Bosch reveals bolt-in electric car motor

The next generation of electric cars from arch-rival brands could share the same electric motors under a bold plan from supplier Bosch.

The German parts supplier has revealed what it describes as a "start-up powertrain for electric vehicles", a plug-in system designed to replace the engine in new cars.

Bosch hopes that carmakers will buy its off-the-shelf system instead of developing their own tech. While brands such as Tesla, BMW and Nissan have plenty of experience with electric cars, companies with little experience in the battery-powered world may jump at the chance to put electric cars in their showrooms.

Designed to row in electric cars or hybrid models ranging from city cars to SUVs and light trucks, the new Bosch e-axle will go into production from 2009.

The unit delivers between 50kW and 300kW. While we don't know which cars will adopt the off-the-shelf system, it could be used as the sole power source for compact cars or as a hybrid power unit for high-performance machines such as the next-generation Nissan GT-R or Porsche 911 Turbo.

Bosch isn't the only company looking to supply electric solutions to car companies – Delphi, ZF, Valeo and other industry bodies want to cash in on the looming wave of electric cars.

Dr Rolf Bulander, chair of Bosch's mobility solutions department, says the e-axle combines an electric motor, transmissions and power control electronics into one package.

"The e-axle is the 'start-up' powertrain for electric cars – also at established automakers. It allows them to save valuable development time and to get their electric vehicles to market considerably faster," he says.

"Economically speaking, the e-axle may turn out to be a major coup for Bosch."

Source: Bosch reveals bolt-in electric car motor

Mini unveils all-electric concept car headed to Frankfurt Motor Show

Mini's upcoming electric car is slowly but surely taking shape.

Revealed just ahead of the Frankfurt Motor Show, Mini has given us a glimpse at its future three-door EV. Simply known as the Mini Electric Concept, it's a rather stylish little hatchback and very recognizable as a Mini, despite some obvious differences in bodywork.

Like Mini's previous EV, the Mini E, yellow exterior accents suggest this little hatchback is all about electrons. But the latest places a large emphasis on aerodynamics, with a reworked front apron, various air deflectors and a fibreglass diffuser out back, and unique wheels, to name just a few of the tricks up the electric Mini's sleeve.

As for powertrain details, Mini has remained tight-lipped. At this point in time, all we know is the concept will feature a single electric motor. Of course, we'll know more when the Frankfurt Motor Show officially kicks off in less than two weeks.

If all goes to plan, we'll see the Mini Electric Concept enter production in two years.

Source: Mini unveils all-electric concept car headed to Frankfurt Motor Show

California seeks to boost electric-car rebate program

Supporters say the money will come mainly from the state's cap-and-trade auction revenue, although they are vague on details.

SACRAMENTO, Calif.: California would spend up to $3 billion under a bill to widely expand its fledgling consumer rebate program for zero-emission vehicles.

The state has already spent nearly $450 million in subsidies, but the Los Angeles Times report that so far, the rebates haven't boosted sales much.

In 2016, of the just over 2 million cars sold in the state, only 75,000 were pure-electric and plug-in hybrid cars. To date, out of 26 million cars and light trucks registered in California, just 315,000 are electric or plug-in hybrids.

Now the Legislature is pushing forward a bill that would lift rebates from $2,500 to $10,000 or more for a compact electric car. That could, for example, make a Chevrolet Bolt EV electric car cost the same as a gasoline-driven Honda Civic.

Already approved by several Senate and Assembly committees, the bill will go to Gov. Jerry Brown for his approval or veto if the full Legislature approves it by the end of its current session on Sept. 15.

California aims to reduce greenhouse gas emissions by 2030 to a level 40 percent below what they were in 1990.

"If we want to hit our goals, we're going to have to do something about transportation," said Assemblyman Phil Ting, D-San Francisco, sponsor of Assembly Bill 1184.

Without a dramatic boost in subsidies, Ting said, the state risks falling short of Brown's goal of 1.5 million zero-emission vehicles on California highways by 2025, and the California Air Resources Board's goal of 4 million by 2030.

Also Read: China's electric car quotas to be unveiled in coming days: FAZ

The bill is opposed by Republicans averse to taxpayer subsidies, the Times reported Saturday.

Outside observers and analysts raise eyebrows at the $3 billion budget line. Supporters say the money will come mainly from the state's cap-and-trade auction revenue, although they are vague on details.

Other legislators, including Senate leader Kevin de Leon, a Los Angeles Democrat, are putting in their own bids for cap-and-trade revenue that overlap with Ting's.

"There are a lot of claims on that money," said Severin Borenstein, an energy markets expert at UC Berkeley's Haas School of Business.

Also left vague is the rebate amount to be applied to each vehicle, the newspaper said. The bill passes that decision to the air resources board. It directs the board to use state rebate money so the consumer needn't pay more for an electric compact car than a similar gasoline-powered compact car.

Source: California seeks to boost electric-car rebate program

BMW's i3 electric car is getting an extra dose of sportiness

The new 2018 BMW i3s. BMW

Since its debut in 2014, the i3 has been a quirky and slightly off beat eco-friendly option in BMW's performance oriented lineup.

Now the little electric car is getting an added dose of muscle to go along with its BMW badge.

That's because, for 2018, BMW is finally giving the i3 a sports edition called the i3s.

Powering the i3s will be a more potent 184 horsepower electric motor, up from the 170 found in the standard i3.

The upgraded performance drive system is designed for enhanced power delivery when the motor is spinning at the high end of its rev band. In fact, BMW claims the i3s's motor speed range, power, and torque at the limit of its performance capabilities is 40% better than the i3.

the BMW i3 (L) with the BMW i3s. BMW

According to BMW, the i3s can hit 60 mph from a standstill in 6.8 seconds and reach a top speed of 100 mph, an improvement of 0.4 seconds and seven miles per hour over the regular i3.

The i3s is hooked up to a 94 ampere-hour high voltage lithium ion battery developed in house at BMW. Running purely on the battery, the i3s has an effective range of 97 miles. However, BMW offers the car with an optional 2-cylinder gasoline driven, range-extending, generator that can boost the i3s's range to a more useful 180 miles.

BMW

The i3s's cabin is loaded with BMW's latest tech goodies including the company's iDrive 6 infotainment system running on a 10.25-inch wide screen. At the same time, its eco-friendly reputation remains intact with 80% of the surfaces visible to passengers made from recycled or renewable materials.

The BMW i3s will make its world at the 2017 Frankfurt Motor Show in September. Pricing for the i3s will be announced at a later date.

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Source: BMW's i3 electric car is getting an extra dose of sportiness

‘Electric vehicles are the future of transportation’

The capital cost of making electric vehicles would be on a par with petrol/diesel vehicles in five years and India would be importing electric vehicles if it does not develop the ecosystem, said Ashok Jhunjhunwala, Principal Advisor, Ministry of Power & New and Renewable Energy, Government of India.

