Article Type: news

Renault Zoe scores zero stars in latest Euro NCAP testing

The Renault Zoe has become the third car in history to be awarded a zero-star rating by Euro NCAP, following the latest round of safety testing by the organisation.

Renault Group’s Dacia Spring also scored poorly, achieving just one star out of a possible five. Testing saw other carmakers achieve the industry-leading five-star standard for their latest models.

The Renault Zoe was one of the first mainstream mass-produced battery-electric vehicles (BEVs) launched, having gone on sale in 2013. The carmaker offered an upgraded model in 2017. However, some safety elements were removed and this, coupled with increasing standards for Euro NCAP testing in the intervening years, saw the model achieve the unwanted stain on its reputation.

Zero-star

Only Fiat has ever achieved a zero-star rating for a vehicle, doing so twice with the Punto and Panda in 2017 and 2018, respectively. These models had not been updated in several years as the carmaker failed to invest in them, leading Euro NCAP to retest and ascertain just how safe they were compared to modern standards.

The Renault Zoe saw a facelift launched four years ago. However, according to Euro NCAP, at this time, certain safety equipment was downgraded. Specifically, seat-mounted head and thorax side-protection airbags were removed, and thorax-only units were added.

In the frontal offset crash, the results were rated as ‘poor’, specifically due to weak protection for the chest area of the driver-side dummy. But it was Euro NCAP’s severe side-pole test that revealed the most drastic results, with the driver’s head directly impacting the intruding pole.

Thatcham Research, which undertakes testing for Euro NCAP, highlighted that the red body parts seen on the dummy in the image below show a potential threat of serious injury and threat to life in the event of an accident.

Source: Thatcham Research

The test replicates real-world impacts involving a vehicle travelling sideways into rigid roadside objects such as trees or poles. According to Thatcham Research, 33% of these impact types are classified as fatal or serious accidents. As the forces on the car are so localised, the pole can end up deep inside the passenger compartment.

‘It is a serious concern to see results like this in 2021, especially from a carmaker which has previously performed well in Euro NCAP testing,’ said Matthew Avery, Thatcham Research’s chief research strategy officer and Euro NCAP board member. ‘Renault was the first to achieve the full five-star rating in 2001, in part because it was also the first to include a combined head and thorax airbag in the Laguna 2. Although this was a new and revolutionary safety measure at the time, today this airbag is available on most modern cars.

‘Unfortunately, a conscious decision has been made to remove the head protection from this vital passive-safety feature, by the brand that pioneered the use of it. As a result, the safety of occupants within the vehicle has been severely impacted.’

Safety systems

The Renault Zoe also lacks active-safety technology commonly fitted as standard in most new vehicles, such as lane-departure warnings and standard-fit autonomous emergency braking (AEB). This led to a 14% score in the Safety Assist category, 61% lower than the average (75%) achieved by carmakers in the same category this year.

The Dacia Spring fared slightly better with a one-star rating. In its review, Euro NCAP stated: ‘The Spring’s performance in crash tests is downright problematic, with a high risk of life-threatening injuries for the driver’s chest and rear passenger’s head in frontal crash tests and marginal chest protection in a side impact. The mediocre crash performance and poor crash-avoidance technology result in a one-star rating.’

Unlike the Fiat Punto and Panda, the Zoe is unlikely to be pulled from sale due to the zero-star rating. Indeed, Fiat stopped sales of the Punto prior to the results being made public. The Zoe is an important car for Renault, as its leading BEV model and one which is synonymous with electric technology and pioneering spirit at the carmaker.

The Spring, meanwhile, is poised to lead a low-cost BEV attack on the automotive market for Renault Group. It is heavily based on the Chinese-made Renault City K-ZE, itself a derivative of the Renault Kwid, sold in India and Brazil for several years.

‘Renault was once synonymous with safety. The Laguna was the first car to get five stars, back in 2001,’ commented Michiel van Ratingen, president of Euro NCAP. ‘But these disappointing results for the ZOE and the Dacia Spring show that safety has now become collateral damage in the group’s transition to electric cars. Not only do these cars fail to offer any appreciable active safety as standard, but their occupant protection is also worse than any vehicle we have seen in many years. It is cynical to offer the consumer an affordable green car if it comes at the price of higher injury risk in the event of an accident.’

Renault response

In response to an Autovista24 request, Renault stated: ‘We take note of the results published by Euro NCAP following specific tests on Zoe E-Tech Electric according to its new protocol implemented in 2020.

‘First of all, Renault reaffirms that Zoe E-Tech Electric is a safe vehicle, which complies with all regulatory safety standards. These standards are constantly evolving and are becoming more stringent in all domains, especially in safety. Renault therefore continually improves its offer in order to comply with the regulations applicable where its vehicles are sold. Zoe was launched in 2013 and received five stars with the Euro NCAP protocol at that time. The Euro NCAP protocol has, since 2013, undergone five changes. With the same equipment, a model can lose up to two stars in each protocol change.

