VW convert T6 Van into an EV for ride sharing
MOIA, the mobility startup from the Volkswagen Group, introduces its comprehensive ride pooling concept just one year after its inception. The MOIA concept provides new mobility options that will significantly reduce traffic in major cities. The startup will present its ride pooling ecosystem with the mission “One Million Cars off the Road” at TechCrunch in Berlin, where the self-designed MOIA car, that is fully electric and optimized for ride pooling services, will make its debut.
MOIA wants to remove one million cars from cities
“We started one year ago at TechCrunch in London with the vision of partnering with cities to improve the efficiency on their streets. We want to create a solution for the typical transport problems that cities face, such as traffic, air and noise pollution, and lack of space, while simultaneously helping them reach their sustainability goals. In a short time, we’ve laid the groundwork to add a new mobility component to the urban mix. In 2018, we’ll be ready to launch our ride pooling concept internationally and take the first steps toward our goal of reducing the number of cars in major cities by one million in Europe and the USA by 2025,” says Ole Harms, MOIA CEO.
As a first project, the entire ecosystem including the newly designed car will launch in Hamburg at the end of 2018. “We’ll be able to offer the complete ride pooling value chain – as needed or just individual pieces,” says Harms. Various operator models will be possible and can be developed together with cities and partners.
The last missing piece that of the complete pooling system is the MOIA car, which will be presented to the public for the first time at TechCrunch. In addition to the car, the system consists of a customer app, which passengers use to book and pay for a MOIA. The app shows which cars are available and how much the ride will cost before a customer books a trip. A pooling algorithm groups passengers with similar destinations together in order to increase the capacity for each car and to avoid detours. A driver app and comprehensive fleet management complete the system.
The only worldwide electric ride pooling six-seater
The MOIA car is a fully electric car that provides space for up to six passengers to fit comfortably. The interior was designed to be spacious, with standalone seats, plenty of legroom, and enough space to move around and reach each seat with ease. The car was developed and designed exclusively for ride pooling services – every ride should be comfortable. Even those passengers who wish to have no contact with other passengers should feel comfortable onboard. The seats are equipped with convenience features such as dimmable reading lights and USB ports. Each car also offers fast WiFi for passengers. The optimized automatic door and handlebar make getting in and out of the car easy. And luggage can be stored in a spacious area next to the driver.
“The car represents total comfort and is a crucial piece of our consistent service experience. We developed it using our co-creation process, which involved multiple rounds of potential users of various age groups testing cars and providing feedback. Many of the ideas from this process went directly into the development of the car. We’re also working on other future versions as well,” says Robert Henrich, MOIA COO.
Record manufacturing time thanks to agile processes
Volkswagen Commercial Vehicles and Volkswagen Osnabrück planned, developed and built the MOIA car in record time: ten months. The car has a range of more than 300 kilometers according to WLTP-standard and can be charged up to 80 percent in about 30 minutes. “Together with MOIA and VW Osnabrück, we are redefining car manufacturing;” says Eckhard Scholz from the Executive Board of Volkswagen Commercial Vehicles. “We are very proud of the fact that we were able to build a new car specifically tailored to the needs of ride pooling in just ten months.” This accomplishment was made possible through the use of agile processes in the Osnabrück plant. The car will make its debut on the streets of Hamburg next year.
MOIA has been testing its service in Hannover since October 2017 and continuously developing its components in real-time. The “MOIA co-creation process” is an integral part of this test, which consists of a fleet of 20 Volkswagen T6 Multivans.
At the recent Detroit Motor Show VW showcased the I.D. Buzz as the second component of the Group’s all electric I.D. range.
The I.D. Buzz revives the VW camper van in an eight-seater concept that has an flexible interior and can drive itself. The Buzz will be powered by two electric motors with a combined 369bhp output and shares the same MEB (modular electric platform), platform as the Golf-sized I.D. concept revealed last year. The Buzz should go on sale in 2022.
The I.D. Buzz follows in the footsteps of the I.D. concept revealed last year at the Paris Motor Show. The model revealed in September 2016 was a Volkswagen Golf-sized family car, powered by a 168bhp electric motor and batteries capable of covering over 300 miles between charges.