"Electric vehicles will be the future of transportation in the country. They have significantly higher energy efficiency when compared to petrol/diesel vehicles and can be more reliable going forward," he said speaking at the Freedom Talk on 'Role of Digitisation and ECommerce in Indian Economic Growth' organised by TANSTIA-FNF Service Centre (TFSC) and Friedrich- Naumann-Stiftung für die Freiheit.

Mr. Jhunjhunwala also noted with the battery prices falling, electric vehicles would be most sought after in the next 5-6 years, and warned that if India waited till that time, it would end up importing electric vehicles instead of oil. Countries like Germany, China and the U.S. are already focusing on electric vehicles, he noted.

He also said that one of the key challenges is the issue of subsidies for development of electric vehicles. "World over, electric vehicles are made possible with 30-40% federal/State subsidy.

"However, India cannot afford such a subsidy and should look at an alternative route for development of electric vehicles," he said.

"When we first told businesses that it was impossible in India to get similar subsidies, they were sceptical. The focus was on increasing the efficiency of the vehicles by using better quality motors and tyres, better aerodynamics and reducing the weight," he said.

Mr. Jhunjhunwala said that by following those steps there was a 30-40% improvement in the efficiency of electric vehicles (autos and buses).

The other challenge is in the form of battery and one of the solutions was to split the battery into smaller sizes and swap them with a fully recharged battery when they run out.

Source: 'Electric vehicles are the future of transportation'

AAA Says Electric Vehicles Have A Lower Than Average Ownership Cost

According to the latest AAA report – 2017 Your Driving Costs, all-electric cars have a lower-than-average driving cost at ~$8,439 per year.

Average for the industry (new cars) is $8,469 annually, or $706 each month.  Which means, at least according to the AAA, EVs have reached parity with the broader automotive market.

We would like to see BEVs on the top of the list (AAA compared the BMW i3, Chevrolet Bolt EV, Nissan LEAF, Kia Soul EV and Fiat 500e), however it seems all-electric cars are not yet close…and here's why.

The energy costs (under four cents per mile) and maintenance costs ($982 per year) are the lowest in the industry by far, but the result is close to average because of depreciation of $5,704 in value every year on average for BEVs.

As always we have issue with this "5,704" in average depreciation per year, because as always, it seems that the true cost of the EV to the owner is not accounted for. ie) recognizing the stating MSRP of a EV in America needs to be lowered anywhere from $7,500 to $12,500 depending on the point of purchase and governmental subsidies eligible.

As most all all-electric owner in the US knows today, any "affordable" EV with a starting MSRP under $30,000, has only fractional real-world ownership costs compared to the average petrol vehicle. However, the trade-off is that the abilities of that inexpensive EV is still limited compared to its petrol cousins (range and recharging time).

AAA Reveals True Cost of Vehicle OwnershipAverage new vehicle will cost nearly $8,500 annually to own and operate

ORLANDO, Fla. (August 23, 2017) – Owning and operating a new vehicle in 2017 will cost a driver an average of $8,469 annually, or $706 each month, according to a new study from AAA. The annual evaluation of driving costs reveals that small sedans are the least expensive vehicles to drive at $6,354 annually, however small SUVs ($7,606), hybrids ($7,687) and electric vehicles ($8,439) all offer lower-than-average driving costs to U.S. drivers. Conversely, of the nine categories included in the evaluation, pickup trucks are the most expensive vehicles to drive at $10,054 annually.

"Determining the cost of a new vehicle car is more than calculating a monthly payment," cautioned John Nielsen, AAA's managing director of Automotive Engineering and Repair. "While sales price is certainly a factor, depreciation, maintenance, repair and fuel costs should be equally important considerations for anyone in the market for a new vehicle."

In addition to analyzing the ownership costs for sedans, SUVs and minivans, AAA's Your Driving Costs study added four new vehicle segments in 2017 – small SUVs, pickup trucks, hybrids and electric vehicles.

Vehicle Type Annual Cost*   Vehicle Type Annual Cost* Small Sedan $6,354   Minivan $9,146 Small SUV $7,606   Large Sedan $9,399 Hybrid $7,687   Medium SUV $9,451 Medium Sedan $8,171   Pickup Truck $10,054 Electric Vehicle $8,439   Average $8,469

*Based on 15,000 miles driven annually

To estimate the overall cost to own and operate a new vehicle, AAA evaluated 45 2017 model-year vehicles across nine categories and focused on mid-range, top-selling vehicles. AAA's annual driving cost is based on a sales-weighted average of the individual costs for all of the vehicle types. Key findings include:

Depreciation

Depreciation — the declining value of a vehicle over time — is the biggest, and most often overlooked, expense associated with purchasing a new car. New vehicles lose an average of $15,000 in value during the first five years of ownership. In 2017, small sedans ($2,114) and small SUVs ($2,840) have the lowest annual depreciation costs, while minivans ($3,839) and electric vehicles ($5,704) are at the high end of the scale.

Maintenance and repair

To calculate annual maintenance and repair costs, AAA examined factory-recommended maintenance, replacement tires, extended warranty costs and services associated with typical wear-and-tear. New vehicles, on average, will cost a driver $1,186 per year to maintain and repair.

The inevitable costs associated with maintenance and repair should be an important consideration for car shoppers, as a recent AAA survey found that one-third of U.S. drivers could not afford an unexpected repair bill. AAA Approved Auto Repair facilities offer free vehicle inspections, AAA member discounts and a 24-month/24,000-mile warranty for AAA members. Visit AAA.com/AutoRepair to find a nearby facility.

Fuel

Fuel costs vary significantly by vehicle type, ranging from 3.68 cents per mile (electric vehicles) to 13.88 cents per mile (pickup trucks). New vehicle owners, on average, will spend just over 10 cents per mile – about $1,500 annually — to fuel their vehicles.

For gasoline-powered vehicles, AAA recommends selecting a TOP TIER gasoline, as its independent research found it to keep engines 19 times cleaner, improving vehicle performance and fuel economy. AAA cautions drivers that using premium-grade gasoline in a vehicle that does not specifically require it is an unnecessary expense.

Electric Vehicles

New to the Your Driving Costs study in 2017, AAA found that electric vehicles have lower-than-average driving costs at $8,439 per year. Without a gasoline engine to maintain, electric vehicles have the lowest annual maintenance and repair costs, at $982 per year. By relying on electricity instead of gasoline, fuel costs are also significantly lower than average, at under four cents per mile. Depreciation, however, is currently extremely high for these vehicles, losing an average of nearly $6,000 in value every year.

A recent AAA survey revealed that 1-in-6 Americans are likely to choose an electric vehicle, the majority motivated by their lower long-term ownership costs.

"Although electric vehicles can have higher up-front costs, lower fuel and maintenance costs make them a surprisingly affordable choice in the long run," said Nielsen. "For even lower costs, car shoppers can avoid high depreciation costs by selecting a used electric vehicle."

