GM CEO Wants Lighter Vehicles, Promises A 200 Mile Electric Vehicle

Over the weekend, General Motors published and then deleted the power figures for the new 6.6L Duramax Diesel V8 that would be appearing in the 2017 Chevrolet Silverado HD and GMC Sierra HD. Today at the Texas State Fair, GM revealed everything about this new engine.
We'll begin with the most important detail, power output. The numbers that GM revealed match the numbers posted to their powertrain site - 445 horsepower and 910 pound-feet of torque. Compared to the current Duramax V8, the new engine produces 48 more horsepower and 145 more pound-feet of torque.
How was GM able to pull this off? They basically went through the engine with a fine tooth comb and made various changes. GM says 90 percent of this engine has been changed. Some of the changes include new electronically controlled, variable-vane turbocharger, revised cylinder heads, improved cooling, and revised fuel delivery system. The updated Duramax can also run B20 bio-diesel.
Figures for payload and towing will be announced at a later date.
Source: Chevrolet, GMC
Press Release is on Page 2


DALLAS — Chevrolet today announced the redesigned Duramax 6.6L V-8 turbo-diesel offered on the 2017 Silverado HD. This next-generation redesign offers more horsepower and torque than ever — an SAE-certified 445 horsepower (332 kW) and 910 lb.-ft. (1,234 Nm) — to enable easier, more confident hauling and trailering.
Along with a 19 percent increase in max torque over the current Duramax 6.6L, the redesigned turbo-diesel’s performance is quieter and smoother, for greater refinement. In fact, engine noise at idle is reduced 38 percent.
“With nearly 2 million sold over the past 15 years, customers have forged a bond with the Duramax diesel based on trust and capability,” said Dan Nicholson, vice president, Global Propulsion Systems. “The new Duramax takes those traits to higher levels.”
The new Duramax 6.6L shares essentially only the bore and stroke dimensions of the current engine and incorporates a new, GM-developed control system. The Duramax’s signature low-rpm torque production hasn’t changed and still offers 90 percent of peak torque at a low 1,550 rpm and sustains it through 2,850 rpm.
“Nearly everything about the Duramax is new, designed to produce more torque at lower rpm and more confidence when trailering or hauling,” said Gary Arvan, chief engineer. “You’ll also notice the refinement improvements the moment you start the engine, and appreciate them as you cruise quietly down the highway — with or without a trailer.”
Additional highlights include:
New, stronger cylinder block and cylinder heads New, stronger rotating and reciprocating assembly Increased oil- and coolant-flow capacity New EGR system with single cooler and integrated bypass New electrically actuated/electronically controlled turbocharging system All-new advanced solenoid fuel system All-new electronic controls New full-length damped steel oil pan that contributes to quietness New rocker cover/fuel system acoustical treatments B20 bio-diesel compatibility SAE-certified 445 net horsepower (332 kW) at 2,800 rpm SAE-certified 910 net lb.-ft. of torque (1,234 Nm) at 1,600 rpm A new, patent-pending vehicle air intake system — distinguished on the Silverado HD by a bold hood scoop — drives cool, dry air into the engine for sustained performance and cooler engine temperatures during difficult conditions, such as trailering on steep grades. Cooler air helps the engine run better under load, especially in conditions where engine and transmission temperatures can rise quickly. That allows the Duramax to maintain more power and vehicle speed when trailering in the toughest conditions.
The intake design is another example of the advanced integration included in the 2017 Silverado HD that makes it over-the-road capable.   
A strong foundation
As with previous versions, the new Duramax block features a strong cast-iron foundation known for its durability, with induction-hardened cylinder walls and five nodular iron main bearings. It retains the same 4.05-inch (103mm) and 3.89-inch (99mm) bore and stroke dimensions as the current engine, retaining the Duramax’s familiar 6.6L (403 cu.-in./6,599 cc) displacement.
A deep-skirt design and four-bolt, cross-bolted main caps help ensure the block’s strength and enable more accurate location of the rotating assembly. A die-cast aluminum lower crankcase also strengthens the engine block and serves as the lower engine cover, while reducing its overall weight.
The new engine block incorporates larger-diameter crankshaft connecting rod journals than the current engine, enabling the placement of a stronger crankshaft and increased bearing area to handle higher cylinder loads.
An enhanced oiling circuit, with higher flow capacity and a dedicated feed for the turbocharger, provides increased pressure at the turbo and faster oil delivery. Larger piston-cooling oil jets at the bottom of the cylinder bores spray up to twice the amount of engine oil into oil galleries under the crown of the pistons, contributing to lower engine temperature and greater durability.
