This new generation of electric Hyundai cars benefits from significant improvements in the development process: future battery-electric vehicles can be designed and constructed more flexibly to meet different customer requirements. In addition, customers benefit from an improved range and, thanks to 800-volt technology, from a very fast charging capacity, according to Hyundai in a recent press release.

The development of the platform began on a blank sheet of paper and offers unprecedented freedom in terms of vehicle design.  Thanks to it, the Hyundai Designer can design electric vehicles with different drive systems without having to compromise on the space available in the interior.

Extremely fast charging: 100 kilometers in five minutes

One of the greatest advantages of the E-GMP is its ability to charge quickly. At a 350-kilowatt charging station, the battery can be charged from ten to 80 percent in just 18 minutes using 800-volt technology. In comparison, a vehicle equipped with 400-volt technology would take around twice as long for the same charging process. “Reloading” for a range of 100 kilometers according to WLTP is already completed after five minutes.

The system allows charging at 800-volt and 400-volt charging stations without the need for additional components or adapters. This multi-charging system is a technology developed and patented by Hyundai for high charging compatibility. Thanks to a boost converter, the rear electric motor, and the inverter can internally convert a 400-volt charge into 800 volts before the electricity reaches the batteries. This system gives customers the benefits of 800-volt fast-charging regardless of the actual voltage of the charger.

Hyundai Ioniq 5 offers bidirectional charging capability

With the innovative Vehicle-to-Load (V2L) function, every Hyundai electric car with E-GMP has the option of bidirectional charging. The high-voltage battery can act as a power bank and supply external electrical devices such as e-bikes, e-scooters, or notebooks with a maximum output of 3.68 kilowatts while driving or when stationary with up to 230 V alternating current. In the interior, a household socket is attached to the rear seat bench for this purpose. To use the function on the outside, an adapter is included. This means that the new Hyundai Ioniq 5 can also provide breakdown assistance and charge other electric cars.

The heart of the E-GMP architecture is a large, high-capacity battery pack housed flat in the vehicle floor, which enables the Ioniq 5 to range up to 485 kilometers according to WLTP.

Repair-friendly construction of the battery pack

The large battery pack is located between the axles, which are far apart, and deep in the middle of the platform, which results in a low center of gravity for the vehicle. This construction not only has a positive effect on cornering, acceleration and driving stability. Thanks to an optimal axle load distribution, it also improves the handling of the vehicle. The five-link rear wheel suspension handles longitudinal, transverse and vertical forces equally well, and the innovative, integrated drive axles – they function as drive shaft and wheel bearings at the same time – transmit the power of the rear electric motor directly to the wheels. 

Compared to a solution with separate parts, the integrated drive axle is 42 percent stiffer and ten percent lighter, which, according to Hyundai, further improves handling and driving behavior.

By using standardized battery cells and modules within a large unit, E-GMP enables only individual modules to be replaced or revised in the event of repairs. This lowers repair costs for customers and minimizes the financial risk when purchasing a vehicle.

More legroom and flexibility in the interior

The new platform also completely redefines the proportions of electrically powered vehicles. The flat battery pack ensures a consistently level floor in the interior.

For the vehicle occupants, a long wheelbase and a flat vehicle floor mean more legroom, thus more comfort on long journeys and at the same time more freedom of movement in the vehicle. The front and rear seats, as well as the sliding center console, can be flexibly adjusted. With the generous dimensions of the interior, the designers also have more freedom to design the vehicle interior in an innovative and spacious manner. Instead of submitting to conventional design principles, you can transform the interior of the vehicle into a new living space.

Identical space conditions with rear-wheel and all-wheel drive

With the E-GMP, Hyundai engineers have created a flexible and modular platform, the basis of which can be used for various vehicle segments. Areas such as side skirts, rear carriers or the wheelhouses can be modified variably within the platform so that they can be adapted for different vehicle classes and enable a range of new, attractive vehicle designs. Central areas such as shock-absorbing elements, the wheel suspensions and the battery housing are fixed in the platform. This guarantees safe, comfortable use and optimal protection for passengers and battery.

The new electric platform is designed for rear-wheel drive as standard. It can also be upgraded to all-wheel drive with an additional motor as in the Hyundai Ioniq 5. The space available in the interior is independent of the drive variant.

By eliminating the internal combustion engine, the front overhang could be shortened. The bonnet is sloping and parts of the air conditioning and heating system are now where the gasoline or diesel engine would otherwise be found. This creates more space, which enables a clearer cockpit design. The design of the dashboard in E-GMP vehicles offers the driver and front passenger a spacious, modern and comfortable ambience. The Ioniq 5 offers additional storage space under the bonnet (Frunk) with a capacity of up to 57 liters for smaller pieces of luggage or devices.

More safety for occupants

The body structure of the new platform increases safety for occupants. In the event of a collision, special collision frames at the front and rear absorb the impact energy and divert it to the outside around the battery pack. The front collision frame fulfills this task particularly effectively thanks to a multi-skeleton-like structure.

In the new platform, the battery is particularly protected by a special body structure in the floor area made of ultra-high-strength steel. Here, in the event of a potential side impact, extruded aluminum reinforcements absorb a large part of the energy introduced.

The Ioniq 5 and its “universal island”

The Hyundai Ioniq 5 is the first battery-electric vehicle based on E-GMP and also the first of the new Ioniq sub-brand. According to the manufacturer, the E-CUV reflects the many advantages of the new platform.

The innovative center console in the Ioniq 5, for example, functions as a multifunctional island. It can be pushed back by up to 140 millimeters. In combination with the flat floor of the vehicle, this movable island enables the occupants to get on and off flexibly, more freedom of movement and a high level of comfort. For the passengers in the rear, the universal island offers easy access to a wireless charging option with up to 15 watts for mobile phones and USB connections.

The particularly flexibly adjustable and heated front seats with relax function and fold-out leg rests can be adjusted at an ergonomically optimal angle, for example to rest during a charging process. The passengers in the second row also benefit from the innovative design of the front seats, in which Hyundai has reduced the volume of the backrests by 30 percent compared to comparable designs. The space gained in this way benefits the legroom of the rear passengers.

Hyundai sees E-GMP as a milestone for the electric car era

With the new E-GMP architecture, Hyundai says it has enormous potential for the successful development and marketing of future vehicles. It is part of the strategy of the South Korean brand to become one of the leading manufacturers of electric cars. Over the next five years, the Hyundai Motor Group plans to bring a total of 23 electrified models onto the market, eleven of which are purely electric cars such as the Ioniq 5, Ioniq 6, and Ioniq 7. The goal is to sell more than a million electric cars worldwide by 2025.