Source: AAA Says Electric Vehicles Have A Lower Than Average Ownership Cost

Stopping Short: Tesla’s Electric ‘Long-hauler’ Rumored to Have a Maximum Range Under 300 Miles

Tesla Motors will be dabbling in the commercial freight industry when it unveils its electric semi-trailer next month. But, with news of it only possessing a 200- to 300-mile range between charges, dabbling may be a best-case-scenario. Diesel-powered rigs traditionally run in excess of 1,300 miles between stops, even though they also go through hundreds of gallons of fuel in the process. And it's all that burned fuel that makes the concept of an electric tractor-trailer so appetizing to the trucking industry.

However, the EV prototype "long-hauler" won't be fit for cross-country trips due to its limited range — meaning the inevitable Smokey and the Bandit remake probably isn't going to have the Bandit or Snowman driving Teslas. 

According to Reuters, Scott Perry, chief procurement officer at Ryder, said he met with Tesla officials earlier this year to discuss the technology at the automaker's main facility in Fremont, California. Perry explained the manufacturer's goals centered around an electric day cab rig with no sleeper compartment, capable of traveling roughly 200 to 300 miles with a complete payload before needing to be recharged. But even among shorter distance day cab trucks, Tesla's rumored range isn't exactly competitive. Non-sleeper diesel tractors can easily clock 600 miles before having to worry about refueling.

"I'm not going to count them out for having a strategy for longer distances or ranges, but right out of the gate I think that's where they'll start," Perry explained.

Tesla Motors is famous for teasing details and not providing the full story until the very last minute. It may already have something better waiting in the wings. Company CEO Elon Musk has expressed his desire for large-scale production of the Tesla Semi within a couple of years. It's conceivable that the prototype could represent a modest offering, with longer range variants to follow. The company is also promising autonomous features that would eventually limit the need for a human operator.

"We're getting [the trucking industry] closely involved in the design process, so the biggest customers of the heavy duty Tesla semi are helping ensure that it is specified to their needs, so it's not a mystery," Musk told shareholders in June. "They already know that it's going to meet their needs, because they've told us what those needs are. So it'll really just be a question of scaling volume to make as many as we can."

The trucking industry has been monitoring Tesla's trucking plans with healthy dose of skepticism, though. Servicing these already expensive vehicles could be extremely problematic and no fleet manager is going to green-light spending if the logistics don't work. Range is also a critical factor within the commercial freight industry and these hypothetical EV trucks offer diminished distances and a lengthy recharging period.

Electric semi trucks are believed to lose their economic feasibility past a 300-mile range. Present-day battery technology would effectively limit it to around that threshold. Anything more and rigs would need to be equipped with heavy external power supplies, probably in the trailer — which would limit their usefulness.

"There is a certain amount of hype to Tesla's announcement," said Antti Lindstrom, an analyst at global research firm IHS Markit, last April. "It doesn't seem that long-distance trucking is ready for electrification right now."

Musk disagrees, obviously. "A lot of people don't think you can do a heavy-duty, long-range truck that's electric, but we are confident that this can be done," he said.

Roughly 30 percent of U.S. trucking jobs are regional trips of 100 to 200 miles, according to Sandeep Kar, chief strategy officer of Toronto-based Fleet Complete, which tracks and analyzes trucking routes. "As long as [Musk] can break 200 miles he can claim his truck is 'long haul' and he will be technically right," Kar said.

[Image: Tesla]

Related

Source: Stopping Short: Tesla's Electric 'Long-hauler' Rumored to Have a Maximum Range Under 300 Miles

Exclusive: Tesla's 'long-haul' electric truck aims for 200 to 300 miles on a charge

SAN FRANCISCO (Reuters) - Tesla Inc (TSLA.O) next month plans to unveil an electric big-rig truck with a working range of 200 to 300 miles, Reuters has learned, a sign that the electric car maker is targeting regional hauling for its entry into the commercial freight market.

Chief Executive Elon Musk has promised to release a prototype of its Tesla Semi truck next month in a bid to expand the company's market beyond luxury cars. The entrepreneur has tantalized the trucking industry with the prospect of a battery-powered heavy-duty vehicle that can compete with conventional diesels, which can travel up to 1,000 miles on a single tank of fuel.

Tesla's electric prototype will be capable of traveling the low end of what transportation veterans consider to be "long-haul" trucking, according to Scott Perry, an executive at Miami-based fleet operator Ryder System Inc (R.N). Perry said he met with Tesla officials e arlier this year to discuss the technology at the automaker's manufacturing facility in Fremont, California.

Perry said Tesla's efforts are centered on an electric big-rig known as a "day cab" with no sleeper berth, capable of traveling about 200 to 300 miles with a typical payload before recharging. 

"I'm not going to count them out for having a strategy for longer distances or ranges, but right out of the gate I think that's where they'll start," said Perry, who is the chief technology officer and chief procurement officer for Ryder.

Tesla responded to Reuters questions with an email statement saying, "Tesla's policy is to always decline to comment on speculation, whether true or untrue, as doing so would be silly. Silly!"

Tesla's plan, which could change as the truck is developed, is consistent with what battery researchers say is possible with current techn ology. Tesla has not said publicly how far its electric truck could travel, what it would cost or how much cargo it could carry. But Musk has acknowledged that Tesla has met privately with potential buyers to discuss their needs.

Reuters reported earlier this month that Tesla is developing self-driving capability for the big rig.

Musk has expressed hopes for large-scale production of the Tesla Semi within a couple of years. That audacious effort could open a potentially lucrative new market for the Palo Alto, California-based automaker.

Or it could prove an expensive distraction. Musk in July warned that the company is bracing for "manufacturing hell" as it accelerates production of its new Model 3 sedan.  Tesla aims to produce 5,000 of the cars per week by the end of this year, and 10,000 per week some time next year.

Tesla shares are up about 65 percent this year. But skepti cs abound. Some doubt Musk's ability to take Tesla from a niche producer to a large-scale automaker. About 22 percent of shares available for trade have been sold "short" by investors who expect the stock to fall.

Musk, a quirky billionaire whose transportation ambitions include colonizing the planet Mars, has long delighted in defying conventional wisdom.  At Tesla's annual meeting in June, he repeated his promise of a battery-powered long-haul big rig.

"A lot of people don't think you can do a heavy-duty, long-range truck that's electric, but we are confident that this can be done," he said.

While the prototype described by Ryder's Perry would fall well short of the capabilities of conventional diesels, Musk may well have found a sweet spot if he can deliver. Roughly 30 percent of U.S. trucking jobs are regional trips of 100 to 200 miles, according to Sandeep Kar, chief strategy officer of Toronto-ba sed Fleet Complete, which tracks and analyzes truck movement.

A truck with that range would be able to move freight regionally, such as from ports to nearby cities or from warehouses to retail establishments.

"As long as (Musk) can break 200 miles he can claim his truck is 'long haul' and he will be technically right," Kar said.

Interest in electric trucks is high among transportation firms looking to reduce their emissions and operating costs. Electric motors require less maintenance than internal combustion engines. Juice from the grid is cheaper than diesel.

But current technology doesn't pencil when it comes to powering U.S. trucks across the country. Experts say the batteries required would be so large and heavy there would be little room for cargo.