A new, two-piece oil pan contributes to the new Duramax’s quieter operation. It consists of a laminated steel oil pan with an upper aluminum section. The aluminum section provides strength-enhancing rigidity for the engine, but a pan made entirely of aluminum would radiate more noise, so the laminated steel lower section is added to dampen noise and vibration.
There’s also an integrated oil cooler with 50 percent greater capacity than the current engine’s, ensuring more consistent temperatures at higher engine loads.
Segment firsts
Re-melt piston bowl rim Venturi Jet Drain Oil Separator Closed-loop glow plug temperature control Stronger pistons with remelt
A tough, forged micro-alloy steel crankshaft anchors the new Duramax’s stronger rotating assembly. Cut-then-rolled journal fillets contribute to its durability by strengthening the junction where the journals — the round sections on which the bearings slide — meet the webs that separate the main and rod journals.
The connecting rods are stronger, too, and incorporate a new 45-degree split-angle design to allow the larger-diameter rod bearings to pass through the cylinder bores during engine assembly. They’re forged and sintered with a durable powdered metal alloy, with a fractured-cap design enabling more precise cap-to-rod fitment. 
A new, stronger cast-aluminum piston design tops off the rotating assembly. It features a taller crown area and a remelted combustion bowl rim for greater strength. Remelting is an additional manufacturing process for aluminum pistons in which the bowl rim area is reheated after casting and pre-machining, creating a much finer and more consistent metal grain structure that greatly enhances thermal fatigue properties.
Additionally, the Duramax’s pistons don’t use pin bushings, reducing reciprocating weight to help the engine rev quicker and respond faster to throttle changes.
Lightweight cylinder heads, solenoid injectors
The redesigned engine retains the Duramax’s signature first-in-class aluminum cylinder head design, with six head bolts per cylinder and four valves per cylinder. The aluminum construction helps reduce the engine’s overall weight, while the six-bolt design provides exceptional head-clamping strength — a must in a high-compression, turbocharged application.
A new aluminum head casting uses a new double-layer water core design that separates and arranges water cores in layers to create a stiffer head structure with more precise coolant flow control. The heads’ airflow passages are also heavily revised to enhance airflow, contributing to the engine’s increased horsepower and torque.
The Duramax employs a common-rail direct injection fuel system with new high-capability solenoid-type injectors. High fuel pressure of 29,000 psi (2,000 bar) promotes excellent fuel atomization for a cleaner burn that promotes reduced particulate emissions. The new injectors also support up to seven fuel delivery events per combustion event, contributing to lower noise, greater efficiency and lower emissions. Technology advancements enable less-complex solenoid injectors to deliver comparable performance to piezo-type injectors.
Electronically controlled, variable-geometry turbocharging system
A new electronically controlled, variable-vane turbocharger advances the Duramax’s legacy of variable-geometry boosting. Compared to the current engine, the system produces higher maximum boost pressure — 28 psi (195 kPa) — to help the engine make more power, and revisions to enhance the capability of the exhaust-brake system.
Along with a new camshaft profile and improved cylinder head design, the Duramax’s new variable-vane turbocharger enables the engine to deliver more power with lower exhaust emissions. It uses a more advanced variable-vane mechanism, allowing a 104-degree F (40 C) increase in exhaust temperature capability. The self-contained mechanism decouples movement from the turbine housing, allowing operation at higher temperature. That enables the engine to achieve higher power at lower cylinder pressure. Additionally, it has lower internal leakage, allowing more exhaust energy to be captured during exhaust braking.
The integrated exhaust brake system makes towing less stressful by creating added backpressure in the exhaust, resulting in negative torque during deceleration and downhill driving, enhancing driver control and prolonging brake pad life.
Venturi Jet Drain Oil Separator
A new Venturi Jet Drain Oil Separator employed with the Duramax 6.6L is the first of its type in the segment and is designed to ensure oil control in sustained full-load operation. The totally sealed system collects the fine mist of oil entrained in the blow-by gas and uses a small portion of the boosted air generated by the turbocharger to pump the collected oil back to the engine oil sump for re-use by the engine. Less sophisticated systems are not able to return this oil during full-load operation, which can result in oil carryover into the cylinders during combustion.
Cold Start System
The new Duramax also provides outstanding cold-weather performance, with microprocessor-controlled glow plugs capable of gas-engine-like starting performance in fewer than 3 seconds in temperatures as low as -20 degrees F (-29 C) without a block heater. The system is enhanced with ceramic glow plugs and automatic temperature compensation — a first-in-class feature providing improved robustness and capability. The automatic temperature compensation assesses and adjusts the current to each glow plug for every use, providing optimal temperature for cold start performance and durability.     