I was able to take a seat in the Aiways Stromer for a few days and report in this podcast episode about my experiences, impressions, and facts about the U5. To do this, I grabbed Anika Wild, Head of PR Europe at Aiways, to find out more about the emerging brand, the changed the model year 2021 of the Stromer, and future developments. The Aiways U5 will return for a full review . Then hopefully with sunshine and without rain and snow, in order to be able to prepare corresponding photos of the E-SUV.

Aiways U5 a striking eye-catcher in everyday life

Before we devote ourselves to the inner values ​​of the Aiways electric car, or to go into the technical data of the Stromer in detail, I would like to say a few words about its design. Because this is anything but ordinary. Buzzwords like distinctive, catchy, and conspicuous fit very well. When I first met the electric car, I noticed that it was actually a bit larger than the photos suggest. Briefly to the facts of the aubergine-colored U5, with the cream-white interior. This brings it to a length of 4,680 mm, a width of 1,865 mm, and a height of 1,700 mm. The wheelbase is specified by the manufacturer as 2,800 mm. With regard to its trunk volume, the Stromer has 432 liters and a maximum load volume of 1,555 liters.

Aiways himself describes the exterior of the Stromer as “harmonious, dynamic and self-confident”, one can definitely subscribe to. It is quite noticeable that the U5 comes along with typical SUV lines. Whereby it is precisely these lines that set strong accents and are correspondingly pronounced, the manufacturer also understands curves and surfaces that seem to merge into one another. The front itself is closed and relies on a sharp, contoured design. Which in turn leads to a drag value of 0.29.

In addition to the front of the vehicle, the short overhangs at the front and rear are noticeable. As a result, the Stromer has a correspondingly long wheelbase, which leaves too much space in the interior for drivers and passengers. Before we devote ourselves to this, it should be mentioned that the U5 is based on the MAS (More Adaptable Structure) platform, which enables various drive trains to be equipped with different battery capacities and all-wheel drive. But more on that later.

Less is more inside the Aiways U5

As already mentioned in the previous section, the structure of the electric car helps to hide a spacious interior behind the compact, medium-sized exterior. At first glance, it looks extremely clean, minimalist, and thus reduced to the essentials. When it comes to design, Aiways relies on organic shapes, pleasant materials and warm colors, which should convey a sense of well-being.

Due to the strong reduction to the essentials and the renouncement of an excessive number of buttons, switches, etc., the displays in the vehicle are particularly noticeable. As you can see in the photos, the large dashboard has a clear, horizontal design and modern digital displays. The 12.3-inch screen, which is reminiscent of a tablet, is located in the middle. This can be operated from both the driver and passenger sides. Various vehicle functions can be set via the screen and access to the infotainment system can be found. You can also use this to set the recuperation behavior of the Aiways U5 in three stages – there are no buttons for this on the steering wheel.

Regarding the operation/responsiveness of the screen, it should be said that it starts to feel rather sluggish after you have started the vehicle. It takes some time for the system to start up. Incidentally, the Stromer is only started by stepping on the brakes. A start button does not have to be pressed. Smartphones (Android / iOS) can be connected to the Aiways U5 without any problems; makes sense because this enables navigation via smartphone, among other things. In addition, the company’s own range of software is made possible. Because just like the interior, Aiways is still narrow here. Evaluation options for energy consumption, recovered recuperation energy, etc … are sought in vain. Even with Bluetooth playback, which is interrupted by traffic reports, you always have to start playback manually.

The standard and premium models have the same motor and battery power and the same, generous amount of space. Differences can be found, for example, in the interior fittings, the panoramic sunroof or the foot sensor for opening the trunk.

The seats of the Aiways U5 are extremely comfortable but come without seat cooling/heating. The steering wheel heating has also been dispensed with. Little things that are not absolutely necessary but, in my opinion, contribute to the “premium factor” of a vehicle. Aiways differentiates between the standard and premium models, although there are only “small” adjustments. In addition, a Technic model has been promised, but has not yet been communicated in detail by the manufacturer and cannot be found in the online configurator as of 01/2021.

Powerful electric SUV with an impressive range

With the U5, Aiways sets new standards in terms of efficiency, range, and performance in its E-SUV, according to its own statement. Let’s stay with the topic of range, here the Stromer achieves a range of over 384 km (MY 2020) according to the WLTP cycle. Which, of course, can only be achieved in everyday life under ideal conditions. I can tell you a thing or two about that, as I transported the Stromer to and from Munich myself. After all, a distance of around 360 km (one way). With a remaining range of around 356 km and a battery level of 93%, it would theoretically have been possible to cover the distance in one go. Not in reality.

Because despite a well-filled 63 kWh battery, recharging was necessary; twice. Started with the mentioned 356 km remaining range, with 93% battery capacity, after a good 160 km drive with around 86 km remaining range, at 22% I arrived at the first charging station. This consumption can certainly be attributed to the weather, as well as the cruising speed, as I was on the highway for most of my route. There on average with speeds between 110-130 km / h. Of course, it does its part to ensure that the range decreases noticeably with every kilometer. And yet, with its new battery concept with sandwich construction, the U5 should be able to achieve a real range of almost 300 km at temperatures below freezing point.

At the first charging station (DC charger 50 kW) I then charged a maximum of half an hour of energy in order to cover another piece. Wasn’t exactly the prettiest place on earth to supply your own Stromer with energy. Therefore it was only necessary to charge the battery a little to cover more kilometers and then to use the purely theoretical maximum charging speed of 90 kW of the Stromer on an HPC charger. Started with 15% remaining capacity, the battery had reached over 80% after a good 40 minutes. This is in line with the information provided by Aiways: “The battery of the U5 can be charged from 30% to 80% of its capacity at a DC charging station in just 27 minutes.” The average charging speed should level off at around 70 kW; Peak at the mentioned 90 kW.

“With an AC charging station (6.6 kW, type 2), the vehicle can be charged overnight from 20% to 100% of its capacity in less than 8 hours,” says Aiways. I wasn’t able to gain any experience on this myself, because the Stromer was fully charged on my DC charger again during the week before it was transferred back to Munich. No statement can be made on consumption due to the lack of displays; however, it can be stated that Aiways gives this as 16.6 kWh / 100 km.

We come to the drive of the E-SUV, which is fed from the lithium-ion battery. Here the company relies on an electric motor that develops a peak output of 140 kW and 315 Nm torque at a maximum of 16,000 rpm. According to his own statement, the maximum speed is around 25% above the average values ​​of current electric vehicles. This enables a smaller and lighter engine with a 10% higher power density (181 Wh / kg) compared to similar vehicles in this segment.