‘The evolution of the current Zoe was decided in 2017, adapting the passive safety equipment to real accidentology and updating the car with state-of-the-art ADAS equipment such as advanced emergency braking with pedestrian and cyclist detection, lane-departure alert and lane-keeping assist, using a radar and a camera.’

Subtle deterioration in EU new-car markets in November

Autovista24 senior data journalist Neil King discusses how a new wave of COVID-19 cases, along with the appearance of the new Omicron variant, compounded ongoing supply issues and curtailed new-car registrations in key EU markets in November.

New-car registrations in France, Italy, and Spain declined by about 30% in November, compared to 2019. This initially suggests a modest improvement when reviewed against October but, adjusted for working days, the downturns were slightly more severe. The shortage of semiconductors continues to disconnect orders from registrations, but the resurgence of COVID-19 cases and concerns surrounding the new Omicron variant are impacting underlying demand. Accordingly, Autovista24 has revised its forecast for all three markets further downwards.

As registrations across Europe endured troughs because of COVID-19 lockdowns and peaks as pent-up demand was released, year-on-year comparisons with 2020 are incredibly volatile. Therefore, this article focuses on the latest developments compared to 2019, which better represent the true performance of new-car markets.

France 25% down on November average

According to data released by Plateforme Automobile (PFA), the French automotive-industry body, 121,995 new cars were registered in the country in November. This is 25% lower than the average of 163,000 new cars registered in the month between 2010 and 2019. Compared to two years ago, the market contracted by 29.4%, seemingly healthier than the 37.3% decline in October. However, there was an additional working day in November, and two fewer in October, than in 2019. On an adjusted basis, Autovista24 calculates that the market fell by 32.9% last month, compared to the adjusted 31.3% contraction in October.

In addition to rising COVID-19 cases, concerns about the Omicron variant, and the semiconductor shortages, the reduction in French incentives for electrically-chargeable vehicles (EVs) since 1 July has also impacted demand. Consequently, cumulative registrations in the first 11 months of the year were 25.1% lower than in the same period in 2019, subtly down on the 24.7% contraction in the first 10 months. The reduction of electrically-chargeable vehicle (EV) incentives has stabilised the market shares of both plug-in hybrids (PHEVs) and battery-electric vehicles (BEVs), at 8.4% and 9.3%, respectively. A further planned reduction of the incentives from 1 January 2022 has been scrapped, with the subsidies remaining in place until the end of June 2022. However, a €1,000 reduction in the incentives from 1 July 2022 onwards is being considered by the French parliament.

Given the latest developments, Autovista24 has downgraded its forecast to 0.6% year-on-year growth in 2021, following the 25.5% contraction in 2020, to 1.66 million units. This is 25% lower than the volume of cars registered in pre-crisis 2019, although the market is forecast to expand by 8% year on year in 2022.

Incentives exhauated in Italy

In Italy, industry association ANFIA has reported that 104,478 new cars were registered last month. Compared to November 2019, the market contracted by 30.8%, following a 35.7% fall in October. However, as in France, there were two fewer working days in October, and one more in November, than two years ago. On an adjusted basis, Autovista24 calculates that the market declined by 34.1%, more than the adjusted 29.6% contraction in October.

The Ecobonus incentives were resurrected on on 27 October but funding for BEVs and PHEVs ran out after a single day, and were exhausted for low-emissions vehicles on 3 November.

‘In addition to the prolongation of the semiconductor crisis, the total absence, in the current text of the 2022 Budget Law, of measures to address the ecological and energy transition of the sector is of great concern, as no funds have been allocated to support demand or supply,’ commented Paolo Scudieri, president of ANFIA.

The new-car market has further retreated from its cumulative 22.1% decline in the first 10 months of 2021 to a 22.8% contraction through to November. As Italy contends with rising cases of COVID-19 and vehicle supply is not expected to improve, Autovista24 has subtly reduced its forecast for 2021 down to 1.47 million units, equating to year-on-year growth of 6.5%. At this level, the market will be 23% smaller than in 2019. The Italian market is currently forecast to grow 8% year on year in 2022, nudging 1.8 million registrations The pace of the recovery depends on the impact of COVID-19, especially the Omicron variant, and whether purchase incentives are reintroduced.

‘It is essential to provide a structural plan at least over three years and with an adequate budget to avoid that Italy, in this delicate phase in which market policies are fundamental, is the only European country not to support consumers purchasing cars with zero or low emissions,’ Scudieri added. ‘We therefore welcome the presentation by various political forces of amendments to the Budget Law, which propose the refinancing of incentives in support of the demand for cars and light-commercial vehicles with low environmental impact.’