The Buzz is the second car in the ‘I.D.’ sub-brand, and VW says it ‘forges links between the legendary origins of the Volkswagen brand and its electrifying future’.
Its retro looks will certainly appeal to many buyers, especially those who were fans of the original Volkswagen Type 2, which was built from 1950 and still holds the legendary status that it gained through the sixties and seventies.
Many of the same features have been carried over to this 2020 vision – including the two-tone split paintwork and the almost flat-nosed front end sporting a back-lit oversized VW logo. The computer images do look interesting.
The I.D Buzz with dual motors producing 369bhp, compares to the 50bhp on offer in the late 1960s and early 1970s Type 2 camper vans and fifteen times the 24bhp output of the original. It has also been designed to be self-driving when the driver wants to take a break.
The design has been dragged into the future with LED lights front and back, a glowing strip that divides the contrasting paint colours around the vehicle, and enormous 22-inch alloy wheels.
Like the Golf-sized I.D. concept, the Buzz has been built on the MEB which Volkswagen says shows ‘the potential and bandwidth of the MEB’ and should be the basis for a fleet of 30 EVs as part of its ‘Strategy 2025’ plans. All part of VWs “lets move away from Diesel and engine rigging gate” cunning plan. We look forward to more details from VW.
We though the Dieselgate was winding down and consumers were starting regain trust in VW it seems that there is more to cloud the air. Yes more allogations of fixing. This time software to reduce CO2 embeded in the gearbox.
Reuters report that Germany’s Bild am Sonntag uncovered that the California Air Resources Board (CARB) discovered software in an automatic transmission used by Audi to hide emissions, this time in both gasoline and diesel cars.
According to the report, the software discovered by CARB, which was installed in vehicles with certain automatic transmissions, detected whether a car’s steering wheel was turned. If it was not, indicating laboratory testing conditions, the software turned on a gear-shifting program which produced less carbon dioxide than in normal road driving. If the wheel was turned in any direction by more than 15 degrees, the program was switched off, the paper said.
The Bild am Sonntag report claimed Audi stopped using the transmission-liked defeat device in May 2016 and that CARB found it in a vehicle built prior to this date.
The discovery, which was reportedly made in the summer, may explain why the Justice Department has told the VW Group to refrain from making public the results of law firm Jones Day’s independent investigation into the original diesel emissions cheating scandal at the automaker. The request by the Justice Department was said to be due to the desire to keep confidential details linked to other probes.
It seem that the VW Group will not offer compensation to European customers who bought a diesel car with “cheat” software, taking a different tack from in the U.S. where the automaker will provide a goodwill package worth $1,000 to affected owners.
VW delivered the very first e-Golf to a new owner in the USA. The car was auctioned by VW and awarded to the highest bid. The three week auction saw Mr Bruce Oberg place the highest bid of $41,000. That’s a little more than the $36,265 base price.
Bruce takes delivery of the White e-Golf on Friday. He said he was “thrilled that I get to take home one of the first Volkswagen all-electric vehicles.”
The 2015 Volkswagen e-Golf will be launched over the course of the month at selected VW dealers in an initial distribution area limited to California and a handful of Northeastern and coastal states.
Those first launch areas include California, Connecticut, Maine, Maryland, Massachusetts, NewJersey, New York, Oregon, Rhode Island, Vermont, and Washington D.C.
The e-Golf is part of the redesigned seventh-generation Volkswagen Golf range now on sale in the U.S.
In the UK the e-Golf is available from £30,845 before £5,000 government grant of from £309 / month as a business lease.
Our friends at Green Car Reports drove an early e-Golf in Germany. They report a positive experience.
Volkswagen e-Golf test drive, Berlin, March 2014
On sale late this year, it adds a plug-in electric power train option to the all-new seventh generation of the classic Golf five-door hatchback, now celebrating its 40th birthday.
While the new Golf has been on sale in Europe since late 2012 it is not yet available in the US. All electric Golfs will be assembled in Volkswagen’s home factory in Wolfsburg, Germany.