Electronic throttle valve and cooled EGR
Unlike a gasoline engine, a diesel engine doesn’t necessarily require a throttle control system. The Duramax 6.6L employs an electronic throttle valve to regulate intake manifold pressure in order to increase exhaust gas recirculation (EGR) rates. It also contributes to smoother engine shutdown.
Additionally, a cooled exhaust gas recirculation (EGR) system enhances performance and helps reduce emissions by diverting some of the engine-out exhaust gas and mixing it back into the fresh intake air stream, which is fed through the cylinder head for combustion. This lowers combustion temperatures, improving emissions performance by reducing NOx formation.
The exhaust is cooled in a unique heat exchanger before it’s fed into the intake stream through a patented EGR mixing device, further improving emissions and performance capability. An integrated bypass allows non-cooled exhaust gas to be fed back into the system to help the engine more quickly achieve optimal operating temperature when cold.
B20 Biodiesel Capability
The new Duramax 6.6L is capable of running on B20 biodiesel, a fuel composed of 20 percent biodiesel and 80 percent conventional diesel. B20 helps lower carbon dioxide emissions and lessens dependence on petroleum. It is a domestically produced, renewable fuel made primarily of plant matter — mostly soybean oil.
Manufacturing
The new Duramax 6.6L turbo-diesel engine is produced with locally and globally sourced parts at the DMAX Ltd. (GM’s joint venture with Isuzu) manufacturing facility in Moraine, Ohio.
Allison 1000 Automatic Transmission
The proven Allison 1000 six-speed automatic transmission is matched with the new Duramax 6.6L. A number of refinements have been made to accommodate the engine’s higher torque capacity, including a new torque converter.
The Allison 1000’s technologically advanced control features, such as driver shift control with manual shift feature and a patented elevated idle mode cab warm-up feature, haven’t changed. Also, the Tow/Haul mode reduces shift cycling for better control and improved cooling when towing or hauling heavy loads.
There’s also a smart diesel exhaust brake feature that enhances control when descending steep grades.

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Over the weekend, General Motors published and then deleted the power figures for the new 6.6L Duramax Diesel V8 that would be appearing in the 2017 Chevrolet Silverado HD and GMC Sierra HD. Today at the Texas State Fair, GM revealed everything about this new engine.
We'll begin with the most important detail, power output. The numbers that GM revealed match the numbers posted to their powertrain site - 445 horsepower and 910 pound-feet of torque. Compared to the current Duramax V8, the new engine produces 48 more horsepower and 145 more pound-feet of torque.
How was GM able to pull this off? They basically went through the engine with a fine tooth comb and made various changes. GM says 90 percent of this engine has been changed. Some of the changes include new electronically controlled, variable-vane turbocharger, revised cylinder heads, improved cooling, and revised fuel delivery system. The updated Duramax can also run B20 bio-diesel.
Figures for payload and towing will be announced at a later date.
Source: Chevrolet, GMC
Press Release is on Page 2


DALLAS — Chevrolet today announced the redesigned Duramax 6.6L V-8 turbo-diesel offered on the 2017 Silverado HD. This next-generation redesign offers more horsepower and torque than ever — an SAE-certified 445 horsepower (332 kW) and 910 lb.-ft. (1,234 Nm) — to enable easier, more confident hauling and trailering.
Along with a 19 percent increase in max torque over the current Duramax 6.6L, the redesigned turbo-diesel’s performance is quieter and smoother, for greater refinement. In fact, engine noise at idle is reduced 38 percent.
“With nearly 2 million sold over the past 15 years, customers have forged a bond with the Duramax diesel based on trust and capability,” said Dan Nicholson, vice president, Global Propulsion Systems. “The new Duramax takes those traits to higher levels.”
The new Duramax 6.6L shares essentially only the bore and stroke dimensions of the current engine and incorporates a new, GM-developed control system. The Duramax’s signature low-rpm torque production hasn’t changed and still offers 90 percent of peak torque at a low 1,550 rpm and sustains it through 2,850 rpm.
“Nearly everything about the Duramax is new, designed to produce more torque at lower rpm and more confidence when trailering or hauling,” said Gary Arvan, chief engineer. “You’ll also notice the refinement improvements the moment you start the engine, and appreciate them as you cruise quietly down the highway — with or without a trailer.”