Spain ‘a very depressed market’

A total of 66,399 new cars were registered in Spain during November, according to ANFAC, the Spanish vehicle manufacturers’ association. This is the lowest tally for the month since 2014 and equates to a market contraction of 28.7% compared to two years ago. At first glance, this marks an improvement on the 37.2% downturn in October. However, there was an extra working day in November, and three fewer in October, compared to 2019. On an adjusted basis, the downturn was 32.1% last month, deteriorating from the adjusted 27.7% decline in October.

‘The data for November show that the the trend continues to be downward and even more so when we are comparing it with November of last year, which was a bad month. We do not stop being, therefore, a very depressed market,’ said Raúl Morales, communications director of the Spanish association Faconauto.

The reduction of car-registration taxes in the country since 1 July has been a positive influence for demand, but supply shortages have delayed deliveries. Compared to the first 11 months of 2019, cumulative registrations of new cars are down 32.9% as Spain also contends with rising COVID-19 cases and inflationary pressure.

Year-end positivity

There is some positivity, however, as order intake remains healthy despite the delivery delays and registrations are expected to receive a boost in December because of the planned rise in the vehicle-registration tax from 1 January 2022.

‘What does give rise to hope is that buyers have come to grips with the situation and are going to dealerships to make their purchase, even knowing that it will take longer than usual to receive their new vehicle,’ Morales commented.

Nevertheless, given the limited impact of the July registration-tax cut in Spain and the ongoing economic and supply issues, Autovista24 has revised its forecast for 2021 down to 852,000 units, equating to year-on-year growth of just 0.1%, even after the dramatic 32.4% contraction in 2020.

This aligns with the view of Ganvam's communications director, Tania Puche: ‘The market continues in free fall as a result of the pandemic and the microchip crisis. Everything indicates that it will close the year in the environment of 855,000 units.’

Registrations delayed from this year will naturally bolster the market in 2022, but cars will, rather unfairly, be subject to the higher registration taxes.

‘We estimate that an order book of more than 100,000 units has already been generated and will be converted into registrations next year. These 100,000 clients are going to be harmed by the increase in the registration tax on 1 January, so we insist on the need to extend it, also as a tool to regularise the market situation and move towards a more logical registrations level for our country and to advance the renovation of the parc,’ Morales concluded.

Autovista24 forecasts that the Spanish new-car market will grow by 9% in 2022, to about 930,000 units.

Weakest October since records began for EU new-car market

With the registration of 665,001 units in October, the EU’s new-car market declined by 35.7% compared with the same month in 2019. The European Automobile Manufacturers’ Association (ACEA) explains, ‘this was the weakest result in volume terms for the month of October since records began.’

Pandemic lockdowns dominated 2020, making year-on-year comparisons with 2021 too volatile. So, this article compares current registration figures against 2019, which results in a more accurate picture of how new-car markets are performing.

Turbulent times

The EU’s new-car market continues to experience severe turbulence as registrations dip and climb towards the end of the year. ACEA recorded a 20.7% decline in September, following a painful 34.4% drop in August and a 27.6% stumble in July. But with the publication of October’s figures, any hopes raised by September’s upturn have been dashed as the market tumbles once again.

Over the first 10 months of 2021, the EU saw the registration of 8,191,709 units. This is a fall of 25.1% compared to the same period in 2019 when 10,943,035 new cars hit the road. While recent declines have led to increasingly negative outlooks, the more substantial gains made earlier in the year have helped balance the EU’s cumulative volumes. 

Certain countries also contributed to maintaining this balance inside of the EU. In October, Germany, France and Italy were the only three countries to record more than 100,000 registrations. However, compared with figures from the same period in 2019, this equates to drops of 37.2%, 37.3% and 35.8%, respectively. Spain saw a similar decline of 37.2%, with 59,044 new cars registered. Outside of the EU, the UK recorded 106,265 units moved, resulting in a comparative decline of 25.8%.

Ireland saw a promising increase of 23% against October 2019, with 2,179 registrations. Incentives for plug-in hybrid electric vehicles (PHEVs) will be ending there from the beginning of next year, although €100 million has been pledged to support its electromobility incentives for 2022. Romania’s 9.8% decline was also notably more marginal than elsewhere in the EU, with 9,608 units recorded. Meanwhile, Lithuania reported the steepest drop last month, down 62% on October 2019, with 1,548 units registered.

Ongoing issues

COVID-19 infection rates are continuing to surge across the EU, with countries like Ireland, Slovakia and the Czech Republic facing the re-introduction of restrictions. The pandemic’s hold over the trading bloc is evident when consulting the European Centre for Disease Prevention and Control’s suggested travel measure map.