Last week, Green Car Reports spent almost two hours driving a European-spec 2015 e-Golf for more than 20 miles (33 km) around Berlin, part of the Volkswagen Group’s first major “e-Mobility” event at the former Tempelhof Airport. They report:
The bulk of our driving was in dense stop-and-go traffic and less crowded urban neighborhoods broken up by frequent stop lights. There was one short stretch of highway, but generally speeds stayed at or below 40 mph.
Overall, our impressions are favorable.
The electric Volkswagen Golf is exactly what VW intended it to be: the first production model in the Golf line to use a battery-electric powertrain, but otherwise every bit a Golf.
No unusual Leaf styling here; you have to look closely even to see that it’s different from any new other 2015 VW Golf. Aside from wheels, badges, LED lights, and a few trim items, there are no hints to the battery-electric drivetrain that lurks under the sheetmetal.
And that’s by design
Volkswagen’s new MQB “toolkit” of platform components was designed from the start to accommodate drivetrains that include gasoline, diesel, natural gas, electric power, and a gasoline plug-in hybrid–including fuel tanks and battery locations.
The electric traction motor, with a peak output of 85 kilowatts (114 horsepower), sits under the hood and powers the front wheels. Power electronics are also located there, and the charging port is on the right rear fender located under the standard fuel filler door.
The e-Golf’s 24.2-kilowatt-hour lithium-ion battery pack sits under the rear seats and between the rear wheels, with small “wings” under the two front seats. The total pack weight is 700 pounds (318 kg).
It is air-cooled, like that of the Nissan Leaf, rather than using liquid cooling as do packs from Ford, General Motors, Tesla, and others. (There was some confusion over this in the press materials; we confirmed it with the German battery engineers.)
And VW says there is no difference in luggage volume between the battery-electric Golf and a gasoline or diesel model
Quietest, calmest Golf
On the road, the e-Golf is essentially a brand-new Volkswagen Golf with the quietest powertrain of the several offered in the car.
The company stressed that its goal was to provide a car that was “a Golf first, and zero-emission second,” and that’s exactly what it has done.
Other goals included “suitable for families” and “sporty handling,” and VW has largely achieved them.
The seventh-generation Golf has grown in size, interior volume, and equipment level, and 40 years after the model was first launched, it’s matured: It’s a quiet, capable, compact hatchback that’s lost a bit of the cheeky, rollerskate appeal of the first generation.
That role now falls to the Volkswagen Up minicar, which also has an electric version that we drove and will review later on. (The VW e-Up, however, will not be sold in the States.)
The e-Golf’s ride is firm, and like most electric vehicles, its weight is carried down low so it don’t roll all that much in corners.
Acceleration is good off the line, although not lightning-fast by design. Quoted times from 0 to 36 mph (60 km/h) is 4.2 seconds, with a 0-to-62 mph (100 km/h) time of 10.4 seconds.
Those are hardly Tesla times, but they’ll likely beat many of the different Golf variants on sale in Germany–not to mention providing a travel experience that’s far quieter and significantly cheaper per mile (or kilometer)–and they should be acceptable in faster U.S. traffic.
Top speed is limited to roughly 90 mph (140 km/h).
Variable regen, drive mode settings
Regenerative braking can be increased by three steps, from the standard “D” setting that behaves like a conventional auto box (minus idle creep, we noted) up through D1, D2, and D3–which equals the “B” setting on the lever for maximum regenerative braking.
We found the settings well graduated and easy to use, though we’d have preferred steering-wheel paddles to pulling the lever left to increase the regen.
Still, we drove in the different settings and found that the “B” setting would almost provide one-pedal driving–if not as much so as in the BMW i3.
There are also three driving modes: Standard, Eco, and Eco+. The Eco setting limits top speed, reduces the ventilation output, reprofiles the acceleration, and slightly cuts maximum power from the motor (from 85 to 70 kW).
The Eco+ setting is more drastic: It turns off heat and air-conditioning, running a fan just enough to keep the windshield clear, and cuts motor output further to 55 kW. Top speed is limited to about 55 mph (90 km/h) and accelerator response is flat and linear.