An average diesel cab costs around $120,000. The cost of the battery alone for a big rig capable o f going 200 to 400 miles carrying a typical payload could be more than that, according to battery researchers Shashank Sripad and Venkat Viswanathan of Carnegie Mellon University.

Battery weight and ability would limit a semi to a range of about 300 miles with an average payload, according to a paper recently published by Viswanathan and Sripad. The paper thanked Tesla for "helpful comments and suggestions." Tesla did not endorse the work or comment on the conclusions to Reuters.

A range of 200 to 300 miles would put Tesla at the edge of what the nascent electric truck industry believes is economically feasible, the researchers and industry insiders said.

Transportation stalwarts such as manufacturer Daimler AG (DAIGn.DE) and shipping company United Parcel Service Inc (UPS.N), said they are focusing their electric efforts on short-haul trucks. That's because smaller distances and lighter payloads require le ss battery power, and trucks can recharge at a central hub overnight.

Daimler, the largest truck manufacturer in the world by sales, will begin production this year on an electric delivery truck. The vehicle will have a 100-mile range and be capable of carrying a payload of 9,400 pounds, about 1,000 pounds less than its diesel counterpart, according to Daimler officials.

Daimler has been joined by a handful of startups such as Chanje, a Los Angeles-based manufacturer that has a partnership with Ryder to build 100-mile-range electric trucks for package delivery.

Ryder and its customers believe electric trucks could cost more to buy but may be cheaper to maintain and have more predictable fuel costs. As batteries become cheaper and environmental regulation increases, the case for electric trucks could strengthen.

"This tech is being seen as a major potential differentiator. Everyone wa nts to understand how real it is," said Perry, the chief technology officer.

Reporting by Marc Vartabedian; Additional reporting by Alexandria Sage and Eric Johnson; Editing by Peter Henderson and Marla Dickerson

Source: Exclusive: Tesla's 'long-haul' electric truck aims for 200 to 300 miles on a charge

Volkswagen Puts I.D. Buzz Electric Concept Car Into Production

Volkswagen has taken the bold decision to put the Volkswagen I.D. Buzz concept car into production. VW announced the decision at the Pebble Beach Concours d'Elegance in California and will arrive at dealerships in 2022, after the compact four-door I.D. makes its debut.

By Pratik Rakshit | Published: Aug 23, 2017 02:46 PM

Highlights

Volkswagen I.D. Buzz concept car will arrive at dealerships in 2022

Volkswagen is mainly targeting markets in North America, Europe and China

The I.D. Buzz will haul both people and freight

At the Detroit Show in early 2017, Volkswagen showed the I.D. Buzz concept car, a fully electric vehicle that taps in to the spirit and vibe that made the VW Microbus such an iconic vehicle. Now, Volkswagen has taken the bold decision to put the Volkswagen I.D. Buzz concept car into production. VW announced the decision at the Pebble Beach Concours d'Elegance in California and will arrive at dealerships in 2022, after the compact four-door I.D. makes its debut. With the I.D. Buzz, Volkswagen is mainly targeting markets in North America, Europe and China.

(Volkswagen's oldest and newest Microbuses will be separated by more than seven decades when the new model is launched)

Source: Volkswagen Puts I.D. Buzz Electric Concept Car Into Production

Is Ford Planning a Bolder Move Into Electric Cars?

Ford Motor Company (NYSE: F) said it's ramping up its electric-car program in China, a hint that it may be preparing a more aggressive global push toward electrified vehicles under its new CEO.

The Blue Oval said on Tuesday that it has entered into a "memorandum of understanding" with privately held Chinese automaker Anhui Zotye Automobile. Ford and Zotye Auto (as it's known) are working to set up a joint venture to produce electric vehicles in China under a new brand. 

It's one in a series of recent signs that Ford's new CEO, Jim Hackett, may be preparing to step up the company's commitment to electric cars and other advanced technologies. Here's what we know.

Jin Zheyong, CEO of Chinese automaker Anhui Zotye Automobile Co., Ltd., with Ford's Asia Pacific chief, Peter Fleet. Ford and Zotye Auto announced plans to form a joint venture to make electric vehicles in China. Image source: Ford Motor Company.

What Ford said about the deal with Zotye

In a statement, Ford said its plan with Zotye Auto is to "explore the establishment of a joint venture for the development, production, marketing and servicing of a new line of all-electric passenger vehicles in China." 

Put another way, Ford and Zotye are currently planning to work together, but they will need to get official permission to do so. Global automakers are required to enter into joint ventures with Chinese automakers in order to get permission to manufacture vehicles in China. The process of setting up a joint venture requires regulatory approvals from the Chinese government. It generally takes several months to complete. 

Ford said the vehicles that would be produced by this joint venture would be sold under a new China-only brand and would "aim to capture a sizable share of China's all-electric passenger vehicle market."

Peter Fleet, the Ford executive who leads its Asia Pacific business unit, said that electric vehicles represent a significant growth opportunity in China:

The potential to launch a new line of all-electric vehicles in the world's largest auto market is an exciting next step for Ford in China. Electric vehicles will be a big part of the future in China, and Ford wants to lead in delivering great solutions to customers.

Before the deal with Ford, Zotye was probably best-known in the West for its SR9, a near-clone of the Porsche Macan SUV. Image source: Anhui Zotye Automobile Co., Ltd.

Who is Zotye Auto?

Zotye is a small, privately held automaker headquartered in Huangshan City, about 400 kilometers southwest of Shanghai. It's a small automaker, with about 323,000 vehicles sold in 2016, according to JATO Dynamics. (For comparison, Ford shipped about 6.7 million vehicles last year.)  

Zotye isn't particularly well-known outside of China, though its SR9 SUV has won some notoriety for its very (very) strong resemblance to the much more expensive Porsche Macan. But in addition to its SUVs (which don't all look like Porsches), it has had some recent success with electric vehicles. Zotye's E200, a two-seat electric vehicle that somewhat resembles the tiny Smart Fortwo, has become a relatively common sight in Beijing, where internal-combustion vehicles are restricted due to a severe smog problem.

Zotye's E200, shown here in an image from Zotye's website, is an all-electric two-seat urban commuter car. Image source: Anhui Zotye Automobile Co., Ltd.

Ford's statement characterized Zotye as an electric-vehicle "pioneer" and said that it's the market leader in China's "all-electric small vehicle segment," with more than 16,000 electric vehicles sold this year through July.

What this deal suggests about Ford's new direction

Hackett, who took Ford's top job in May, has said that he will use his first 100 days to "review" Ford's business before presenting a revamped business plan for the company this fall. 

Before becoming CEO, Hackett had been running Ford Smart Mobility, its subsidiary charged with developing new technology-enabled mobility businesses, leading many to expect that he would push Ford to move more aggressively with technologies like electric-vehicle drivetrains and self-driving systems.

Image source: Ford Motor Company.