Consumer confidence keeps taking knocks as case numbers climb. The threat of returning restrictions, higher-energy costs, increasing interest rates and the fast-approaching festive season may lead people to tighten the purse strings. This would mean lighter showroom footfall and fewer online checkouts, resulting in fewer registrations.

As another knock-on effect of the pandemic, the semiconductor supply shortage is also hampering the new-car market. With the ‘just-in-time’ manufacturing network running dry, production is getting put on pause, and delivery times are skyrocketing. Accordingly, ACEA’s director-general Eric-Mark Huitema recently sent up a distress flare.

He stressed the need to increase the EU’s own semiconductor manufacturing capabilities, curbing its dependence on international supply lines. Given the digitisation and electrification of the industry, this component is more important than ever. ‘Think, for example, of electrified powertrains, systems to reduce emissions, active safety features, driver-assistance systems, automated and autonomous-driving functions, connectivity services and even something like digital radio,’ Huitema said.

EV registrations in Europe continue to surge in third quarter

Official figures show that the transition to electrically-chargeable vehicles (EVs) is picking up speed as consumers in the European Union continue to opt for more environmentally-friendly cars.

With governments across the bloc having to meet strict CO2 emissions targets, carmakers and drivers have benefitted from incentives and subsidies for electric cars. While EV registrations surged in the third quarter of the year, fossil-fuel cars saw a clear slump.

Source: ACEA

The European Automobile Manufacturers’ Association (ACEA) found that the market share for EVs continued to surge in the three-month period. In the quarter, battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs) accounted for 9.8% and 9.1%, respectively. This means that across the EU, EVs made up almost 19% of all new-car registrations.

The increase could be seen in Europe’s major automotive markets as Germany, France, Italy and Spain all reported rising demand for BEVs. Across the EU, registrations of BEVs soared nearly 57% year-on-year to more than 212,000 units in the third quarter. ACEA said this was ‘despite the overall decline in registrations of new cars over the three-month period, with growth being boosted by BEV incentives in various markets.’

PHEV models also saw a rise in registrations, jumping almost 43% to more than 197,000 units. Demand was particularly strong in Italy and Spain.

Picking up pace

Carmakers in Europe have stepped up the pace to manufacture more EV battery plants to meet the rising demand for electric cars. With the European Commission planning an effective ban on internal-combustion engine (ICE) vehicles from 2035, OEMs need to adapt quickly to the fast-moving transition to EVs.

A recent flurry of announcements makes clear that manufacturers are keen to build more factories and grow their electrification efforts. For example, Ford plans to invest £230 million (€272 million) in its British Halewood site, where it intends to build electric power units for the brand’s future BEVs.

While ICE vehicles will not disappear from the roads in 2035, they are becoming less attractive to consumers. ‘Conventional petrol and diesel cars continued to lose ground, almost completely absorbing the impact of the overall decline in car registrations of the last three months,’ ACEA said.

From July to September, registrations of petrol cars – which remain the biggest sellers and accounted for almost 40% of the new-car market – shrank by 35% to roughly 855,000 units. Overall, their share dropped from almost 48% in the third quarter of 2020 to below 40% this year.

Diesel cars fared worse. Registrations of new diesel cars more than halved across the EU, falling from nearly 770,000 units last year to around 380,000 in the third quarter of 2021. Diesels accounted for less than 18% of the market – less than hybrid electric vehicles (HEVs), which captured more than a 20% share.

BP becomes third shareholder of EV charging company DCS

Electrification is advancing at a much faster speed than many expected as more electric models enter the market, especially in Europe. This puts viable European charging infrastructure at the heart of the matter as the industry transitions to electrically-chargeable vehicles (EVs).

One company aiming to make the lives of EV drivers easier is Digital Charging Solutions (DCS), which announced that oil giant BP has become its third shareholder.

Convenient charging

DCS was founded in 2017, with its infrastructure solutions promising EV drivers easy access to around 300,000 charging points in 30 countries. Following the closing of a merger and acquisition transaction, BP now holds a 33.3% stake in the startup, the same as fellow shareholders BMW Group and Daimler Mobility.

The deal will see BP provide DCS customers access to 9,000 charging points across Europe, including rapid and ultra-fast chargers. This covers BP’s European charging network, such as Aral pulse in Germany and BP pulse in the UK.

The two companies plan to develop new integrated offers for fleets, including fuel and plug-in services. At the same time, BP aims to expand its global network of public EV-charging points to over 70,000 worldwide by 2030.

‘Our aim is to make charging as convenient as refuelling at the pump – fast, reliable and highly integrated with the vehicle operating system to provide a great customer experience,’ said Richard Bartlett, BP senior vice president, future mobility and solutions.