In addition, the e-drive system is one of the most compact systems currently used by an e-car manufacturer. This enables Aiways to accommodate the system in vehicles in segments A, B and C in the long term. The electric drive system of the U5 is mounted in the front area of ​​the vehicle with front-wheel drive, but there is also the option of configuring the E-drive for rear-wheel drive or all-wheel drive. Maybe another version of the U5 is waiting for us in the future !?

The driving modes, three in number: Eco, Normal and Sport, can be selected using a button on the steering wheel and regulate the response of the electric car accordingly. With eco rather moderate, with sport lively and with more propulsion. As part of my one-week test, I was in Eco mode a good 90% of the time and I have to say that I didn’t feel particularly restricted.

Aiways U5: which one would you like? It costs that!

At the rather unusual partner for a car manufacturer, the consumer electronics store Euronics, advance sales of the Chinese electric SUV Aiways U5 started in Germany on August 14, 2020. The 150 kW (204 PS) electric car, equipped with a 63 kWh battery pack, is available in two equipment variants: Standard for 38,990 euros and Premium for 41,990 euros. Buyers of both variants benefit from the federal government’s 9,480 euros purchase price subsidy. The Technic variant of the U5 mentioned at the beginning has not yet been priced in, or has been detailed.

We are very excited to bring the U5 to the European market. Although the demand for electric vehicles is increasing, there is still only a very small selection of zero-emission mid-range SUVs in Europe. Given the changes in legislation and improved public awareness, now is the ideal time to bring AIWAYS to Europe and establish the U5 there.

Alexander Klose, deputy chairman of the board for international business at AIWAYS

A small conclusion after around 801 km with the Aiways U5

Okay, caught. Of course, they weren’t exactly 801 km. I didn’t even pay close attention to the speedometer. Since most of the kilometers have already accumulated over the transfer journeys (motorway) from and back to Munich. And yet a small conclusion can be drawn about the E-SUV. I was won over by its design, both exterior, and interior, as well as the general workmanship of the Stromer. The range and drive are also more than suitable for everyday use. Under good weather conditions and a “normal” driving style, around 350 km should realistically be achieved with one battery charge.

A bit of a shame, especially in winter, is the fact that the electric car does not have seat and steering wheel heating. Cannot be retrofitted so easily afterwards. Adjustments can certainly be made in terms of software – the start speed of the displays, as well as menu guidance, scope and design – without great effort. Points that look a little more to the left and right certainly doesn’t hurt. Then Aiways can certainly score even more in one of the next software updates. A small but fine detail would be, for example, the possibility of playing on the two “side driver displays” , which are arranged around the driver display, with self-selected content: music, energy consumption, navigation system, …

All in all, however, an electric SUV that can be seen. At the latest, when we can take a closer look at this in model year 2021, I will go into further details and developments on the E-SUV. Before that, however, Anika Wild, Head of PR Europe at Aiways, gives us a deeper insight into Aiways and their U5.

You may also like to read: Test and driving review of the Mazda MX-30

Instead of Stromer in the garb of a combustion engine, at the end of the year there was a full-fledged e-car to marvel at, which was in no way inferior to the static design prototype of the time. On the contrary, in its special paintwork 3-tone Polymetal Gray Metallic, it knew how to convince me a little more, as this knew how to underline the elegant appearance of the e-car even more. But you can convince yourself of that below. As you are used to from our test and driving reports.

As you are used to from my other test reports, the test of the Mazda MX-30 is completely subjective and looks at the all-electric car from my personal perspective. In doing so, I try to take up all the relevant points and also to reproduce interesting technical details that I encountered in my almost two-week test period. If you have any questions, just get in touch and I’ll try to answer them.

If you have already had personal experience with the Mazda electric car, then I look forward to hearing from you under this review. Otherwise, it doesn’t hurt to take a look at the FAQ if you have questions about e-mobility.

Mazda MX-30 e-SKYACTIV: See you again after a good year

So after a year it was in my yard, this time as a drivable e-car and no longer in prototype status: the Mazda MX-30 e-SKYACTIV. Like the pre-production version, this comes with a 107 kW / 145 PS electric motor and is therefore a touch more powerful than in the prototype status at the time. The torque could also be increased from 265 Nm to 271 Nm. The continuous output over 30 minutes is specified by Mazda with 81 kW / 110 PS.

The pressure on the power pedal doesn’t let the Mazda MX-30 push forward as noticeably as it did with the prototype. At least that’s my impression. And yet the Stromer knew how to exploit the advantages of the electric drive during the test period. In addition, Mazda has retained the sound design, which I was able to experience in December 2019 and which convinced me back then. For this, I quote from the “old experience report” .

“The electronic sound system in the interior, which is supposed to synchronize the engine torque with the sound frequency and sound pressure, makes the acceleration appear tangible in terms of sound when giving electricity. As soon as you take your foot off the pedal, the sound decreases. that the sound in no way seems strange or artificial. On the contrary, it feels natural and gives the otherwise quiet electric car its own voice in traffic. “

The Mazda MX-30 accelerates from 0 to 100 km / h in 9.7 seconds. The top speed is reached at 140 km / h. Of course, it cannot be compared with a Stromer like the Tesla Model 3 . But you don’t have to. Because the MX-30 takes a completely different approach. The e-car is intended for the city, as a second vehicle, for the typical routes that one covers in everyday life. Because in contrast to other automobile manufacturers, Mazda does not rely on a range monster for its debut electric vehicle. Instead, a lot of thought has been given to why a smaller battery is a better choice.

Joachim Kunz, Senior Product Development and Engineering, told Elektroauto-News that Mazda was guided by a study from Japan, among other things, which showed that a 35.5 kWh battery would run around 80,000 km with a diesel engine on CO2 emissions is tied. But more on that in one of the later sections. First, let’s take a quick look at the visual appearance of the Stromer.

Mazda’s Stromer in everyday life: dimensions, weights and comparison to the Mazda CX-30

Limited to the pure facts, the MX-30 is 4,395 mm long, 1,795 mm wide and 1,555 mm high. The wheelbase is 2,655 mm. This means that the e-car has almost exactly the same dimensions as the compact CX-30 – but with the roofline sloping sharply towards the rear. The turning circle diameter for the Stromer is given as 11.4 meters. The weight can be stated as follows: 1,720 kg empty weight, with a permissible total weight of 2,119 kg and 474 kg payload.

