| MIRA
Richard Adams, Mira
• Powertrain
• Styling
• Telecomms
• Materials
We describe 10 different futures, ask people for solutions then pick
out the common threads
Powertrain
The hydrogen infrastructure still won’t be ready. Hybrids will be.
Consumers will understand the difference between hybrids and electric
vehicles.
Plug-ins
Using engines to charge batteries is not the most effective way of doing
things. Power stations are much more energy-efficient way of doing this.
Plug-ins, without the power cable could be viable. Batteries could become
portable energy devices that can be used for other things. Far better
than a car battery. In an SUV it could be used to power jet skis, tents.
More useful and not hidden away.
Internal combustion engines
Diesels will require more and more aftertreatment. Gasoline engines
will use more active valve control to replace the throttle. No longer
just in high-end vehicles, Fiestas will not have the traditional throttle
plate and spindle any more. Engines will control the valves more effectively
to act as a throttle.
A few years ago, cars usually came with a range of gasoline engines
and a single diesel. Now they have a large range of diesel and gasoline
and perhaps one hybrid. In 2018, OEMs will offer a range of hybrids, each
better at certain things. Changing this would be a simple question of
adjusting the software and the number of battery cells. If they buyer
had a small, medium and large battery pack, they could tailor the hybrid
on the fly or get the customer to spec the car by interrogating the car’s
road usage data stored on its canbus. This’d be unpopular if it
were a question of legislation, but if it meant savings on iInsurance
premiums, it could make it attractive to buyers.
There’s no additional technology required to make this happen.
It’s a customer delight feature, so no barriers.
Styling
Pedestrian safety and NCAP will have a serious impact on styling.
The 2010 legislation will be much harder to meet than the 2005 rules.
This will get harder. It will require more packaging space around the
hard bits, not just airbags and pop-up bonnets.
The knock-on affect throughout the vehicle will mean that vehicles get
bigger generally. This is bad for aerodynamics and designers will have
to compensate for this. Covered rear wheels could be possible. Having
models designed specifically as hybrids with downsized engines and smaller
engine bays and less cooling drag could also address this.
Electronics
As electronic architectures become more advanced, ITS become
easier. Cars will start to become part of a transport system. If drivers
enter their destinations into the sat nav, then the network knows where
they’re heading and can predict congestion issues and suggest routes
that prevent jams.
ITS will win people over as driver assist features. They can improve
safety. If you’re about to pull out of a T-junction, it could apply
the brakes if it knows that there’s a speeding vehicle approaching
around the corner. It couldn’t take control, but it could assist
and intervene occasionally. Adhoc networks between new cars and older
vehicles with aftermarket systems are much more likely than massive infrastructure
investment.
Materials
New legislation is migrating across from the building industry. Business
cars now classify as places of work, so all other workplace regulations
apply. The law’s already changed – it’s just a matter
of agreeing the ISO standards and test procedures.
This will affect the new car smell – the VOCs that plastics emit
at temperatures. OEMs will have to either change the materials or control
the temperature in cockpits. The new car smell that buyers expect will
have to be replicated harmlessly.
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