Pushing electrification

BP, Daimler and BMW are keen to push electrification forward and see DCS as an essential part in driving their strategies. The startup says it offers ‘unrivalled access’ to charging infrastructure, covering more than 85% in 29 European countries. DCS collaborates with high-volume manufacturers to integrate its charging solutions into the vehicles’ operating systems.

For consumers to accept the shift to EVs, a sufficient charging infrastructure is key. With DCS having strong brands such as BP, BMW and Daimler on board, the startup will benefit from an extensive European ultra-fast charging network and retail sites.

‘By forming this strategic collaboration with one of the biggest energy companies in the world, we will provide drivers with increasing access to a convenient and seamless charging ecosystem wherever and whenever they need it, contributing to the electric transformation of our society,’ said Gero Götzenberger, director for strategy and digital mobility solutions at Daimler Mobility.

DCS prides itself on focusing on digitised and customer-oriented services, hoping to make charging as easy as possible. But it also takes into consideration the future of mobility, which is increasingly steering towards autonomous driving. Hence the company also aims to serve the demand for fully-integrated charging services of autonomous cars with valuable data quality.

BP, meanwhile, is growing its global charging businesses and is keen to invest in startups that focus on electrification. Last month, the energy major made its first direct investment in India by leading a $25 million (€21 million) series A funding round in an integrated EV ride-hailing and charging company called BluSmart. It has also recently invested €10 million in ryd, a European in-car digital-payment provider.

Automotive industry a cornerstone of UK’s global economy

The UK government must put the automotive industry at the heart of future global trade negotiations or risk missing out on the country’s most lucrative trade exports.

This is the latest warning from the Society of Motor Manufacturers and Traders (SMMT), which has launched a new report highlighting the economic impact vehicles have on the UK’s trade figures. Export revenues reached £27 billion (€32 billion) last year, making them more valuable to the UK than power-generating machinery and gold, even at a time when the pandemic disrupted trade flows and shut down global markets.

Including imports, the automotive market generated a total of £74 billion in trade revenue during 2020. This was down on the five-year average of £97 billion. However, considering the difficulties posed by COVID-19, including prolonged manufacturing shutdowns and slower sales, the sector remained a crucial part of the UK economy.

Source: SMMT

More than 80% of cars and 60% of light-commercial vehicles (LCVs) built in the UK were destined for export. In total, 53.5% of automotive products sent abroad last year went to the European Union (EU), while 17.7% was shipped to the US and 7.6% to China.

Yet, there is currently no trade deal in view with China, while discussions with the US are ongoing. In addition, negotiations are continuing with Australia, which received 2.1% of total UK automotive exports, while deals are being renegotiated with South Korea (1.7%) and Canada (1.5%).

‘As the world re-emerges from the pandemic, the diversity and importance of the UK’s automotive industry is the country’s competitive advantage for restarting growth, creating jobs and tackling climate change,’ commented SMMT chief executive Mike Hawes. ‘With automotive at the heart of future trade policy, and negotiations focused on removing both the tariff and non-tariff barriers that stifle growth, we can drive forward the growth of “Global Britain” and sustain our place as an economic, industrial and environmental leader.

Slow recovery

According to the Automotive Trade Report 2021, the UK economy recorded its worst performance for more than 300 years in 2020. However, it staged a ‘better than expected’ recovery in the latter part of the year. Total output shrank by 9.8% in 2020, compared with 2019. This contraction was worse than the 1921 slump following the First World War and Spanish flu, and almost as bad as during the Great Frost in 1709 when the UK was an agricultural economy.

During the first lockdown, UK GDP was 25% lower in April 2020 than it was only two months earlier. The economic turbulence caused by COVID-19 has, however, only added to the uncertainty faced by the automotive sector.

Vehicle manufacturers and parts suppliers have had a difficult few years with a push for vehicle electrification, strict CO2 emission targets set by the EU, Brexit, and a collapse in the diesel market. Although the economy is recovering, these issues persist for the automotive market. Additionally, purchasing a car is an expense many cannot afford at present, meaning registration figures are slumping in 2021, even though dealerships are open and lockdown restrictions lifted.

Trade required

With hopes rising worldwide that the pandemic is now in retreat, the SMMT state that the UK’s trade policy must now take advantage of the opportunities from a post-Brexit, post-fossil fuel world to restore growth and jobs with automotive central to this ambition.

With the global car market expected to grow significantly in regions such as Asia and Eastern Europe, the industry body is calling for future trade deals to include dedicated automotive annexes and provisions to reduce tariffs and regulatory barriers. It also recommends establishing rules of origin that will reflect the UK’s future supplier base as manufacturing moves away from the internal-combustion engine, as well as ensuring manufacturers can recruit top talent from around the world to drive growth.