If you re-establish the connection to the compact CX-30 combustion engine, it is noticeable that the MX-30 relies on Mazda’s new ring structure, which, in conjunction with the massive steel frame of the battery, has over 40 percent more torsional rigidity than the CX-30. This has an extremely positive effect on the driving and steering comfort of the car for the driver. In order to further increase this driving and steering comfort, Mazda relies on a wheel load deceleration for the MX-30, which is based on the ideal line when driving. In other words, the MX-30 places the vehicle load on the front wheels when entering a curve, while driving out the load is placed on the rear wheels. Little things that you as a driver will certainly not notice in detail if you don’t consciously pay attention to them or deal with the electric car.

I would like to say a few words about the design, because in this case too, the automobile manufacturer is breaking new ground. The “Human Modern” interpretation of Mazda’s successful Kodo design gives Mazda’s first electric vehicle an independent appearance, which is further individualized thanks to the free-style door concept adopted from the Mazda RX-8 without a fixed B-pillar.

It is precisely these doors hinged in opposite directions that do not have a B-pillar that make the electric car something special. As a passenger, you get more comfort when getting on and off, more options for loading are created and handling with child seats is made easier. And yet this type of door does not only bring advantages. Because you can only get in and out when the front door is opened. In terms of comfort, the second row of seats in the MX-30 is also convincing. When it comes to headroom, however, you definitely have to accept compromises, especially if you are over 1.80 meters tall, like me. Depending on how far the driver / front passenger seat has been pushed back, you have to make do with little space. As a plus you can still hold on to

Mazda MX-30: between range and environmental balance

Let’s come back to “rightsizing”, by which Mazda understands the approach of giving an electric vehicle a CO2 advantage in the medium-term electricity mix in Germany and Europe even with lower total mileage. In the case of the MX-30, the first-time electrician will be able to cover a range of up to 200 km according to WLTP (combined). More than enough for everyday journeys.

Already mentioned at the beginning, the Mazda MX-30 relies on a 35.5 kWh battery, which is about 80,000 km on a par with a diesel in terms of CO2 emissions. With every meter that is then driven in the electric car, the Stromer shows its advantages. In comparison, Mazda had considered a 95 kWh battery, which is also available on the market. This carries a significantly larger CO2 backpack with it and even after> 160,000 km has not yet caught up with the CO2 advantage of the diesel. Hence the decision to “rightsize” the battery , which is not only noticeable in terms of CO2 emissions but also in the price of the electric vehicle .

Mazda’s European boss does not find the low, no longer entirely up-to-date route performance for a car of this size too bad . He assumes that ” the MX-30 will mainly be bought as a second vehicle and used in urban areas, but not for long trips, ” he told the NZZ.

In addition, the MX-30 can benefit from a range boost thanks to the recuperation power of the electric motor. Insofar as you choose the right level of recuperation in everyday life. As usual with other electric vehicles, the respective level can be selected using two paddles, on the right and left of the steering wheel. “The energy when decelerating can be recovered in five stages using steering wheel paddles. So you can sail depending on demand, or during Lupfen “slow , as our author Wolfgang MX-30 in his first test drive with the Mazda knew already noted.

Range and consumption of the Mazda MX-30
The Mazda MX-30 e-SKYACTIV should be able to cover a range of up to 200 kilometers (combined WLTP cycle). This had to be proven. Before we turn to the everyday range or consumption, however, first a few facts about our test car, clearly summarized.

• AC synchronous motor e-SKYACTIV installed in the front
• 107 kW / 145 PS output
• 271 Nm
• Acceleration from 0-100 km / h in 9.7 seconds
• 140 km / h top speed (electronically limited)
• 200 km range according to WLTP
• Power consumption (weighted) of 19.0 kWh / 100km

Everything was included, from pure city trips to overland and motorway trips. This gave us the opportunity to map a very good cross-section through the routes that the MX-30 would probably have to master even under “normal conditions”. In the end, due to the current Covid-19 restrictions, there were only about 350 kilometers on the clock that I covered. Still enough to get a first picture of the Stromer.

Mainly the 350 km were covered in the city and overland. Autobahn were only there for a short distance. As mentioned at the beginning, the MX-30 was not quite as lively as I was used to from the comparable (technical data) Renault ZOE, for example . Regarding power consumption, it has to be said that the MX-30 did worse.

If the WLTP values ​​are 19.0 kWh / 100km, at the end of the test period I was able to look at 21.1 kWh / 100km. So once again quite a bit below the manufacturer’s specifications. Despite a leisurely, anticipatory driving style and using the recuperation paddles. If you compare this to the ZOE, which achieved around 14.7 kWh / 100 km at the end of around 900 km of test drive, the Mazda Stromer is in a worse position. In addition, it is important to consider that the ZOE is a tad cheaper. A 1: 1 comparison is really not fair; there are different target groups – but it just makes sense.

Charging the Mazda MX-30 e-SKYACTIVE in everyday life

For Mazda it would have been easy to compensate for the disadvantage of the “small battery” with better charging performance . But then you didn’t do it after all. The MX-30 can be charged by DC charging via CCS connection with up to 50 KW. According to data from Fastned and the display of the live data when charging, the Stromer has reached its peak between 36 to 37 kW charging power at around 55%. This means that it can still be charged from 10 to 80% in just 39 minutes. So it’s okay.

At home, however, the whole thing slows down a little. Because there it can only be charged with one phase. This means that charging on a 22 kW wallbox takes 4.5 hours. At the household socket it is all the more important, it takes 15 hours 30 minutes until the battery is full again. Three phase charging in the next generation and the MX-30 is even more convincing here.

Exterior and interior of the Mazda MX-30 in detail

Hopefully first experiences, described impressions and integrated photos have given you an impression of the MX-30 from Mazda. Now let’s dive in a little more together and take a closer look at the exterior and interior of the Mazda electric car.

Exterior: MX-30 a powerful, minimalist beauty

If the automobile manufacturer Mazda has its way, the MX-30 embodies power and beauty in equal measure. Coupled with doing without unnecessary elements and concentrating on the essentials. This is how the Stromer presents itself in the Kodo design mentioned above, which embodies the “human modern” approach through the combination of natural presence and simple shapes.

A symbol of simplicity and strength that Mazda strived for when designing the Stromer is certainly the front. Compared to other Mazda models, it does without the characteristic radiator grille. Instead, the designers worked to ensure that the reflections and elements converge centrally in the Mazda logo. The strong, uniform impression extends from the front section over the large side to the rear. With the C-pillars, care was taken to ensure that they pivot downwards at an acute angle in order to seamlessly connect the roof and passenger compartment with the rear. All in all, the e-car has a simple, yet expressive and diverse design.