There have been several signs recently that such a push may be underway. Ford executives have hinted that the company's plan to build a self-driving vehicle in 2021 may be expanded to include a commercial-vehicle offering (to move packages instead of people), and that Ford is rethinking its broader strategy around the deployment of self-driving technology. 

The deal with Zotye suggests that Hackett and Ford's senior leadership team are also thinking hard about how the company wants to roll out electric vehicles, and not only in China. Ford has said that it will launch a long-range electric SUV in the U.S. in 2020, and that it has committed $4.5 billion to "electrified vehicles" (including hybrids as well as fully electric models), but its efforts under former CEO Mark Fields were seen as lagging those of some global rivals, including General Motors (NYSE: GM), Nissan (NASDAQOTH: NSANY), and Volkswagen AG (NASDAQOTH: VLKAY).  

The takeaway: Don't be surprised if Ford follows up this announcement by announcing expanded plans for electric vehicles in Europe and the United States as well. 

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Source: Is Ford Planning a Bolder Move Into Electric Cars?

Full-bodied electric car dispatches the 1/8 mile in 4.89 seconds

It's not a world-record holder yet, but this full-bodied electric car built in Denmark is pretty darn close to becoming one. Recently. the 2,200-horsepower electric drag car clocked a 4.89-second eighth-mile time.

For those keeping score at home, that's just over a tenth of a second off  the current world-record holder, a dragster by the name of "Panic" that resides in Detroit. This electric car was engineered and built in Denmark and the Danish team responsible for the build, True Cousins, calls their electric monster the TC-X and it's proven to be pretty darn quick. Just to show the world they didn't get lucky, they ran the TC-X a second time—after the batteries were charged up, of course—and it clocked a 4.9-second time.

According to Digital Trends, the TC-X borrows some of its components from a Chevrolet C3 Corvette, but power comes from a pair of forklift engines that provide 2,200 hp for five seconds. Unfortunately, True Cousins hasn't revealed much else about the car.

The team is very eager to continue working with the car and to bring the time into the 4.7-second range. And ultimately, the goal is to give the American-built "Panic" dragster something to really worry about. Have a look at the car in the video above.

Source: Full-bodied electric car dispatches the 1/8 mile in 4.89 seconds

Volkswagen Officially Confirms Electric Microbus Production — Who is Supposed to Care?

Volkswagen is bringing back one of America's iconic and beloved vehicles, the microbus, as fully-electric van. Made official over the weekend, VW's announcement indicated a production version of the horrendously named I.D. Buzz Concept would appear in North America, Europe, and China for 2022.

Showcased earlier this year at the Detroit Auto Show, the vehicle is an unabashed nostalgia-machine with enough modern features to keep itself contemporary and betray some of its retro charm. But didn't we already do this over a decade ago? Immediately after the new millennium, it seemed like most automakers had something on offer to satiate Baby Boomers' lust for the past. The Chrysler PT Cruiser, Ford Thunderbird, Ford Mustang, Dodge Challenger, Plymouth Prowler, Mini Cooper, Chevrolet HHR, Chevy SSR, and even VW's own New Beetle all arrived as part of this slightly awkward push to bring back the glory days of the those enjoying their youths in '60s and '70s.

The forthcoming Volkswagen van may, if you'll excuse the terrible pun, have already missed the Microbus. While the vehicle possesses a charm that supersedes age, it might have been more welcome fifteen years ago. Boomers, who would be the most likely to purchase such a vehicle, are getting older — perhaps too old to want something like this. But maybe they're not the market the German automaker is going for. 

China's regulatory efforts has made it the biggest market for future BEV sales and the people that live within its borders love technology-laden automobiles. Meanwhile, American drivers that opt-in on battery power tend to be younger and more affluent than your run-of-the-mill hybrid shopper.

Information on the vehicle remains limited but Volkswagen made clear that it would be "fully electric" and possess level 3 autonomy. It also said that it would arrive on the global scene after a "more conventional all-electric VW" (probably the Crozz SUV concept) using the company's I.D. label. That seems to suggest that the automaker is aware that the Microbus won't have the same broad appeal of the original.

That's a shame because a flat boxed minivan seems like something the automotive market is sorely missing right now. But, being so heavy on tech and possessing a battery-only power source, the Buzz is likely to lack mainstream allure. Unfortunately, adding a fuel tank and internal combustion engine would only sully its current shape for the sake of versatility. VW said having the batteries and electric motor mounted in the vehicle's floor will allow for a spacious cabin and permit it to keep its present form (more or less).

"After the presentations at the global motor shows in Detroit and Geneva, we received a large number of letters and emails from customers who said, 'please build this car'," Volkswagen CEO Dr Herbert Diess said in Pebble Beach over the weekend. VW's Board of Management chose Pebble Beach as the location to make its announcement because, as Diess explained: "The Microbus has long been part of the California lifestyle. Now we're bringing it back by reinventing it as an electric vehicle."

There's still a case to be made for a hybridized option. Even in 2022, BEVs probably won't have reached the popularity most automakers are proposing. But how feasible cramming a gasoline engine into the final design remains to be seen. What is known, however, is that VW doesn't want to limit the Microbus to the private sector.

"Along with a minibus version, we'll also be offering an I.D. Buzz Cargo variant for zero-emissions delivery of goods," said Volkswagen Commercial Vehicles CEO Dr. Eckhard Scholz. "With Level 3 autonomous capability, this is an ideal concept for an electric van, particularly for delivering packages and goods to the inner cities."

Inner cities means lower-range, which isn't a bad thing when you don't have far to go but it does put the kibosh on any fantasies of a cross-country road trip — unless it included frequent stops at EV charging stations. Here's hoping that VW can maximize the miles per charge and make the final incarnation of its retro-inspired van as practical as possible. Because, when you stop and think about it, that's what made the old one such a winner. Still, its quirky charm and throwback appeal are mighty. Maybe that factor alone will be sufficient to lure in a swath of eclectic and nostalgic customers from Europe or North America, who are just hungry from something unique.

[Images: Volkswagen]

Related

Source: Volkswagen Officially Confirms Electric Microbus Production — Who is Supposed to Care?

Excluding Tesla, Global Automakers Demand That China Eases “Impossible” Electric Car Regulations

7 hours ago by Mark Kane

Buick Velite 5

Car manufacturers aren't happy with a Chinese policy that sets ambitious quotas for plug in vehicles (AKA New Energy Vehicle) from 2018, and urges some adjustments on aggressive timelines.

Ford Mondeo Energi for China

The new requirements for plug-in sales (as reflected by overall market share) are:

8% in 2018

10% in 2019

12% in 2020

For those manufacturers that don't reach the targets, there are various penalties, including ultimately being banned from importing and producing non plug-ins.

In a letter to China's Ministry of Industry and Information Technology, auto manufacturers (almost all of them) says that the targets are "impossible", and as one might expect, would like them to be eased and/or delayed.

"At a minimum, the mandate needs to be delayed a year and include additional flexibilities."