Vietnamese carmaker VinFast marks official presence in Europe

More Asian carmakers are eying up the European automotive market, with a number of Chinese brands vying to get a slice of the cake. Battery-electric vehicle (BEV) manufacturer Nio is aiming to enter the German market by the end of 2022, while Great Wall Motors will roll out its Wey and Ora brands early next year.

But it is not only carmakers from China that are darting into Europe. VinFast – part of Vingroup and dubbed Vietnam’s answer to Tesla – will debut in France, Germany and the Netherlands next year. The manufacturer has now joined the German Association of International Motor Vehicle Manufacturers (VDIK) as it prepares for its European market entry.

‘It is very important for VinFast to be a member of VDIK,’ said Bich Tran, CEO of VinFast in Europe. ‘Germany is one of the most important passenger car markets in the world, where electric mobility is also growing rapidly. We are preparing intensively for the market entry and would like to use the expertise of the VDIK for this purpose as well.’

The VDIK has been around for nearly 70 years and represents the interests of both national and international car manufacturers. Together these carmakers sell more than 1.2 million passenger cars per year, giving them a market share of around 40% in Germany. VinFast is now positioning itself to carve out its own share.  

Midsize and large EVs

It will launch a new series of electrically-chargeable vehicles (EVs) in the midsize and SUV range. For its European customers, VinFast will manufacture its EVs in Vietnam and plans to expand to other markets in the region. More details about the product lineup will be announced in the first half of 2022, but the company said it would roll out three EV models with ‘trendy and classy’ designs.

The manufacturer could catch the eye of European customers with its ‘breakthrough’ battery rental policy, which it says comes with low monthly subscription costs. The company also offers a global warranty policy that could appeal to consumers in Europe.

‘VinFast’s EVs, with premium and modern design, the most advanced technologies and safety standards that meet the highest requirements, will certainly bring an outstanding driving experience to customers,’ said Michael Lohscheller, VinFast’s global CEO and former head of the Opel and Vauxhall brand.

‘I believe that the serious and well-planned investment strategy, proven manufacturing capabilities and reputable partnership network will allow the VinFast brand to grow tremendously and become well received by consumers from Vietnam to Europe.’

Last week, the EV maker also announced a partnership with European automobile-rating organisation Autobest. The cooperation will help VinFast promote its presence in the region and underlines the company’s expansion strategy in Europe, which it regards as a key market in its global plans.

VinFast has made a name for itself in the Asian automotive industry and will be the first Vietnamese carmaker to enter the global market. The manufacturer recently opened its first offices in the US and Canada. Founded in 2017, VinFast runs one of the largest factory complexes in Southeast Asia. It counts Faurecia, Bosch, Siemens, ABB and Thyssenkrupp among its partners.

Saddling up for the EV-technology gold rush

The automotive industry is undergoing a historic transition, moving from the internal-combustion engine (ICE) to electromobility. This is creating a gold rush as companies develop new electrically-chargeable vehicle (EV) systems.

TAE Technologies states that, by 2030, the energy-storage and electromobility markets are estimated to be worth a combined $1.2 trillion (€1 trillion) annually. Increasing its presence in this world, the fusion-energy company is forming a new power-management division.

Elsewhere, Silver Power System (SPS) has partnered with Imperial College, London EV Company, and JSCA to develop a programme to predict a battery’s lifespan. Meanwhile, Mahle Powertrain and Allotrope Energy has unveiled battery technology that offers ultra-fast recharging.

An end-to-end powertrain

TAE’s new power-management division will operate in the mobility and energy-storage sectors. According to the company, this new venture is already in advanced discussions with automotive manufacturers and fuel retailers. It is expected to begin generating revenue next year through licensing and partnership work.

The division will develop EV-powertrain technology capable of providing reduced costs, more design flexibility, greater efficiency, longer battery life, better charging and improved safety. If this new venture is capable of putting such a system together, it will most certainly have struck gold.

‘I am very excited by TAE’s power-management technology, which is truly ground-breaking. It will completely transform the EV mobility market while significantly reducing operating costs,’ said David Roberts, the division’s new CEO. ‘Not only has it enabled tremendous strides in accelerating commercial fusion, the immediate applications for such technology also stand to advance everything from utility transmission to EV efficiency.’

Predictable power

Since January, battery-analytics company SPS has been working with roughly 50 LEVC TX all-electric taxis and a new sports car made by Watt EV Company. These vehicles have travelled a collective 50,000km, each fitted with a data-collecting device. Powered by the internet of things (IoT), these devices constantly communicate with the company’s cloud-based software.

Working alongside Imperial College’s battery researchers, SPS’s machine-learning platform (EV-OPS) has built a digital twin of real-world batteries. This allows for real-time analysis of performance and health, but also the potential to predict lifespan.