The appearance of the MX-30 is underlined by the matching paintwork. In the case of the test car from Elektroauto-News.net, this came with a 3-tone paint job, which is subject to a surcharge. The metallic paintwork, which can be found on the sides between the A and C-pillars and on the tailgate, underlines the streamlined design of the passenger compartment and at the same time creates a visual connection to the rear end. The 3-tone paintwork is offered in combination with the body colors Magma Red Metallic, Polymetal Gray Metallic and Moonstone White Metallic and contains a black roof paint and window frames, which are combined with Magma Red Metallic and Moonstone White Metallic in gray and in combination with Polymetal Gray Metallic in silver are painted.

One of the most striking features of the Mazda MX-30 is its extraordinary freestyle doors that do not have a B-pillar. Thanks to the tailor-made hinges, the front doors can be opened at an angle of up to 82 degrees and the rear doors up to 80 degrees. This simplifies entry and exit even for people with wheelchairs and provides space for loading. By eliminating the central B-pillar, a stroller, for example, can be parked right next to the rear seat, which means that children can be placed gently and comfortably in the child seat.

Freestyle doors

All in all, the MX-30 is truly an eye-catcher, especially if, like me, you are more into minimalist design approaches. Coupled with a decent workmanship and a well-rounded overall appearance, the Stromer cannot not please. And to be honest, just the already mentioned freestyle doors, which open in opposite directions, make Mazda’s debut Stromer a design piece par excellence.

Interior: reduction, open spaces and sustainable materials

The “human modern” design of the exterior is also continued inside the vehicle. The comparison to other vehicles of the brand is not difficult, as Mazda relies on the characteristic driver-oriented cockpit. The MX-30 has a horizontal layout that emphasizes the width of the vehicle and gives a sense of spaciousness. The “floating” center console, which is independent of the surrounding components and houses all the necessary controls, is certainly noticeable.

Paired with the touchscreen display, this gives the electric car a modern flair. The space that this floating design creates can be used freely to stow smaller items and at the same time serves to create a connection between the driver and front passenger seats. The center console also clearly shows the brand’s sustainable approach. Mazda specifically relies on materials that minimize environmental pollution.

Cork, as one of the sustainable materials used, cannot be hidden in the Mazda MX-30. The cork is usually obtained in the production of bottle corks. The naturally obtained product is obtained from removed tree bark. Since no trees have to be felled for this, the environmental impact is extremely low. Mazda also uses the visual warmth emanating from the material to create a sense of well-being for the driver and front passenger. The soft feel of the material makes it ideal for shelves in the center console and door handles.

The Stromer also uses fibers that are made from recycled PET plastic bottles and used in the upper part of the door panel. In contrast to plastics or leather, it supports the typical vehicle feeling of openness – also thanks to a surface that appears to contain air. A newly developed process for the joint shaping of textile and synthetic fibers creates a material with a soft feel that is easy to process. Some of the seat fabrics use up to 20 percent recycled fibers, while the feel and high-quality look are retained.

It should also be mentioned that Mazda relies on a hybrid of a seven-inch touchscreen, which enables closer communication between the vehicle and the driver. This enables the air conditioning to be controlled with regard to temperature, air flow and seat heating while driving. In addition, there is the 8.8-inch display on the dashboard, which was introduced in the Mazda3. All main functions are controlled by this; operated via the rotary knob and buttons in the center console of the Stromer.

A look at the technical specifications of the Mazda MX-30 e-SKYACTIV

Before we look at the technical data of the Mazda MX-30 in detail, it should be said that these are based on the technical data sheet as of 11/2020 and correspond to our test vehicle. You will also find additional technical details / data distributed throughout the entire test report.

Mazda MX-30: prices & promotion through environmental bonus

If you have been convinced by the impressions of the MX-30 from Mazda so far, then it is now time to take a look at the prices. We also do not want to ignore whether the environmental bonus for Mazda electric cars is an option.

Since February 2020, there has been more money when an e-car is purchased below a list price of 40,000 euros. 6,000 euros instead of 4,000 euros will now be reimbursed from the purchase price. For plug-in hybrids in this price range, there will be 4,500 euros instead of 3,000 euros. For electric cars with a list price of over 40,000 euros, the subsidy for pure e-cars will in future be 5,000 euros, for plug-in hybrids it will be 4,000 euros. So far, electric cars have only been subsidized up to a net list price of 60,000 euros. This cap will take place in the future at 65,000 euros. Furthermore, the latest economic stimulus package is intended to support pure e-cars up to a maximum of 9,000 euros; if the net list price is below 40,000 euros.

The Mazda MX-30 e-SKYACTIVE that was presented to me came with the usual standard equipment at a list price of ~ 32,646 euros – list price as of November 20, 2020 with 16% VAT. In addition to this, the Stromer had built in special equipment worth 6,777 euros. This consisted of the special 3-tone polymetal gray metallic paint (1,463 euros), the industrial vintage interior concept (1,950 euros) – details on this in the test report itself, the comfort package (1,950 euros) and the premium package with 360 ° monitor ( 1,901 euros).

For our test car – with the optional special equipment – a list price of 39,423 euros would have been due, including 16 percent VAT. According to the current regulation, the 9,000 euro environmental bonus would have been deducted from this. This would land you at 30,423.00 euros, minus the VAT savings due to the lower base price.

A conclusion after two weeks with the Mazda MX-30 e-SKYACTIV in everyday life

The MX-30 accompanied me for a good two weeks from mid to late December 2020. During this time, like many others, I wasn’t able to travel much due to the current Covid-19 restrictions. As a result, the Stromer was used right there, for which it is intended. Everyday urban life. Because of its range of 200 km according to WLTP alone, this is certainly not the first choice for making longer trips.

But it doesn’t have to, because Mazda makes it clear from the start that the MX-30 sees itself as an electric second car. Even if not as a cheap second car. The comparison to the ZOE from Renault is obvious and personally would be my first choice. Even if the overall appearance of the Mazda e-car is convincing, there are still a few small things that have to be addressed: Keyword charging.

If the range is rather short, you could definitely increase the charging speed for the wallbox at home. Or let the price difference to vehicles with a larger battery be more pronounced. Because in the end, despite the fact that the battery was made smaller due to the CO2 emissions, this will be the decisive reason for the Stromer to sell.

Either way, the Mazda MX-30 is a real eye-catcher that lives sustainability. Be it through the smaller battery, the use of sustainable materials or the catchy design, which will probably be remembered mainly due to its freestyle doors. Should Mazda actually bring the MX-30 onto the road with a range extender, there is no longer any need to discuss range fears. Only the subject of CO2 pollution will certainly come up again.