The letter was signed by:

the American Automotive Policy Council

the European Automobile Manufacturers Association

the Japan Automobile Manufacturers Association

the Korea Automobile Manufacturers Association

Of the group, there is of course no Tesla in the pack, as the California EV leader is producing solely electric cars, and they would probably be more than happy to not share the Chinese market with other foreign OEMs.

In June, overall plug-in sales stood for some 2.7% market share – meaning an average 3X increase would be needed over the next 18 months for industry-wide compliance.  No small amount indeed.

Additional reported problems is the lack equal treatment between Chinese and foreign makers (as well as the lack of full subsidies, and a 25% import tax).  Although these issues are longer running, and effect both petrol and electric offerings.

source: Reuters

Tags: china, china quotas, tesla

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Source: Excluding Tesla, Global Automakers Demand That China Eases "Impossible" Electric Car Regulations

Trend – Combustion Engine Out, Electric Motor In

Plug-in electric cars in UK (Go Ultra Low)

Nikkei recently posted on the latest movement to electric vehicles from the Japanese perspective – "Race underway to perfect successors to internal combustion engine."

Volvo Cars' T8 Twin Engine Range – S90, V90, XC60 and XC90 T8 Twin Engine AWD Inscription, Crystal White Pearl

The announcement on the ban of conventional petrol and diesel car sales from 2040 in the UK made a big splash worldwide, even though it's more than 20 years from now.

Other countries are now pursuing electric transportation instead of being hostages of emissions too. China set a quota of 8% New Energy Vehicles from 2018, 10% from 2019 and 12% from 2020.

Countries such Norway, Netherlands, Germany and even India (where EV sales are low) are considering the shift solely to EVs. In the case of Norway, plug-in sales already peaked at 42% share!

Setting targets for 2030 or 2040 is vulnerable for change, but the signals are strong enough to discourage manufacturers from investing in future ICE technology, we think.

Carmakers are now deciding to develop models with the intent of offering a plug-in version of basically every model coming out in the future.

Volvo announced that from 2019 that all new models will be at least hybrids.

Even more recently, BMW announced the following"

"Electrification is one of the central pillars of the BMW Group's corporate strategy NUMBER ONE > NEXT and the company has announced that all brands and model series can be electrified, with a full-electric or plug-in hybrid drivetrain being offered in addition to the combustion engine option. Additional electrified models will be brought to market in the coming years and beyond 2020, the company's next generation vehicle architecture will be structured in order to enable new models also to be offered as a full-electric vehicle."

Toyota apparently would like to leave the internal combustion engine behind by 2050, but it still believes in hydrogen fuel cells.

Nikkei notes that the switch to EVs could be tough for the Japanese industry, be as "contingent of manufacturers producing parts for conventional cars could make ambitious policy changes a challenge."

Regardless, the change over to EVs is underway. It's just a matter of time before ICE is out.

Source: Nikkei

Source: Trend – Combustion Engine Out, Electric Motor In

Hyundai gets the hint, focuses on battery-powered electric cars, not fuel cells

Today, you'd be hard pressed to find an major automaker that's still in denial about electrification. Even vocal skeptics like Volkswagen and Mazda have come around to the idea that tomorrow's cars, trucks, vans, and SUVs will run on electricity, not gasoline or diesel.

But the electrification issue is larger and more complicated than that. Here in America, when we think about electric cars, we tend to think of those that rely on batteries for power. In other parts of the world--mostly Asia--the notion of fuel cell vehicles have become popular. 

In a major shift, however, one fuel-cell fan is jumping ship: Hyundai has said that it's planning to refocus its electrification efforts on battery electric vehicles. 

The arguments for and against fuel cells

On the one hand, fuel cells appear to make a lot of sense. For starters, they tend to run on hydrogen, an abundant element on earth and in space. As you probably remember from chemistry class, it's a key component in water, which can be harvested for hydrogen production (though not always efficiently).

Also, fuel cell vehicles can be filled up like regular gas or diesel vehicles. The process is quick and familiar to consumers, unlike battery charging, which can take significantly longer. And like battery electric vehicles, fuel cells emit no pollutants. 

On other hand, fuel cell vehicles create a lot of complexity. They require infrastructure dedicated to manufacturing and dispensing hydrogen--infrastructure that's essentially non-existent today.

Making hydrogen on a massive scale isn't a cheap or easy process, and once it's done, you have to have the means to distribute it. Building hydrogen stations costs more than $1 million a pop.

Battery electric vehicles, on the other hand, can plug into the existing electrical grid. 

Last but not least, there are public concerns. Automakers can repeat the fact that hydrogen is safe until they're blue in the face, but when some people hear the phrase "hydrogen-powered vehicle," they immediately think of the Hindenburg.

Why and how Hyundai switched

At first, hydrogen seemed to make a lot of sense for Hyundai--at least in its homeland of South Korea. Like Japan, where hydrogen fuel cell vehicles are also popular, South Korea is relatively small, making it easier and cheaper to develop a hydrogen infrastructure. 

But as robust as South Korea's economy might be, there are much, much bigger markets--notably, those of China and the U.S. 

Both China and the U.S. are physically bigger, which makes creating a hydrogen infrastructure a costly, risky bet. That risk is doubled by the fact that in China, the government has put a lot of energy into promoting battery electric vehicles, and in the U.S. (and elsewhere, too), battery-powered cars from Tesla are turning plenty of heads. 

And so, Hyundai is shifting its electrification strategy. 

The company isn't giving up on hydrogen fuel cells entirely. It will continue producing fuel cell cars and SUVs for certain markets, but in places like the U.S., sales will mostly be limited to areas with a reasonably strong hydrogen infrastructure, like California. 

Much of Hyundai's research and development work, however, will now be dedicated to battery electric vehicles. By 2020, Hyundai and its sibling, Kia, say that they'll have at least 31 electrified models in showrooms. 

Of that number, most will run on battery power. At least eight will be fully electric, two will run on fuel cells, and the remainder will be hybrids. 

One year later, in 2021, Hyundai plans to debut a fully electric sedan in its luxury Genesis lineup. Though it's still in development, Hyundai estimates that it will have a range of roughly 310 miles per charge. 

Source: Hyundai gets the hint, focuses on battery-powered electric cars, not fuel cells

Hyundai Motor to launch electric vehicle with 500 km range after 2021

The automaker said will introduce an electric version of its Kona small sport utility vehicle (SUV) with a driving range of 390 km in the first half of next year.

By Hyunjoo Jin

SEOUL: Hyundai Motor Co said on Thursday it will launch a long-range electric vehicle with a driving range of 500 km (311 miles) per charge after 2021, seeking to address investor concerns that it is lagging rivals in the green car race.

The automaker and affiliate Kia Motors Corp, which together rank fifth in global vehicle sales, also said they are planning 31 eco-friendly models by 2020, up from a previously flagged 28.

The new additions include three plug-in hybrid vehicles, which come on top of eight battery-powered cars and two fuel-cell vehicles.

Battery-powered cars offered by the likes of Tesla are gaining traction faster than fuel cell vehicles backed by Hyundai and Toyota Motor Corp.