‘This really is the holy grail,’ explained Pete Bishop, CTO of SPS. ‘Understanding how an electric vehicle’s battery is performing right now – and predicting how it will perform over the coming years – is absolutely critical for many sectors. But to date, there has been a lack of data and predictive modelling has been largely lab-based.’

These digital doppelgangers could be an enormous step forward for an electrifying industry. Manufacturers could gain better insights into performance, allowing them to accelerate the development of EVs. At the same time, fleet operators could get a better breakdown of performance, while fleet owners could better predict future residual values based on battery health.

Supplementing with supercapacitors

Mahle and Allotrope’s new battery technology combines the benefits of supercapacitors and lithium-ion batteries, enabling recharging times that rival the speed of ICE refuelling. The cells, known as Li-C, are free from rare-earth metals, fully recyclable, and not susceptible to thermal runaway.

‘Range anxiety is often quoted as the main barrier to electric vehicle adoption. But if the battery could be recharged in the same time it takes to refuel a conventional IC engine vehicle, much of that worry goes away,’ said Dr Mike Bassett, Mahle Powertrain’s head of research.

He turned to urban delivery vehicles to explain the technology’s potential. Petrol-powered mopeds have seen increasing popularity alongside the expanding on-demand economy. ‘Decarbonising these deliveries has so far proved difficult without maintaining a stock of expensive interchangeable batteries or switching to a larger, heavier electric vehicle with increased energy consumption.’

But working with Allotrope, Mahle has explored how electric mopeds could be powered by an inexpensive, small capacity, lithium-carbon battery that could be recharged between stops in 90 seconds. ‘With ultra-fast charging, the size of the battery can be optimised to suit the scenarios the vehicle will be used in, and that leads not only to weight savings but also cost reductions that further lower the barriers to decarbonisation,’ Bassett pointed out.

With charging anxiety replacing range reluctance, a battery capable of ICE-challenging refueling times would be enormously valuable. So alongside TAE, SPS and innumerable other businesses, Mahle is in on the electric gold rush. But only time will tell whether each of these technologies will pan out.

BMW considers lifecycle of a vehicle with fully-recyclable car

‘What will move us next?’ is this year’s motto at the IAA Mobility 2021 in Munich, and it seems BMW might have come up with one possible answer to that question.

At the event, the German car manufacturer presented a fully-recyclable car – the i Vision Circular, which it plans to launch in 2040. The four-seater not only received attention for its futuristic looks but also its approach to sustainability. The recyclable city car is made entirely from both old and renewable raw materials. A design that uses 100% recyclable materials, including the battery pack, underlines BMW’s ambitious plans to ‘become the most sustainable car company in the world.’

Electromobility and climate neutrality

With Greenpeace activists protesting outside the IAA’s gates, the automotive sector is facing numerous challenges to improve its environmental image and adopt a greener approach. During the next 10 years, BMW plans to put 10 million battery-electric vehicles (BEVs) on the road. And by 2030, half of global BMW Group sales will be BEVs. While the future of mobility might rely on electrification, the industry cannot solely depend on electromobility to achieve climate neutrality.  

Whereas electric cars do not produce local emissions, their batteries charge on power from the electric grid, which is often generated by non-renewable energy. There have also been questions around how energy-intensive it is to manufacture a BEV or an electric battery.

The market also relies heavily on primary sources – such as steel, aluminum and plastic – all of which have an environmental impact, including air emissions. Furthermore, the raw-material demand for BEVs remains high. CO₂ emissions are thus becoming more of an issue related to the supply chain and this correlates with the depletion of scarce natural resources. Decarbonisation, a major theme at the IAA, is on top of the agenda for many car companies as the onus to reduce air emissions has shifted increasingly onto manufacturers.

Carbon-neutral production

BMW has pledged to cut CO2 emissions and aims to increase its use of secondary materials. This includes their use in production and the upstream supply chain. By 2030, CO2 emissions per vehicle and kilometre driven will be halved from 2019 levels, the company announced earlier this week. BMW has aspiring plans and said all its production sites will be net-carbon neutral ‘from 2021.’

‘How companies are dealing with CO2 emissions has become a major factor when it comes to judging corporate action. The decisive factor in the fight against global warming is how strongly we can improve the carbon footprint of vehicles over their entire life span,’ said Oliver Zipse, chairman of the board of management at BMW.

A circular design

BMW’s recyclable i Vision Circular shows great potential when it comes to combatting some of these issues by focusing on the entire lifecycle of a car. Production will rely less on primary sources, and overall, BMW has pledged to increase the share of secondary materials in its vehicles. The manufacturer said its current vehicles use almost 30% of recycled and reusable materials. In the future, the company aims to raise this figure to 50%, which will also be more cost-effective for the group.