Additional highlights include:
New, stronger cylinder block and cylinder heads New, stronger rotating and reciprocating assembly Increased oil- and coolant-flow capacity New EGR system with single cooler and integrated bypass New electrically actuated/electronically controlled turbocharging system All-new advanced solenoid fuel system All-new electronic controls New full-length damped steel oil pan that contributes to quietness New rocker cover/fuel system acoustical treatments B20 bio-diesel compatibility SAE-certified 445 net horsepower (332 kW) at 2,800 rpm SAE-certified 910 net lb.-ft. of torque (1,234 Nm) at 1,600 rpm A new, patent-pending vehicle air intake system — distinguished on the Silverado HD by a bold hood scoop — drives cool, dry air into the engine for sustained performance and cooler engine temperatures during difficult conditions, such as trailering on steep grades. Cooler air helps the engine run better under load, especially in conditions where engine and transmission temperatures can rise quickly. That allows the Duramax to maintain more power and vehicle speed when trailering in the toughest conditions.
The intake design is another example of the advanced integration included in the 2017 Silverado HD that makes it over-the-road capable.   
A strong foundation
As with previous versions, the new Duramax block features a strong cast-iron foundation known for its durability, with induction-hardened cylinder walls and five nodular iron main bearings. It retains the same 4.05-inch (103mm) and 3.89-inch (99mm) bore and stroke dimensions as the current engine, retaining the Duramax’s familiar 6.6L (403 cu.-in./6,599 cc) displacement.
A deep-skirt design and four-bolt, cross-bolted main caps help ensure the block’s strength and enable more accurate location of the rotating assembly. A die-cast aluminum lower crankcase also strengthens the engine block and serves as the lower engine cover, while reducing its overall weight.
The new engine block incorporates larger-diameter crankshaft connecting rod journals than the current engine, enabling the placement of a stronger crankshaft and increased bearing area to handle higher cylinder loads.
An enhanced oiling circuit, with higher flow capacity and a dedicated feed for the turbocharger, provides increased pressure at the turbo and faster oil delivery. Larger piston-cooling oil jets at the bottom of the cylinder bores spray up to twice the amount of engine oil into oil galleries under the crown of the pistons, contributing to lower engine temperature and greater durability.
A new, two-piece oil pan contributes to the new Duramax’s quieter operation. It consists of a laminated steel oil pan with an upper aluminum section. The aluminum section provides strength-enhancing rigidity for the engine, but a pan made entirely of aluminum would radiate more noise, so the laminated steel lower section is added to dampen noise and vibration.
There’s also an integrated oil cooler with 50 percent greater capacity than the current engine’s, ensuring more consistent temperatures at higher engine loads.
Segment firsts
Re-melt piston bowl rim Venturi Jet Drain Oil Separator Closed-loop glow plug temperature control Stronger pistons with remelt
A tough, forged micro-alloy steel crankshaft anchors the new Duramax’s stronger rotating assembly. Cut-then-rolled journal fillets contribute to its durability by strengthening the junction where the journals — the round sections on which the bearings slide — meet the webs that separate the main and rod journals.
The connecting rods are stronger, too, and incorporate a new 45-degree split-angle design to allow the larger-diameter rod bearings to pass through the cylinder bores during engine assembly. They’re forged and sintered with a durable powdered metal alloy, with a fractured-cap design enabling more precise cap-to-rod fitment. 
A new, stronger cast-aluminum piston design tops off the rotating assembly. It features a taller crown area and a remelted combustion bowl rim for greater strength. Remelting is an additional manufacturing process for aluminum pistons in which the bowl rim area is reheated after casting and pre-machining, creating a much finer and more consistent metal grain structure that greatly enhances thermal fatigue properties.
Additionally, the Duramax’s pistons don’t use pin bushings, reducing reciprocating weight to help the engine rev quicker and respond faster to throttle changes.
Lightweight cylinder heads, solenoid injectors
The redesigned engine retains the Duramax’s signature first-in-class aluminum cylinder head design, with six head bolts per cylinder and four valves per cylinder. The aluminum construction helps reduce the engine’s overall weight, while the six-bolt design provides exceptional head-clamping strength — a must in a high-compression, turbocharged application.
A new aluminum head casting uses a new double-layer water core design that separates and arranges water cores in layers to create a stiffer head structure with more precise coolant flow control. The heads’ airflow passages are also heavily revised to enhance airflow, contributing to the engine’s increased horsepower and torque.
The Duramax employs a common-rail direct injection fuel system with new high-capability solenoid-type injectors. High fuel pressure of 29,000 psi (2,000 bar) promotes excellent fuel atomization for a cleaner burn that promotes reduced particulate emissions. The new injectors also support up to seven fuel delivery events per combustion event, contributing to lower noise, greater efficiency and lower emissions. Technology advancements enable less-complex solenoid injectors to deliver comparable performance to piezo-type injectors.
Electronically controlled, variable-geometry turbocharging system
A new electronically controlled, variable-vane turbocharger advances the Duramax’s legacy of variable-geometry boosting. Compared to the current engine, the system produces higher maximum boost pressure — 28 psi (195 kPa) — to help the engine make more power, and revisions to enhance the capability of the exhaust-brake system.