Impressively, we heard no motor or power electronics whine at all from the e-Golf during our drive, an absence we’ve found in only a handful of the 16 plug-in cars offered for sale this year in the U.S.
Our e-Golf’s energy consumption rate was shown by the on board computer as 14 kWh–slightly more than the average consumption rate of 12.7 kWh.
Final specifications, sale and lease pricing, and other details will be announced closer to the on-sale date.
Upcoming Volkswagen Golf Plug-In Hybrid To Be Dubbed GTE Model
First, there were the all-new 2015 Volkswagen Golf and GTI models. Now, VW will offer a sporty-hatchback GT hybrid with the GTE name
GTE stands for GT Electric, and it will be the badge worn by Volkswagen’s upcoming Golf plug-in hybrid model–distinct from “e-Golf,” the model name for the battery-electric Golf that will be sold in the spring.
That means motivation will come from a 1.4-liter direct-injected and turbocharged, four-cylinder gasoline engine with 148 horsepower, paired with an electric motor good for an additional 107 hp. An 8.8-kilowatt-hour lithium-ion battery pack provides electricity.
Since the gasoline engine and electric motor have different power peaks, their individual outputs can’t just be added together. The GTE should have a total system output similar to the A3 e-tron’s 204 hp and 258 pound-feet of torque.
That power is sent to the front wheels through a specially-adapted e-S tronic six-speed dual-clutch transmission.
That drivetrain will reportedly propel this plug-in from 0 to 62 mph in 7.6 seconds and reach a top speed of 135 mph.
That means the GTE probably won’t win a drag race against the non-hybrid GTI, but those numbers are fairly impressive for a car that claims to be sporty and efficient.
The GTE is expected to get 156 mpg on the European cycle.
Following hot on the heels of the e-Up, the new zero-emission version of Europe’s perennial best seller is planned to go on sale in the UK this spring at a price, Volkswagen’s head of R&D Hans-Jakob Neusser suggests, will see it undercut the recently introduced BMW i3.
Volkswagen has taken its time developing the e-Golf, resisting the urge to launch it until its advanced driveline was sufficiently mature — both in terms of performance and range — to fully meet customer expectations.
Now, with increasing political pressure at home to get zero-emission cars on the road and a rising public awareness of the ability of the latest generation of electric cars, the German car maker appears confident of its potential to finally place the e-Golf on sale.
Unlike BMW with the carbonfibre-intensive i3 – and Nissan with the Leaf as well as Renault with the Zoe for that matter, Volkswagen has decided to base its new electric car around an existing model, the seventh-generation Golf; the reasoning being that a number of internal studies carried out in recent years have revealed potential electric car buyers are more interested in overall everyday practicality and ease of use than fancy styling and a sense of standing out from the crowd.
It is a typically conservative approach, but one that Volkswagen is confident will prove the right one over the longer term. Apart from a blue strip adorning its grille, a pair of e-Golf badges front and rear and full LED headlamps, there initially appears to be little else to differentiate the new e-Golf. However, a closer inspection reveals it boasts a number of detailed aerodynamic refinements that help it to slip through the air with greater efficiency than its more conventional combustion-engine touting siblings.
Included is a new front bumper with integrated LED daytime running lamps that mimic the shape of those of the e-Up, a closed-off grille to block the entry of air to the engine bay, additional underbody panelling for smoother air flow at speed, a rear spoiler atop the tailgate, so-called air guides within the C-pillars and a new rear bumper. The wheels have also been optimised with an aerodynamic design that is claimed to reduce turbulence within the wheel houses. The result is a claimed 10 per cent improvement in drag coefficient over the standard Golf at a claimed Cd of 0.28.
To help streamline assembly at its Wolfsburg-based manufacturing base and keep production costs in check, the e-Golf uses the same MQB platform structure and high strength steel body structure as other seventh-generation Golfs. One body style, a five door hatchback, is planned to underpin sales, although VW doesn’t rule out adding a three-door hatchback at a later stage, should demand warrant it.