‘We have included circularity in our concept right from the start when designing the BMW i Vision Circular. That’s why this visionary vehicle is full of innovative ideas that combine sustainability with new and inspiring aesthetics,’ said Adrian van Hooydonk, head of BMW Group Design.

A fully-recyclable car might have sounded like something out of a science-fiction novel a decade ago, but in our current climate, it could indeed move us next.

Highways England unveils plan for net zero roads by 2050

Highways England has unveiled its roadmap to net zero by 2050. The transport agency, responsible for roads across England, will look to decarbonise motorways and A-roads.

The new plan builds on the agency’s work in reducing carbon output since 2015. It sets out a comprehensive roadmap to rapidly decarbonise the strategic-road network (SRN) in England. This will help the country to meet its climate targets, as it looks towards a net-zero future.

While much is made of the need to reduce fleet emissions or cut carbon output in manufacturing, road networks will also play a crucial part in reducing overall pollution from the automotive industry. Maintaining these networks goes alongside the power consumption for lighting and services in causing high-emission output.

Highways England plans to achieve decarbonisation through three key commitments; achieving net zero for its own operations by 2030, delivering net-zero road maintenance and construction by 2040, and supporting net-zero carbon travel on roads by 2050. 

Contractors and suppliers will also be required to act,  including commitments to reduce carbon year on year using the latest technologies so that by 2040 road maintenance and construction are near-zero emissions. 

The future of road travel is a zero-carbon one, powered by renewable electricity, hydrogen and biofuels.

Net zero highways: Our 2030/2040/2050 plan

Highways England has been progressing with its net-zero plans for some time. The organisation has introduced plug-in hybrids (PHEVs) to its fleet, and installed LED lighting on the M62. It also used recycling and solar power for resurfacing on the A590.

The report highlights that while many see cars as a problem when it comes to the climate emergency, 80% of families in England own a car. Road travel will decarbonise fast, thanks to the rollout of battery-electric vehicles (BEVs) and the UK government’s plans to ban new petrol and diesel sales by 2030. The government’s Transport Decarbonisation Plan puts the country on a trajectory to do the same for heavy-goods vehicles from 2040.

‘Highways England recognises the threat of climate change and the risks it poses for us all. That is why we are pledging to take effective action to take carbon out of roads,’ said Nick Harris, acting chief executive of Highways England. ‘Today, roads are a convenient, efficient and low-cost way to travel, which is why nine out of 10 passenger miles and 79% of all freight moves on roads. Our plans set out how emissions from our own operations, our construction and our customers will reduce over the coming years.’

Achieving net zero

To achieve its aims, Highways England has set itself deadlines for various targets. By 2025, the organisation has made a Greening Government Commitment (GGC) to reduce its own carbon emissions by 75% compared with the 2017/18 baseline.

By 2030, the body will be net zero for its own emissions. This includes switching roadside lighting to LED – with a projection of 70% completion by 2027, changing its vehicle fleet to BEV models and planting up to three million trees. By 2040, all construction and maintenance activities on the SRN will be net zero.

In addition, in the next road period (2020-2025), the organisation will be taking steps to ensure zero-carbon transport can travel freely on the network. It will be increasing the charging infrastructure and create a blueprint of on-road services for electrically-chargeable vehicles (EVs). There will also be a training programme implemented to ensure traffic officers are able to stay safe when recovering broken down or crashed EVs.

Building the future

Construction and maintenance of the SRN is a large contributor to emissions. According to the report, around 734,000 tonnes of CO2 came from this area during 2020. Without additional action, this will drop to 350,000 tonnes by 2040.

But pushing for net zero offers the opportunity to push the construction industry to deliver on the Committee on Climate Change’s call for the construction industry to be largely decarbonised by 2040. Highways England will focus on the asphalt, cement and steel sectors to decarbonise the construction process. It will use a carbon-management system to embed approaches that minimise emissions, including lean construction practices and the principles of the circular economy. There is also the opportunity to use digital technologies to increase the capacity of its existing network minimising new construction.

‘Our members recognise their responsibilities to protect current and future generations from the impact of climate change,’ said Alasdair Reisner, chief executive at Civil Engineering Contractors Association (CECA). ‘How we build and maintain our roads naturally plays a key role in meeting net-zero goals. Roads form a critical backbone of the UK economy, supporting our personal journeys and contributing substantially to economic growth.

The issue of road building and its contribution to air pollution was highlighted recently by the Welsh government, which has cancelled all new road projects while it runs a review of the process.

The Wales New Transport Strategy, published earlier this year, included a modal shift target for the first time. This requires the country to aim for 45% of journeys to be by sustainable forms of transport by 2045, up from 32% currently. Ministers hope that by cancelling road building, for the time being, money can be shifted into public transport. Both these decisions will, it believes, help the shift to reductions in traffic, and therefore pollution.