Along with a new camshaft profile and improved cylinder head design, the Duramax’s new variable-vane turbocharger enables the engine to deliver more power with lower exhaust emissions. It uses a more advanced variable-vane mechanism, allowing a 104-degree F (40 C) increase in exhaust temperature capability. The self-contained mechanism decouples movement from the turbine housing, allowing operation at higher temperature. That enables the engine to achieve higher power at lower cylinder pressure. Additionally, it has lower internal leakage, allowing more exhaust energy to be captured during exhaust braking.
The integrated exhaust brake system makes towing less stressful by creating added backpressure in the exhaust, resulting in negative torque during deceleration and downhill driving, enhancing driver control and prolonging brake pad life.
Venturi Jet Drain Oil Separator
A new Venturi Jet Drain Oil Separator employed with the Duramax 6.6L is the first of its type in the segment and is designed to ensure oil control in sustained full-load operation. The totally sealed system collects the fine mist of oil entrained in the blow-by gas and uses a small portion of the boosted air generated by the turbocharger to pump the collected oil back to the engine oil sump for re-use by the engine. Less sophisticated systems are not able to return this oil during full-load operation, which can result in oil carryover into the cylinders during combustion.
Cold Start System
The new Duramax also provides outstanding cold-weather performance, with microprocessor-controlled glow plugs capable of gas-engine-like starting performance in fewer than 3 seconds in temperatures as low as -20 degrees F (-29 C) without a block heater. The system is enhanced with ceramic glow plugs and automatic temperature compensation — a first-in-class feature providing improved robustness and capability. The automatic temperature compensation assesses and adjusts the current to each glow plug for every use, providing optimal temperature for cold start performance and durability.     
Electronic throttle valve and cooled EGR
Unlike a gasoline engine, a diesel engine doesn’t necessarily require a throttle control system. The Duramax 6.6L employs an electronic throttle valve to regulate intake manifold pressure in order to increase exhaust gas recirculation (EGR) rates. It also contributes to smoother engine shutdown.
Additionally, a cooled exhaust gas recirculation (EGR) system enhances performance and helps reduce emissions by diverting some of the engine-out exhaust gas and mixing it back into the fresh intake air stream, which is fed through the cylinder head for combustion. This lowers combustion temperatures, improving emissions performance by reducing NOx formation.
The exhaust is cooled in a unique heat exchanger before it’s fed into the intake stream through a patented EGR mixing device, further improving emissions and performance capability. An integrated bypass allows non-cooled exhaust gas to be fed back into the system to help the engine more quickly achieve optimal operating temperature when cold.
B20 Biodiesel Capability
The new Duramax 6.6L is capable of running on B20 biodiesel, a fuel composed of 20 percent biodiesel and 80 percent conventional diesel. B20 helps lower carbon dioxide emissions and lessens dependence on petroleum. It is a domestically produced, renewable fuel made primarily of plant matter — mostly soybean oil.
Manufacturing
The new Duramax 6.6L turbo-diesel engine is produced with locally and globally sourced parts at the DMAX Ltd. (GM’s joint venture with Isuzu) manufacturing facility in Moraine, Ohio.
Allison 1000 Automatic Transmission
The proven Allison 1000 six-speed automatic transmission is matched with the new Duramax 6.6L. A number of refinements have been made to accommodate the engine’s higher torque capacity, including a new torque converter.
The Allison 1000’s technologically advanced control features, such as driver shift control with manual shift feature and a patented elevated idle mode cab warm-up feature, haven’t changed. Also, the Tow/Haul mode reduces shift cycling for better control and improved cooling when towing or hauling heavy loads.
There’s also a smart diesel exhaust brake feature that enhances control when descending steep grades.

The future at Mercedes-Benz is electric if the Generation EQ is any indication. This electric SUV is a preview of a new lineup of electric vehicles under the EQ brand. EQ if you're wondering stands for "Electric Intelligence".
"The emission-free automobile is the future. And our new EQ brand goes far beyond electric vehicles. EQ stands for a comprehensive electric ecosystem of services, technologies and innovations," said Dieter Zetsche, CEO of Daimler AG and Head of Mercedes-Benz Cars.
Generation EQ's design looks like a futuristic GLC-Class crossover with a large "grille" featuring blue accent lighting, large greenhouse area, no door handles or mirrors to improve aerodynamics, and a set of 21-inch alloy wheels. Inside, there is seating for four people. The dash is dominated by a 24-inch high-definition display providing more than enough details for the driver. A floating center console features touch-sensitive elements to control various aspects of the vehicle.