Such arrogance usually has consequences – but in special cases, the French did not have to fear holy anger. It is her goddess, after all. “La Déesse”. That icon on wheels that threw the world of cars into a tumble 66 years ago and, next to the usual cars, suddenly looked as if they were at least yesterday.

Once introduced as the “Distinctive Series” at Citroën, the now independent brand is now launching its third own model, the DS 9. And it comes closest to the great role model. Not so much optically – but definitely from the standard. Noble at five by two meters can definitely be called a flagship. And a bold project. With just 2773 cars sold in Germany in 2020, competition with the established premium manufacturers is not easy – even if DS attaches great importance to being “profitable”.

You are enthroned surrounded by all kinds of ornaments. Soundproofed, with ventilated and massaging seats on request – knowing that in this case, it would have to be “like the goddess in France”. In the second row, too, there is ample space in front of 510 liters of trunk thanks to the 2.90-meter wheelbase. Anyone who thinks they are at the front likes to sit in the back, as befits their status. And here, too, you can enjoy what DS understands by Premium: Not primarily speed and functionality, but well-groomed progress with great attention to detail and a touch of French finesse.

This ranges from artistically engraved metal to bead embroidery and leather in a watch strap design that is intricately pleated from a single piece. Incidentally, the hides come from Bavarian cows. Flawless because there are neither fences nor mosquitos high up on the mountain pasture. At first glance, everything is just small things, but where – Corona or not – the luxury segment is growing faster than the overall market, the special is possibly a clever strategy.

When it comes to the command post, however, design sometimes takes precedence over function. The start button is not suspected spontaneously in the middle of the touchscreen, and the mirror adjustment is hidden on the left under the steering wheel. Still, they kept their promise at DS. Carefully and with great respect, it is said, one wants to preserve the legacy of the goddess. This applies to design as well as technology. In the headlights, three LED blocks each swivel from their rest position on course – a homage to the high beam of the Déesse that follows the steering angle. The position lights, which are based on the bag indicators on the roof of the time, are also cult.

Under the hood, things are not quite as opulent – yet. In the “E-Tense” plug-in version, a 1.6-liter four-cylinder (180 hp) and an electric motor (110 hp) with a system output of 225 hp are combined for market launch at the end of August. The cooperation between the piston and the winding is inconspicuous and without any further action. The petrol engine only growls a little under full load, but thanks to the eight-stage converter it develops its power nicely and evenly.

Of course, the purely electric drive is smarter. It goes up to a speed of 135 and a maximum of 48 kilometers – but not in combination. If you want to be on the move with a bit of vigor, you should plan with a good 30 for the radius. Dynamics cost distance – all battery driver wisdom. Pleasing: thanks to the standard 7.4 kW onboard charger, the 12 kWh battery on a wall box is full again in a good one and a half hours.

The move away from Citroën by the DS brand is rather cautious when it comes to the chassis. Its second name could be “comfort”. Despite the up to 20-inch wheels. For a surcharge, a camera can even help to capture the hardship of the road and to dampen it in a targeted manner. If you don’t like it so gently, you’d better lock the selector switch to the “Sport” position. Optionally, the DS 9 peers into the dark using the night vision function, maintains its distance, speed, and lane, and parks without any action.

However, Parisian chic always has its price. The pure combustion engine with 225 hp also starts at 47,500 euros, the E-Tense at 52,810 euros. If you want more driving fun and sportiness, a little patience is recommended. At the end of the year, there will not only be a 250 hp DS 9 with a larger battery and more range but above all a 360 hp four-wheel drive model. Lowered, with brakes from racing – but also with a double heart.

For this, DS calls for at least 64,250 euros – but even with the top equipment for 67,000 euros, the vehicle is still fully eligible. And: You don’t have to worry about encountering the “Spirit of Avantgarde” at every second intersection.

However, since electric cars and PHEV are the focus here in the Elektroauto-News.net portal, there is no detailed test report on the slightly electrified diesel. Instead, I will record my impressions and initial information about the vehicle in this short article. Combine this with my experiences with a mild hybrid in everyday life and try to show why this makes at least more sense than a simple combustion/diesel. If you want to find out more about KIA’s “real” part-time electricians, I would recommend this article to you: “Test and driving report of the KIA Xceed 1.6 GDI PHEV DCT” because the focus here is much closer to our core reporting. It is also the case that the equipment and vehicles are quite similar apart from their drive. A look to the side is therefore more than permitted.

If you still want to find out something about mild hybrids, stay tuned and listen. You read that correctly: “listen in” , because I recorded the whole thing in a short podcast episode .

Mild hybrids just another type of hybrid / plug-in hybrid drive?

Before I go into the KIA Ceed 1.6 CRDi 48V iMT in particular, I would first like to explain a little about what you can expect from a mild hybrid. What all hybrid vehicles have in common is that they are powered by a combination of a combustion engine and an electric motor. Compared to mild hybrids, the main advantage of full hybrids lies in the fact that their two drive sources work completely independently of each other.

With mild hybrids, it is the case that they only use their electric motors to support the gasoline engine when accelerating and driving. To be clear, their electric motor is not able to drive the vehicle on its own. This is different with a hybrid / plug-in hybrid, here the pure electric motor can move the vehicle up to 60 km purely electrically (WLTP), depending on the battery size and efficiency. And yet a mild hybrid can help save fuel and protect the environment. The following can be briefly stated here:

• About 10 percent fewer consumption thanks to electrical assistance
• Lower currents than with full or plug-in hybrid
• Integrated or belt-driven starter generator as an electric motor
• An extended and more convenient start-stop system

So what does the mild hybrid electric motor actually do? It acts as a so-called starter generator that helps the combustion engine with its work. So this is able to contribute some power for a short time, in the starting phase of the combustion engine / diesel. He takes over completely in all cases, at least partially that of the starter. The driver hardly notices anything, the starting process feels like changing gears in a nimble automatic.

A starter generator can be placed in different positions on the car. KIA and Hyundai rely on a so-called belt starter generator (RSG), which uses the gap left by the missing alternator. From here the starter generator is connected to the crankshaft via a belt – hence the name. The advantage here is that it can be used in existing engine types.

The fuel savings are not to be set at the level of a PHEV or hybrid. On the contrary, the relief seems rather small. In the case of KIA’s mild hybrid system, about ten percent less consumption is expected thanks to electrical support. But more on that below. Because KIA decided in April 2020 to equip all diesels with a mild hybrid system. For good reason.

