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Architecture

Mercedes is on track to launch an entire range of battery electric vehicles, the first of this originally seen in concept form at the 2016 Paris Motor Show. This very same concept featured a vehicle architecture unlike anything we've seen in the past, as you will soon learn, it doesn't get more diversified than this. Here, a modular building-block system introduces a level scalability that allows for everything from wheelbase and track width to core system components to be shared all EQ models. Mercedes hasn't defined exactly how this will play out on specific production models, but with the EQC recently revealed and more to come, soon we'll get a better idea.

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 and other model series.

Similarly to the latest series-produced models from Mercedes‑B enz, 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.
more: Mercedes Benz Global
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Design

Contemporary design has been sweeping the automotive landscape over the recent years as car makers release next generation products from regular gasoline engine cars to battery electric vehicles like the EQ line up. Mercedes successfully fused together what they call an "avant-garde, contemporary and distinctive electro-look" in the EQ concept. In the production 2020 EQC SUV revealed recently, a portion of those core design traits made it over. However, not all is new. Similar traits have shown up in the recently facelifted S-Class.

"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.
more: Mercedes Benz Global
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Cockpit

Another core part about Generation EQ is the new driver-oriented cockpit that shares some best elements from some top Mercedes products sold today such as the asymmetrical instrument panel, floating wide-screen display as originally seen in the S-Class. What will really win buyer over is the stronger emphasis on technology that includes an all-new user interface that uses a mix of traditional and next generation controls.

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.
more: Mercedes Benz Global
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Interior

An extremely quiet cabin as reported in reviews of the production EQC was accomplished with insulated rubber mounts and secured to the subframe and body. This might surprise some first time Mercedes buyers, but the EQC is a mix of sporty and contemporary luxury inside and out. In addition the production version received two 10.25-inch displays, heated seats, an advanced adaptive headlight setup and more. Overall, not a bad step down from the Paris Motor Show concept. In coming production years we hope to see more focus no the four EQ pillars of; Connected, Autonomous, Shared and Electric

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.
more: Mercedes Benz Global
 

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Has Mercedes shown off a wireless charging pad for the EQ C as featured in that second picture? I thought that BMW was the only automaker to show off that kind of system so far.
 

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I don't think that MB has confirmed anything officially. I know there are some older articles floating around out there that say they plan to introduce an inductive charging pad for their EV's starting this year.
 

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I don't think that MB has confirmed anything officially. I know there are some older articles floating around out there that say they plan to introduce an inductive charging pad for their EV's starting this year.
we should be seeing a similar roll out from other brands around the same time, I have been following BMW and they already took home an award
 

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We might have to wait for this round of auto industry shows to pass before seeing Mercedes announce their EV charging system. Before then, your dealer might have some insight because right now they're probably caught up in a lot of preparation for its official roll out.
 

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We might have to wait for this round of auto industry shows to pass before seeing Mercedes announce their EV charging system. Before then, your dealer might have some insight because right now they're probably caught up in a lot of preparation for its official roll out.
I expect the media will be pressing them for an answer with rivals like the E-Tron, Taycan and of course this new EQC showing up in launch markets soon
 

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I just don't really see the practicality that it adds for home use. I think these kinds of systems make far more sense at parking garages or office spaces, to reduce the amount of space that's required for charging stations.
 

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Much like Tesla targeting destinations, business will have a major incentive in making them available to potential customers they can get in store. After all, you have to be within a certain income bracket to actually afford these premium EV's.
 

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I'm also wondering how much charge is lost solely by using an inductive system. We know that they usually aren't as efficient as the traditional hardwired connection.
 

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The loss is fairly minimal from what I've read, but the charging times do seem to be a bit longer than the conventional setup. I think every automaker is simply looking for features that help to differentiate them in this growingly competitive segment.
 

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I'm also wondering how much charge is lost solely by using an inductive system. We know that they usually aren't as efficient as the traditional hardwired connection.
At some point the scale tips towards convenience over efficiency because a certain level of efficiency at the mean is already enough. Its even more true with these Luxury brands.
As that type of consumers, all I want is convenience, my time and effort is valuable.
 

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At some point most owners will come to realize that what ever the range is on paper, expecting 70% of that is what they'll experience.
 
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