Two electric motors mounted on the axles produce 400 horsepower and 516 pound-feet of torque. The run to 60 mph takes under five seconds. A floor-mounted 70kW lithium-ion battery pack provides a range of 310 miles. Charging can be done through a high-speed “wallbox” or inductive floor charger. Down the line, Mercedes plans on launching a 300kW charger that will provide 62 miles of range in five minutes. 
The platform that the Generation EQ rides on is modular and will go forward to underpin a number of vehicles in the near future.
Mercedes will launch a production version of the Generation EQ before the end of this decade.
Source: Mercedes-Benz
Live Pic Credit: Newspress
Press Release is on Page 2
Electric mobility: Mercedes-Benz flips the switch
Generation EQ – mobility revisited September 29, 2016 - Paris/Stuttgart
With "Generation EQ", Mercedes-Benz shows how electric cars can soon move into the fast lane: the concept vehicle, with the appearance of a sporty SUV coupé, gives a preview of a new generation of vehicles with battery-electric drives. The dynamic exterior design with its new electro-look underlines the focus on the powerful electric drive system: two electric motors, with a system output that can be increased to up to 300 kW thanks to scalable battery components, and permanent all-wheel drive deliver the guarantee of dynamic high-level performance. With a range of up to 500 kilometres and the typical Mercedes strengths of safety, comfort, functionality and connectivity, "Generation EQ" meets every demand in terms of contemporary, sustainable mobility. Also on the inside, the vehicle offers innovative solutions, including a completely new interior concept. Celebrating its world premiere at the Paris Motor Show, "Generation EQ" is the forerunner of Mercedes-Benz's new product brand for electric mobility, EQ. The name EQ stands for "Electric Intelligence" and is derived from the Mercedes-Benz brand values of "Emotion and Intelligence".
"The mobility of the future at Mercedes-Benz will stand on four pillars: Connected, Autonomous, Shared und Electric. 'Generation EQ' is the logical fusion of all four pillars," says Dr Dieter Zetsche, CEO of Daimler AG and Head of Mercedes-Benz Cars. "The emission-free automobile is the future. And our new EQ brand goes far beyond electric vehicles. EQ stands for a comprehensive electric ecosystem of services, technologies and innovations."
Electric-vehicle architecture for all models
The new generation of electric vehicles will be based on an architecture developed specifically for battery-electric models, which is scalable in every respect and usable across all models: the wheelbase and track width as well as all other system components, especially the batteries, are variable thanks to the modular building- block system. The vehicle concept is thus optimised to meet every requirement of a future-oriented, battery-electric model family. The basic architecture is suitable for SUVs, saloons, coupés, cabriolets and other model series.
Similarly to the latest series-produced models from Mercedes-Benz, the vehicle architecture builds on an intelligent multi-material mix of steel, aluminium and carbon fibre. This ensures that the requirements in terms of lightweight design, strength and cost efficiency are ideally met.
Exterior design with new electro-look
"Generation EQ is hot and cool," says Gorden Wagener, Head of Design at Daimler AG. "Its fascination lies in a reinterpretation of our design philosophy of sensual purity, the aim being to create an avant-garde, contemporary and distinctive electro-look. At the same time, the design of the visionary show car, which has been reduced to the essentials, reveals an alluring progressivity."
The monolithic basic form of "Generation EQ" unites the genes of an SUV with the dynamic character of a coupé and a dash of shooting brake at the rear end. The squat, elongated greenhouse gives rise to muscular-purist proportions. The new electro-look is the result of a flowing transition from the gleaming black bonnet across the windscreen to the dark-tinted panoramic roof – an exciting contrast to the alubeam silver paintwork.
Scarcely visible body panel joins, concealed windscreen wipers, cameras instead of exterior mirrors and an absence of conventional door handles emphasise the stretched, dynamic silhouette, making the SUV crossover appear as a unified whole while reducing its air resistance. An intentionally reduced side view, broad shoulders and large 21-inch light-alloy wheels make for a dynamic presence even before the vehicle moves off.
Driver-oriented cockpit with new electro-look
The focus of the driver-oriented cockpit is on simple, touch-based controls with a new electro-look consistently reflecting the exterior styling. The asymmetrical design of the instrument panel with its large, floating wide-screen display is tailored to the driver. The innovative, digital user experience differentiates "Generation EQ" from the familiar control logic in today's vehicles, while giving a peek into the future of user interaction at Mercedes-Benz.
Interior with new, touch-based controls and no knobs
The interior of "Generation EQ" is characterised by contemporary luxury, this finding its main expression in an all-new user interface, which combines emotive appeal with intelligence and user-friendliness while dispensing with traditional switches and knobs, except for the electric seat adjustment typical of Mercedes. Two of the three narrow spokes on the steering wheel are provided with touch controls, which are integrated into OLED displays (OLED = organic light emitting diode ). They indicate icons and symbols in the respective menus. The driver can swipe through the various menus and confirm their selection with a click.