KIA equips all Ceed diesel variants with mild hybrid as standard

At the end of April 2020, KIA made the decision to equip all Ceed diesel variants with a 48-volt mild-hybrid system in the future. This also applies to my test car Ceed 1.6 CRDi 48V iMT, which was my guest at the beginning of December 2020 in the exterior color Blue Flame and the equipment line Spirit. This brought with it 100 kW / 136 PS and thus a little more power than the entry-level version with 84 kW / 115 PS. The mild-hybrid is for the entire model family, which includes the Shooting Brake ProCeed as well as Ceed, Ceed Sportswagon, and Xceed.

Briefly about the price classification. The mild hybrid from KIA came to a base price of 26,991.93 euros. The special equipment in the form of a leather package (867.56 euros), navigation package (867.56 euros), technology package (672.61 euros) and metallic paintwork (575.13 euros) have the total price including 16 percent VAT at 29,974, 79 euros raised. The environmental bonus / purchasing premium for electric cars or plug-in hybrids does not apply here, of course.

The comparison to the PHEV KIA XCeed 1.6 GDI PHEV DCT in the Spirit equipment line must be considered here. This brought it to a list price (still with 19% VAT) of 37,290.00 euros. Since the environmental bonus is deducted from the net list price, as well as the innovation bonus and you benefit from the currently lower VAT, a small calculation example:

• 37,290.00 euros – list price still with 19 percent VAT
• 31,336.13 euros – list price excluding VAT
• 23,836.13 euros – list price without VAT; after deduction of an environmental bonus of EUR 7,500
• 27,649.91 euros – list price with 16 percent VAT

If you compare the list price of the two variants: Mild hybrid – 26,991.93 euros / PHEV – 27,649.91 euros, there is a difference of “only” 657.98 euros in favor of the mild hybrid. For the comparatively low surcharge, however, you get a part-time stream that not only offers a little more power. Above all, it is able to drive up to 58 km purely electrically according to the NEDC. Even in practice I ended up with around 42 km, which could be covered purely electrically. Despite the main focus on mild hybrids, the choice of plug-in hybrids is clearly the better choice. Or what do you mean?

Details about the Ceed mild hybrid

Despite the fact that the decision in favor of the PHEV already seems to have been made, we want to take another look at the details of the mild hybrid drive on the Ceed together. The new diesel versions have a 48-volt electrical system including a lithium-ion battery and a 12 kW starter generator. The unit combines the functions of an electric motor and an alternator. It supports the driver when accelerating, but also serves to generate electricity and thus ensures highly efficient energy recovery.

As already mentioned, an electronic control system ensures seamless transitions between drive and charging mode. With regard to fuel savings, KIA indicates that, compared to the previous diesel versions, the CO2 emissions of the Ceed models are reduced by up to 10.7 percent, depending on the variant and version.

This is achieved because the mild hybrid system in combination with the intelligent gearbox enables so-called “sailing” or “free rolling”. In practice, this is shown by the fact that as soon as the driver takes his foot off the accelerator, the diesel engine switches off under certain driving conditions and the vehicle rolls over the lane without consuming any fuel, while only the electric motor is working. If the driver presses the accelerator again, the diesel switches on again almost imperceptibly. The quick and very comfortable engine start, in addition to fuel savings and additional torque, is another advantage of this technology, according to KIA about the mild hybrid system in the KIA Ceed.

Two weeks with the KIA Ceed 1.6 CRDi 48V iMT – a small conclusion!

The experiences with the KIA Ceed 1.6 CRDi 48V iMT shown here do not correspond to a classic test report. Nonetheless, I think it makes sense that we took a closer look at a mild hybrid. In addition, it is interesting to consider the differences as well as the advantages and disadvantages of the plug-in hybrid. But it is very clear at the moment – with the environmental bonus and innovation bonus still in effect – that the “low” surcharge to a PHEV is more than sensible in order to enjoy the benefits of driving a few km purely electrically.

At the point in time at which the funding programs or government subsidies are expected to expire, it can certainly be assumed that mild hybrids are no longer an exception. It’s the rule. Simply by committing to compliance with the CO2 fleet targets, every manufacturer will do its part to achieve them. With appropriate mild hybrid systems, this is done at least partially without driving up the price noticeably.

As a driver, you also save a little fuel. Incidentally, after a good 620 km of test drives in the country, through the city and on the motorway – with normal driving style – I achieved an average consumption of 4.9 with 5.1 liters / 100 km as standard in Eco mode. KIA specifies this with an average of 3.9 to 3.7 liters per 100 kilometers – under “laboratory conditions”. I am therefore quite satisfied with the distance that I have covered. But now I am interested, what are your experiences with mild hybrids?

He made the statement to him during an online conference of the Financial Times last week on Thursday. This is based on the demonstrable, increasing demand for purely electric cars in Europe. The sales of battery electric vehicles accounted for 5.7 percent of all new registrations in the first quarter, according to data from the industry association ACEA.
Electric car sales in the region are expected to top the one million mark for the first time this year. Strongly driven by subsidies and incentives from manufacturers and politicians.

Ford is currently launching its first all-electric car, the Mustang Mach-E, in Europe and will introduce a second electric model based on the Volkswagen Group’s MEB platform in 2023. Ford is also considering putting a second MEB-based model on the road. According to insider reports, the decision is imminent. Ford has announced that all cars sold in Europe will be equipped with a battery or plug-in hybrid drives by mid-2026. Whether Ford will switch to fully electric vehicles before 2030 depends on the model range, according to Rowley.

“There will be segments that will not be fully electric [by 2030], but we may not be represented in those segments,” said the Ford CEO at the online conference. Ford is leaving its traditional segments to focus more on SUVs and announced earlier this year that it would end production of the mid-range Mondeo family by 2022. The brand will be sharpened.

Regardless of the actual name of the electric car, the plant in Dingolfing in Lower Bavaria is already being prepared for production. There are three variants, each with different performance and range. Further information became known as part of the design world premiere of the BMW iX. Until the world premiere, there were only rumors about an entry-level model with 230 kW (313 PS), a medium model with around 390 kW (530 PS), and a top model 455 kW (619 PS). The most powerful iX should need less than four seconds to sprint to 100 km / h. In this article, we look at the BMW iX xDrive 40.

The BMW iX is designed as a crossover, which in terms of size ranks roughly between the current X3 and X5 models and is also available with all-wheel drive. At the design world premiere of the iX, BMW confirmed that it relies on two electric motors of the fifth generation of BMW eDrive technology. This can also be seen in power electronics, charging technology, and high-voltage storage.

