and future electric models. Real-world simulations can also be completed across a range of temperatures, from -20°C to +50°C.

The OEM’s technical conformity department, responsible for the compliance of all Bentley products, will be based at the new center. There will also be a dedicated laboratory to run Real Driving Emissions (RDE) tests using state-of-the-art portable emissions measurement systems.

Rabe added, “The center will also allow Bentley to meet increased demand from customers for our luxury, hand-built vehicles, including the Flying Spur, the Continental GT and new Bentayga.”

As part of its Sustainable Zoom-Zoom 2030 long-term tech development program, the brand aims to reduce its average ‘well-to-wheel’ CO2  emissions to 50% of 2010 levels by 2030, and to 90% by 2050.

Expecting that IC engines combined with some form of electrification will still account for some 95% of the vehicles it produces in 2030, and that liquid fuel will remain dominant in the automotive industry until at least 2040, Mazda considers a renewable liquid fuel essential to significant CO2  reduction.

However, with improvements in productivity and cost required to ensure widespread future availability of algae biofuels, Mazda is lending research-accelerating tech support to research into genome editing by Hiroshima University and plant physiology by the Tokyo Institute of Technology.

The company still intends to introduce EVs to regions that generate electricity from clean energy sources or restrict certain vehicle types to reduce air pollution. The brand’s very first BEV – the MX-30 – was unveiled at the Tokyo Motor Show in 2019 and is due to arrive in the UK early next year.

“The fuel cell system for the powertrain for the BMW i Hydrogen Next generates up to 170ps of electric energy from the chemical reaction between hydrogen and oxygen from the ambient air,” explained Jürgen Guldner, VP for hydrogen fuel cell technology and vehicle projects at BMW.

The electric converter located in the fuel cell adapts the voltage level to that of both the electric powertrain and the peak power battery, which is fed by brake energy as well as the energy from the fuel cell. The vehicle also accommodates a pair of 700 bar tanks that can together hold 6kg of hydrogen.

The peak power battery, positioned above the electric motor, injects extra power when overtaking or accelerating. The total system output of 375ps ensures the typical driving dynamics for which BMW is renowned. This hydrogen fuel cell electric powertrain will be piloted in a small series vehicle based on the current BMW X5 in 2022.

A customer offer powered by hydrogen fuel cell technology is expected to be brought to market in the second half of this decade by BMW, depending on the global market conditions and requirements.

And while the monocoque looks like a soapbox, it in fact has all the elements of the new Porsche 99X Electric that are decisive for the simulator test. Equipped with a genuine 99X Electric steering wheel, each button has exactly the same functions as in the actual sports car.

The screen in front of the driver provides a 180° panorama of the racetrack, and engineers sit in front of their computers, observing each simulated drive through safety glass.

And while the system enables the driver to sense even the slightest bump in the cockpit, the g-forces during acceleration, braking and corners can’t be felt. Similar to being at sea, optical perception and signals from the organ of equilibrium do not match. The brain has to abstract the information.

The profiles fed into the simulator are highly precise, based on scans that are accurate to the millimeter. In this way, the training sessions provide detailed track knowledge while enabling basic setup for individual race cars and routes.

The most important Formula E preparation task, however, is to test various software programs for efficient energy management. As much electrical energy as possible must be available at every second. In qualifying mode, the Porsche drivers have a maximum of 250kW at their disposal; on a single fast lap, economizing has little effect on the range.

The standard battery, which is fully charged at the start, has a capacity of 52kW. During the race, it’s continuously recharged through regenerative braking. This energy recovery takes place automatically via the electric motor on the rear axle.

A brake-by-wire system regulates whether or to what extent the hydraulic brake engages and when the electric motor on the rear axle decelerates in order to convert kinetic energy into electrical energy.

Helmut List, CEO of AVL, said, “This important step will strengthen and expand AVL’s simulation skills even further.”

The two companies have already been working together successfully for several years. AVL’s entry as a shareholder now reinforces this partnership.

For AVL, the acquisition further expands the company’s development, simulation and testing capabilities for powertrains and energy production systems, including combustion engines, transmissions, electric motors, hybrid drives, batteries and fuel cells.

“With PreonLab we are opening up completely new possibilities for our customers to simulate liquids in a significantly shorter time, with less effort and impressive visualization capabilities,” added Roland Wanker, VP at AVL Advanced Simulation Technologies.

During this experimental phase, the sound that will characterize the future powerplant will also be created. The evaluation work, which will be conducted in various conditions of use on both road and track, will provide important data for the development of
the marque’s electrified powertrains.

The new GranTurismo and GranCabrio will be the first cars to adopt a 100% electric powertrain and will be built at the Turin, Italy, production hub.

More on Maserati’s Innovation Lab here. 

Construction of Valmet Automotive´s new Battery Test Center is well underway. With the containers delivered in November, and installation of the AVL technical equipment now complete, focus is now on the integrating the technical infrastructure.

“Since we announced the new Battery Test Center, there has been strong demand from the automotive industry,” said Robert Hentschel, senior VP engineering, Valmet Automotive. “We are in intensive negotiations and some customers would rather start today than tomorrow.”

Sat an area of around 1,500m² , the facility – which will be capable of meeting peak power demand of up to 3,200A – will be equipped with state-of-the-art AVL battery test equipment, a 16m^{3 .} salt spray chamber with active energization capability, and advanced safety technology.

The 75,000ft² facility, which is expected to open by mid-2020, will be located in Concord, North Carolina. The facility will feature driver-in-the-loop simulators, vehicle simulation, aero development and other practices designed to advance racing and production capabilities.

“We’re thrilled to expand GM’s US footprint by establishing a greater presence in Charlotte,” said Jim Campbell, US vice president of performance and motorsports, Chevrolet. “The new facility will be close to a number of key Chevrolet and Cadillac racing partners, teams and suppliers. This will allow for improved collaboration as well as access to some of the industry’s best talent.”