Last year, Hyundai launched its first mass-market pure electric car IONIQ, but the vehicle's per-charge driving range is much shorter than offerings from Tesla and GM.

The automaker said will introduce an electric version of its Kona small sport utility vehicle (SUV) with a driving range of 390 km in the first half of next year.

It also confirmed a Reuters report that it is developing its first dedicated electric vehicle platform, which will allow the company to produce multiple models with longer driving ranges.

Also Read: Hyundai to check feasibility of bringing mini e-SUV here

Hyundai unveiled a near production version of its new fuel cell SUV with a driving range of more than 800 km per charge under European standards, nearly double the 415 km for its current Tucson fuel cell SUV.

The mid-sized SUV will be launched in Korea early next year, followed by U.S. and European markets.

A fuel cell electric bus is slated to be unveiled late this year, while a sedan-type fuel cell car is also planned.

(Reporting by Hyunjoo Jin; Additional reporting by Maki Shiraki in TOKYO; Editing by Edwina Gibbs)

Source: Hyundai Motor to launch electric vehicle with 500 km range after 2021

Model X P100D review: Does Tesla's electric SUV pass the practicality test?

Elon Musk launched his vision for an affordable, attainable electric car earlier this month. But before the Model 3, the tunnel-boring, interplanetary businessman had an idea for an all-electric SUV. With supercar doors and acceleration to match, the Model X is unlike any other family four-wheel drive we've driven – but does it have substance to match the show-car sizzle? We spent the weekend in the Model X P100D to find out.

By now, you probably know a thing or two about how Tesla builds its cars. The lithium-ion battery packs are housed under the floor in a skateboard-style chassis, with motors on both axles for a unique brand of all-wheel drive in range-topping models. Any car with a D at the end of its name has dual-motor all-wheel drive, those without it are rear-wheel drive.

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The other thing you need to take into account when playing the specification game on a Model X is the number on the badge. Our P100D tester had a 100 kWh battery pack, the base 75D has a 75 kWh battery. Based on our experience, people will care less about the battery capacity and more about the range on offer.

Range and how long you need to charge the battery are always top of the agenda with electric car newbies, because people do not trust batteries. Blame your phone, laptop, tablet – everything that runs on battery power seems to go flat at the worst possible time.

Mercifully, our range topping Model X offered more than enough range for most people, most of the time. The cheapest version will cover 417 km (259 mi) on a full battery, and our 100 kWh tester has a claimed 542 km (337 mi) of range. Given most people commute less than 40 km every day, range during day-to-day driving simply shouldn't be an issue. Unless you're the sort of person who goes out on a Saturday night with nine percent charge remaining in your phone, that is.

Here at New Atlas, we like to back up our words with action. So, rather than writing about the excellent range on the Model X, we decided to load it up with friends and head through the suburbs of Melbourne, into the city and then on to the Surf Coast for a plate of scones. At just over 300 km (186 mi), it's the sort of trip the Tesla should be able to comfortably cover. Should.

No early wakeup is nice, but the Model X provides plenty of toys to distract from the crisp morning air. The driver door automatically opens when you walk up, the mirrors extend and the rear spoiler pops up, ready for action. Those rear Falcon Wing doors don't need any introduction – they pushed production of the car back by almost two years, and make what should be a very simple process very complicated – but we defy you to watch their mechanical ballet and not be impressed.

The interior easily matches the overt showiness of those doors. The dash is dominated by a 17-inch touchscreen charged with controlling infotainment, climate control and all the different drive mode options. It can be daunting at first, especially for drivers accustomed to the systems in German luxury cars, but the learning curve isn't particularly steep. Tesla has absolutely nailed the interface, to the point where the vertically-oriented panel could be the latest tablet from Samsung or Apple.

Like the Model S with which it shares most parts, Model X has fantastic heated seats and a lovely chubby steering wheel. Drivers are faced with a digital readout which, though still impressive, isn't nearly as exciting as it was when the S launched. Blame the VW Group, which has since released its excellent Virtual Cockpit. No conventional car manufacturer offers anything like the massive swept-back windscreen in the X, though.

The internet was awash with people suggesting it would be a nightmare in direct sunlight when Elon Musk announced the car, but we didn't have any issue with glare during our time behind the wheel. We did find the curved glass caused an odd ghosting effect on bright, shiny objects from some angles though, to the point where multiple drivers noted oncoming head lights "floating" in low light. Strange, but not a show-stopping complaint.

If the futuristic cabin isn't enough to wake you, just punch the accelerator. In P100D spec, the Model X has something called Ludicrous Mode, the logical next step from Insane Mode. The 100 km/h (62 mph) sprint takes 3.1 seconds, but figures can't prepare you for the way this six-seater lunges off the line. One of our developers summed it up, telling me it "squeezes the leather smell out of the seats when you accelerate" with the wide-eyed excitement of a kid on Christmas morning. But not everyone was so verbose: the most common reaction to Ludicrous launches was just f#@k!

At highway speeds, there isn't much to spoil the serenity in the cabin. With no engine noise and very little tire rumble or wind noise, the Model X is a lovely place to spend time at highway speeds. The only real blight on its long-haul credentials is the fact Autopilot wasn't fitted to our test car. That means this shining six-figure beacon of futuristic motoring won't even maintain a gap to the car in front, something most entry-level hatchbacks will do.

After around an hour on the highway, our electric road trip swung toward the Great Ocean Road that winds its way along the coast of Victoria. Before sunrise and it's one of the best driving roads in Australia, but tourist traffic means you'd be lucky to get a clean run after about 8 am. We arrived at 11 am on a beautiful, clear Saturday.

Rather than letting the steady stream of white Toyota Camry rentals ruin the mood, we decided to play a see how far we could go without pressing the brake pedal. The electric motors become makeshift dynamos when you lift off the throttle in the Model X, pulling energy back into the battery for a handy range boost under deceleration. It's decidedly odd to start with, and new EV drivers are likely to find themselves pulling up well short of stop signs and traffic lights in their first few hours with the car – turns out, we spend a lot of time coasting in our internal combustion vehicles.

The regenerative braking – coupled with a 2,300 kg (5,070 lb) kerb weight – encourages a smooth approach to driving on tight, twisty roads, one where you back off the throttle and try to slow the car without leaning on the middle pedal. Ludicrous Mode makes the P100D feel like a sports car in a straight line, but you can never really escape the mass of those batteries when it comes time to live out your F1 fantasies.

After setting off with a full battery, we arrived in the seaside town of Lorne – our halfway point – with 57 percent charge remaining. Based on some rudimentary maths, that figure has us arriving home with 14 percent charge remaining. Given my near-new iPhone tends to die with 15 percent showing, and my MacBook Pro has been known to drop 10 percent charge on a whim, 14 percent isn't nearly enough to feel comfortable.

Turns out there was nothing be afraid of. Whenever you enter a destination into the Tesla's navigation system, it estimates how much battery you'll have left when you arrive. Pulling out of Lorne, it estimated we'd arrive back at the Supercharger station with 21 percent remaining – and it turned out to be incredibly accurate.