The Stromer draws its energy from a lithium-ion battery that is built into the floor of the vehicle. This should enable a range of 600 to 700 kilometers according to the WLTP cycle. The BMW iX is charged with an output of up to 200 kW. This enables the electric car to charge from 10 to 80 percent of the total battery capacity in less than 40 minutes. In addition, enough energy can be fed in within ten minutes to increase the range by more than 120 kilometers. The time required to charge the high-voltage battery from zero to 100 percent on a wallbox with an output of 11 kW is less than eleven hours.

The BMW iX is not only an eye-catcher from the outside. Inside, the electric car surprises with a special kind of curved display. The next generation of the fully digital display network is used in the iX. In the so-called new curved display of the BMW iNEXT, the display areas of the information and control displays merge into a single display unit that is curved towards the driver.

BMW iX xDrive 40 – properties

Overview

Technical specifications

Battery and charging

Energy consumption WLTP

Measurements and weight

Further data

In Salzgitter, the series production of the so-called solid-state batteries should then start, further development of the lithium-ion batteries currently in use for electric cars. In the first step, however, a pilot line is planned to test the technology with an annual production capacity of a one-gigawatt hour (GWh). In a subsequent step, the annual output is to be expanded to 20 GWh. A final decision on the location should be made by the end of 2021, the company said in a corresponding message.

Still no final decision

A Volkswagen spokesman said on request that there was still no final decision on a pilot system for the solid fuel cell in Salzgitter, as the Automobilwoche knows. This will be met in the fourth quarter at the latest. The VW spokesman, however, indicates that such a production can only be built with government funding in Germany. “Because without such funding, Salzgitter has little chance in a European and international comparison ,” he said.

To compare the costs, take a look at the pilot factory in the USA: An investment of 230 to 290 million US dollars is planned there, which is to flow into the construction of the pilot factory. Corresponding cash is available thanks to private financing from Volkswagen and a recent SPAC deal for an IPO (NYSE: QS). An investment of a similar amount can be expected for Germany.

Investing multi-billion dollars for the future

Volkswagen is investing around 16 billion euros in the future topics of e-mobility , hybridization and digitization by 2025 . By 2030, the share of pure e-cars in sales in Europe is to increase to more than 70 percent – double the previous plan of 35 percent. As part of the Volkswagen Power Day , the group is presenting its technology roadmap for the areas of batteries and charging by 2030. The aim of the roadmap is to significantly reduce the complexity and costs of the battery for the electric carto make it attractive and affordable for as many people as possible.

Up to now, it has been assumed that there will be a cell demand of 150-gigawatt hours (GWh) per year for Europe. In Europe alone, six gigafactories with a total capacity of 240-gigawatt hours are to be built by the end of the decade to meet this demand. Part of meeting demand could be the joint battery factory with QuantumScape.

Salzgitter has already been accorded great importance in the previous plans. The unit cell for the volume segment will be produced in Salzgitter from 2025 and innovations in process, design, and chemistry will be developed. An expansion to up to 40 GWh per year is also planned for Salzgitter. This realignment will achieve better economies of scale and reduce production complexity.

The wide range of different bodies and extensions with locally emission-free vans from Mercedes-Benz is already possible today, as demonstrated by various models. The “eSprinter Pharma”, for example, is equipped with a fully electric temperature control system. The combination of connection to the vehicle’s on-board network and buffer battery ensures a manually adjustable, constant temperature between 15 and 25 degrees Celsius – even if the driver stops to deliver goods. In addition, the vehicle can be equipped with an optional refrigerated container for a second temperature zone.

The special vehicle industry of rescue, fire brigade and police has been of great importance for Mercedes-Benz for decades, it continues. The Sprinter has been used as an ambulance since the first generation was launched in 1995. Mercedes-Benz Vans and the body manufacturer “Ambulanz Mobile” have developed a fully electric medical vehicle based on the eSprinter. Despite the necessary fixtures in the patient room, the permissible total weight of 3.5 tons is maintained.

The company also refers to the “Electric Versatility Platform”, on which the next generation of the eSprinter will be gradually produced in Charleston, Düsseldorf and Ludwigsfelde from the second half of 2023 . With three battery and numerous body variants, all customer requirements are taken into account. The range will more than double compared to the current eSprinter, depending on the configuration. Likewise, the loading volume is growing.

What body and extension solutions might be possible in the future were shown by concept vehicles based on the next generation of the eSprinter, announced Mercedes-Benz. In the case of the “eGrocery concept” for the transport of food, for example, the energy stored in the vehicle battery supplies the electric cooling system with electricity and ensures constant minus temperatures.

With the “CEP delivery concept” for use in courier, express, and parcel services, the “Speed ​​Delivery Door” brings the deliverer considerable advantages on his daily tours, as he does not have to constantly open and close the sliding door to the loading space by hand. The modular platform also enables an individual configuration – be it for inner-city use or for longer trips across the country.

The switch from combustion engines to electric cars is not a job killer, said Ferdinand Dudenhöffer from the Duisburg research institute Center Automotive Research (CAR). Based on a study carried out at the CAR Institute, he predicts that the plans of the EU Commission criticized by the manufacturers will have only minor negative consequences for jobs in the automotive industry. “The planned tightening of the CO2 regulation in the EU endangers jobs in the European auto industry less than feared,” said Dudenhöffer. “On the contrary: one can expect positive effects on employment across all economic sectors.”

In the car countries Germany, France, Italy, Spain and Slovakia, according to the analysis, only 1.8 percent of jobs are to be lost due to stricter emissions requirements. That corresponds to almost 15,000 jobs. The effects on employment could largely be offset by new jobs in the field of e-mobility such as battery production and charging infrastructure, according to the study. An earlier switch to electric cars promotes the development of economies of scale and future competitive advantages in the auto industry.

Dudenhöffer warns against paying too much attention to the allegation of impending job losses and thereby postponing the end of internal combustion engines such as diesel and gasoline. “In my opinion, it makes sense not to adopt a softened Euro Standard 7. That was done far too often in the past and has hindered our technical progress and the transformation to the electric car, ”he told Handelsblatt .

With a “slack” Euro standard 7, today’s combustion engines would be sold for a very long time. “If we take climate protection and emissions protection in our cities seriously, we mustn’t close our eyes in the transport sector,” warned the scientist. The conclusion of his study: “It has already been shown in the past that stricter CO2 requirements in the German automotive industry have created jobs and not destroyed them.”

The CAR boss advocates relying on the new potential and thus jobs, for example in the production of battery cells. If these opportunity costs were taken into account, there would be a positive job effect due to the stricter EU emission regulations.