Mounted transversely up front in the space usually occupied by the Golf’s wide variety of petrol and diesel powerplants is an in-house developed, engineered and produced synchronous electric motor. Tuned to operate at a maximum 12,000rpm, it develops 114bhp and 200lb ft of torque in the most liberal of three driving modes. Drive is channelled to the front wheels through an in-house produced single-speed gearbox, known as the EQ270.
Energy for the electric motor is provided by a 24.2kWh lithium ion battery that weighs 318kg and is mounted underneath the boot at the rear. Consisting of 264 individual cells sourced from Panasonic, it generates a nominal 232 volts. Charging time is put at a lengthy 13 hours on a 240 volt household socket at a charging power of 2.3 kW. However, this can be cut to just four hours with an optional combined charging system that allows the e-Golf to plug in at a charging station boasting power levels of up to 40kW.
There are no compromises in interior space or overall accommodation, although the boot loses its double-floor feature, meaning there is slightly less luggage space than with other seventh-generation Golfs.
As with the exterior, the interior boasts a familiar look apart from the instrumentation, which has been altered to in line with the driveline. The e-Golf also receives an eight-inch touchscreen colour monitor as standard, providing the basis for a range of unique on-board functions, including a so-called range monitor, energy flow indicator and charge manager.
What is it like?
Much of the e-Golf’s appeal lies in its familiarity, which is something Volkswagen is clearly banking on in its quest to become a force in the electric car ranks. As with the e-Up, it is entirely conventional to drive. This ease of use should make it an attractive proposition, not only for private buyers but also fleet operators and rental car agencies.
The e-Golf starts with a simple crank of a key in the ignition, at which its instruments spring to life to indicate the electric motor is primed. You then press a button to disengage the electronic handbrake and select d (for drive) via the gear lever – just as you do in conventional Golf models fitted with an optional dual-shift gearbox. The weighting of the throttle is heavier than usual, but it is easy to modulate on the run.
Save for some roar from the tyres, progress is silent at city speeds. There is sufficient power on tap and nimbleness within the chassis to make the e-Golf fun in an urban environment. The steering is also pleasantly direct, albeit largely devoid of any meaningful feedback.
While it has focused on making the e-Golf easy to operate, Volkswagen has not shied away from providing it with variety of standard energy boosting functions that help the driver to extend its range.
By sliding the gear lever in to B (for brake energy recuperation), you can alter the amount of kinetic energy collected during braking and subsequently stowed in the battery for latter use – and with that comes an altering in the rate of deceleration on a lifted throttle.
There are four defined steps of energy recuperation – D1, D2, D3, D4 – engaged either via the gearlever or steering wheel-mounted paddles; the least severe of which sees the e-Golf gently slow as you back off the throttle and the most severe of which is equivalent to a prolonged nudge of the brake pedal.
There are also three different driving modes – Normal, Eco and Eco Plus – engaged via the touch-screen monitor. They progressively reduce the amount of power produced by the electric motor, allowing the driver to choose between the maximum 114bhp, 94bhp or 74bhp.
Performance wise, there’s little to complain about. With 199lb ft of torque available the moment you nudge the throttle in normal mode, the e-Golf bursts off the line with a strong and seamless surge of acceleration, hitting 37mph in 4.2sec – a time Volkswagen suggests is quicker than the Golf GTI to provide it with a likeable, spritely nature in an urban driving environment.
The 0-62mph time is a little less notable at 10.4sec, owing in part to the fixed gearing and effect of its 1510kg kerb weight, which makes it 230kg heavier than the Golf 2.0 TDI. However, the all-electric Golf is anything but slow, possessing plenty of urge on the run. Top speed varies depending on the driving mode, limited to 87mph in normal, 71mph in Eco and 56 mph in Eco Plus.
The inherent qualities of the electric driveline make for quiet and relaxed progress. However, the added weight and 205/55 R16 profile low-rolling resistance with stiff side-wall structures have taken the edge off the ride, which is noticeably firmer than other Golf models.
The e-Golf’s claimed average consumption of 12.7kWh/100km is quite impressive, providing it with an official range of 118 miles. With variances in route profile and driving style taken into account, Volkswagen suggests the real world range is between 81 and 118 miles.
Reporting care of Autocar