Our 301.7 km (187.5 mi) loop was completed with 20 percent of charge left, having averaged energy consumption figures of 240Wh/km. Based on that performance, real-world range sits somewhere in the vicinity of 375 km (233 mi). Before you jump into the comments and (in all capitals) that is almost 200 km (124 mi) short of the claimed range, try and remember the last time your internal combustion car matched the fuel use figures in the brochure.

Owners won't be taking cross-country jaunts without some serious pre-planning, but that range figure is perfectly usable for most people, most of the time. That's where electric cars are in their development. Some of the smartest minds in the world are working to squeeze better energy density out of lithium-ion cells – and charge them faster, which is arguably a bigger concern.

Running out of petrol isn't a huge issue because when you do, it takes five minutes to fill up. But running dry in the Tesla is a different story, because no matter how many charging stations there are, it still takes a long time to go from zero to 100 percent charge. This isn't a new problem, but the fact you need to stop for at least an hour when the range gets low is frustratingly prohibitive. Super-fast charging or battery swaps can't come soon enough.

There are also some tradeoffs involved in choosing Tesla over more established manufacturers. Our Model X had done 4500 km (2796 mi) but there was a persistent creak in the dashboard, and the Falcon Wing doors were noisy over uneven road surfaces. The door handles didn't line up on one side of the car, and the covered center console feels a bit cheap given the list price. More on that in a second.

The all-conquering cool factor that comes with owning a Model X means that these things probably don't matter to the early adopters at the moment. But the little things still make a difference, especially if Elon Musk wants to push into the mass market with the Model 3. We want to see Tesla succeed, but that means holding its to the same standard as other high-end luxury cars – and our Model X just fell short of the standard expected of a car that costs AU$288,995 (US$157,500 in the United States) drive away.

Don't think we didn't like the Model X. We absolutely loved it, and didn't want to hand the keys back after our all-too-brief stint behind the wheel. Ludicrous Mode never gets old, and the Falcon Wing doors are show-stoppers the whole family can enjoy. With Autopilot fitted, the car also is about the closest thing we have to autonomous driving right now.

There aren't many six (or seven) seat cars on the market capable of making a carload full of people giggle like school children as it accelerates away from a set of lights, or making a bunch of motoring-averse millennials clamour for photos. The Model X isn't perfect, but it has something missing from so many cars – a sense of fun. If that isn't something to be celebrated, we don't know what is.

Product page: Tesla

View gallery - 47 images

Without an engine to cool, the Model X can do without a front grille (Credit: Scott Collie/New Atlas)

Tesla says the Falcon Wing doors work in just 30 cm of space next to the car (Credit: Scott Collie/New Atlas)

New Atlas spends some time behind the wheel of the Model X (Credit: Scott Collie/New Atlas)

The Falcon Wing doors on the Model X delayed production significantly  (Credit: Scott Collie/New Atlas)

The rear end of the Tesla Model X is tall and, if we're honest, a bit awkward to behold (Credit: Scott Collie/New Atlas)

The liftgate on the Model X reveals a relatively spacious boot (Credit: Scott Collie/New Atlas)

The devil is in the detail with the Tesla Model X (Credit: Scott Collie/New Atlas)

The Model X followed the S, but preceded the 3 (Credit: Scott Collie/New Atlas)

That's not PLOOD, it's P100D (Credit: Scott Collie/New Atlas)

The pop-up spoiler on the Tesla Model X (Credit: Scott Collie/New Atlas)

The charging port on the Tesla Model X  (Credit: Scott Collie/New Atlas)

With no engine, there's a small boot at the front of the Tesla Model X (Credit: Scott Collie/New Atlas)

The hood of the Model X is made of aluminum (Credit: Scott Collie/New Atlas)

The boot of the Model X with third row seats in place (Credit: Scott Collie/New Atlas)

The seats on the Model X are easy to fold  (Credit: Scott Collie/New Atlas)

Bootspace in the Model X is useful, although not world-beating (Credit: Scott Collie/New Atlas)

The deep boot on the Model X (Credit: Scott Collie/New Atlas)

The Model X with bootlid raised (Credit: Scott Collie/New Atlas)

The rear-view mirror on the Model X sits in the middle of a massive, panoramic windscreen (Credit: Scott Collie/New Atlas)

The new windscreen on the Model X has forced some interesting engineering solutions, including these sunvisors (Credit: Scott Collie/New Atlas)

Behind the wheel of the Tesla Model X (Credit: Scott Collie/New Atlas)

The second-row seats of the Tesla Model X (Credit: Scott Collie/New Atlas)

22-inch wheels make the Model X stand out in a crowd (Credit: Scott Collie/New Atlas)

The headlamps on the Model X could have been borrowed from a Jaguar (Credit: Scott Collie/New Atlas)

The Model X roof with Falcon Wing doors in full flight  (Credit: Scott Collie/New Atlas)

The interior of the Model X is a masterpiece of pared-back design (Credit: Scott Collie/New Atlas)

The massive central screen on the Model X looks imposing, but it's easy to use (Credit: Scott Collie/New Atlas)

Broad wing mirrors on the Tesla Model X (Credit: Scott Collie/New Atlas)

Trim that doesn't match on the body of the Tesla Model X (Credit: Scott Collie/New Atlas)

It's a small thing, but the door trim didn't match up on our Tesla Model X (Credit: Scott Collie/New Atlas)

The bold shape of the Tesla Model X  (Credit: Scott Collie/New Atlas)

An Autopilot camera on the Tesla Model X (Credit: Scott Collie/New Atlas)

Staring into the eyes of the Tesla Model X (Credit: Scott Collie/New Atlas)

We don't mind the profile of the Model X, but some people don't like the way it looks (Credit: Scott Collie/New Atlas)

The hunchbacked Model X lying silently in wait (Credit: Scott Collie/New Atlas)

The digital driver display on the Tesla Model X (Credit: Scott Collie/New Atlas)

The touchscreen in the Tesla Model X (Credit: Scott Collie/New Atlas)

The touchscreen in the Tesla Model X (Credit: Scott Collie/New Atlas)

The touchscreen in the Tesla Model X (Credit: Scott Collie/New Atlas)

The touchscreen in the Tesla Model X (Credit: Scott Collie/New Atlas)

The touchscreen in the Tesla Model X (Credit: Scott Collie/New Atlas)

The Model X is quick in a straight line, but it isn't a corner-carving monster (Credit: Loz Blain/New Atlas)

The Model X is built on the same chassis as the Model S (Credit: Loz Blain/New Atlas)

The Model X gets on the move (Credit: Loz Blain/New Atlas)

The Model X is seriously quick for a four-wheel drive (Credit: Loz Blain/New Atlas)

The Model X is like a taller, bulkier Model S (Credit: Loz Blain/New Atlas)

The Model X hauling uphill (Credit: Loz Blain/New Atlas)

Source: Model X P100D review: Does Tesla's electric SUV pass the practicality test?