The 24-inch (53 x 11 cm) TFT high-definition wide-screen display presents all the relevant information, such as speed, range, driving data or navigation and map details. The innovation is apparent from the differentiation between a highly reduced and a complex display, including intermediate stages. Whether there is a low information density with a very clean look to the display, or whether extra content is on view, is left to the driver's personal preference.
User interface design with individualised content
The information density can be increased step-by-step from a digital display and built up into a single- or dual-tube instrument containing more detailed information and feedback on speed and range. These modular displays allow the content to be individualised. An attractive user interface design is ensured by, among other things, a world of colours in electric blue, white and rose gold – the colours of the instrument displays adapt, depending on driving mode or charging process, to allow fast and intuitive recognition.
Bordered in rose gold, the centre console appears to float in space: dispensing with mechanical controls, it is equipped with touch-sensitive elements. Similarly to the touch controls on the steering wheel, the driver can use a finger to operate the automatic climate control and the infotainment system. As "Generation EQ" is devoid of conventional exterior mirrors, cameras are used to project an image of the traffic behind onto integrated displays in the doors. Both the door openers and the electric window lifters are touch-controlled.
Avant-garde, functional interior
"Generation EQ" comes with four individual seats. The reduced volume, impression of floating in space and avant-garde seat upholstery layout make for a visual lightness. A tailored sound experience is provided by speakers integrated into the head restraints. The side bolsters are covered in light-white leather, while perforations with a pixel rain look reveal a view of particles in rose gold. Stitching with a PCB look on the deep-brown centre sections produces an exciting contrast. TFT monitors for rear-seat entertainment are integrated into the front backrests.
EQ: the new electric mobility brand from the inventor of the automobile
EQ offers a comprehensive electric mobility ecosystem with products, services, technologies and innovations. The spectrum ranges from electric vehicles to wallboxes and charging services to home energy storage units. Mercedes-Benz will market future battery-electric vehicles under the brand name EQ. The name stands for "Electric Intelligence" and is derived from the Mercedes-Benz brand values of "Emotion and Intelligence". The new brand encompasses all key aspects for customer-focused electric mobility and extends beyond the vehicle itself. Future models will embody the essentials of state-of-the-art electric mobility: the fusion of emotively appealing and intelligent design, exceptional driving pleasure, high everyday practicality and maximum safety, a hallmark of every vehicle from the inventor of the automobile.
The close-to-production concept vehicle "Generation EQ" marks the launch of an architecture for battery-electric vehicles across all models. Dieter Zetsche:

"In 2007, the e-smart was a pioneer of electric motoring. We're now flipping the switch. We're ready for the launch of an electric product offensive that will cover all vehicle segments, from the compact to the luxury class."
Both inside and outside: new light signature for electric cars
With a new exterior and interior light signature, the inventor of the automobile presents the design trend for future electric vehicles with the star: the distinguishing mark of "Generation EQ" is the "Black Panel" front grille: the white- illuminated Mercedes star and all the light elements are integrated in this seamlessly glazed design element. The blue-illuminated surround gives a completely new interpretation of the typical Mercedes radiator grille. Illuminated LED optical fibres in electric blue produce a light show with exciting touches of colour.
The peripheral light strip of the "Black Panel" is equally typical of "Generation EQ". Embedded in it are the white, powerful LED headlamps. Viewed from the side, the flowing E-line and beltline form a frame around the base of the mirror camera. Touches of rose gold in the chrome-plated E-line moulding and the spokes of the 21-inch wheels serve as a special eye-catching transition from interior to exterior.
The rear lamps are of matching design, taking up the contour of the "Black Panel" and surrounded by an LED optical fibre in electric blue, which changes to red when the vehicle is moving and acts as a tail light. The central Mercedes star at the rear end is likewise illuminated in white. Similarly to the front end, the clasp-like light signature on the outside changes to orange as soon as the direction indicator is operated.
Lighting mood: from welcome scenario to electric blue
As the driver approaches the car, it automatically activates to welcome him or her with a specific colour mood in the interior. The welcome scenario is rounded off by digital light in the perforated interior door panels. Once the driver has taken their place, the lighting mood switches to electric blue, with the lights in the doors and on the seats dimming slowly. The wide-screen display gradually builds up to present the energy level. The navigation map shows all the destinations that can be reached on the current battery charge.
Adaptive ambience lighting for a feel-good atmosphere
A special feel-good atmosphere is produced by the adaptive ambience lighting on board "Generation EQ". There are lighting elements in the light strip underneath the windscreen, on the side and middle air vents, seats, door handles and interior door panels, on the centre console and around the Mercedes star in the steering wheel.
Powerful electric drive: 300 kW total output with a range of up to 500 kilometres
With two electric motors on the front and rear axles and a battery in the vehicle floor, "Generation EQ" embodies a powerful vehicle concept. The basis for dynamic high-level performance and safety comes courtesy of the electric all-wheel drive with axle-variable torque distribution and a battery installed deep in the vehicle floor between the axles. With a total output of up to 300 kW in the most powerful variant and a maximum torque of up to 700 Newton metres, "Generation EQ" accelerates to 100 km/h in under five seconds. In combination with the intelligent operating strategy from Mercedes-Benz, "Generation EQ" has a range of up to 500 kilometres.
In the transfer to series production, Mercedes-Benz benefits not only from its in- house development and production expertise, but also from the Group's cross- model-series modular strategy for alternative drive systems and direct access to key components for electric mobility. The high-efficiency lithium-ion battery originates from the Daimler subsidiary Deutsche ACCUMOTIVE. Thanks to their modular design, the innovative battery systems have a model-specific total capacity of over 70 kWh.
Convenient charging at home and on the road
"Generation EQ" brings together the latest-generation charging technologies. The vehicle is ready both for charging at home by induction or wallbox and for fast charging. Mercedes-Benz energy storage units of the future could form an ideal symbiosis with the cordless charging system via induction or wallbox. Households that have their own photovoltaic system and which store their surplus solar power in a Mercedes-Benz energy storage unit can thus benefit from a "green" source of power that is extensively independent of the energy market.
Significantly reduced charging times will come with the introduction of fast charging by the Combined Charging System (CCS). This European charging standard allows for fast charging with a far greater capacity than at present. Currently, charging capacities from 50 up to sometimes 150 kW are possible. In the medium to long term, a charging capacity of even up to 300 kW is planned. This would enable sufficient power for 100 locally emission-free kilometres to be recharged within five minutes.
Driver assistance systems for maximum safety
It goes without saying that "Generation EQ" also features the latest driver assistance systems from Mercedes-Benz. Using highly accurate maps from our partner HERE, the systems know such things as the precise curve radii as well as the position and size of a roundabout. The vehicle can then automatically adjust the speed and driving dynamics to give the driver even greater comfort and
relaxation. EQ thus takes a further step on the road to autonomous driving, always under the premise of safety and in compliance with the statutory regulations. There is a special focus on the optimised interplay between the individual features, so- called "sensor fusion", i.e. the intelligent combination of data from different sensors. In the opinion of experts at Mercedes-Benz, this is one of the key requirements on the way to automated driving.
Extended communication by Car-to-X technology
But the engineers have gone one step further: for example, "Generation EQ" is equipped with Car-to-X technology and can exchange information with the infrastructure and other vehicles – an ideal basis for a series of new driver assistance features that build on existing systems and thus take a further step in the direction of accident prevention. It is also helpful for the driver to be informed about nearby recharging opportunities. As soon as "Generation EQ" realises that the destination cannot be reached on the available battery charge, it advises the driver of appropriate options on the navigation map.
3D real-time map display from HERE
Yet the digital interface can do considerably more: another highlight is the high- detail 3D city view with its trendsetting design. Technically, it is based on the map platform from HERE. This makes it possible, for example when searching for points of interest, for restaurants, shopping opportunities and tourist attractions to be especially highlighted. Other buildings recede elegantly into the background. A further focus in the design of the new HERE maps lies in reduced visual complexity while the vehicle is in motion. This means that the driver can see only those buildings and information that are relevant for navigation. There is an exceptional interplay between cockpit and map, with the buildings on the map reflecting details of the instrument lighting. At the same time, the map display also gives a preview of new features, especially for electric vehicles: the driver is provided with information on charging stations as well as opportunities for inductive charging along the route. The high-detail display also includes an indication of the current energy consumption along the route.
Intelligent driver assistance
The focus of the user interface is on optimal driver assistance, such as when the main concern is to make best possible use of the available energy in the batteries in order to achieve the best possible range. The innovative consumption display provides the driver with feedback on their driving style while drawing attention to energy-saving  possibilities.
Additional driver incentives are conceivable: the wide-screen display can be used to tell the driver that the current range is not just sufficient to reach the desired destination, but would also allow a detour for a spur-of-the-moment visit to friends. In addition, the driver can collect bonus kilometres as a reward for especially efficient use of the traction battery – a functionality similar to the one already familiar from current models. The trick is that the collected bonus kilometres make the occupants aware of the attractions or interesting places they can reach from the current location thanks to their driving style.

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