These 100% electric 26-tonne trucks, which will be delivered in 2020, will be operated by the Feldschlösschen brewery, the Group's Swiss subsidiary.
The plug-in hybrid system of the new BMW X1 xDrive 25e and the new BMW X2 xDrive25e consists of a 1.5 litre 3-cylinder petrol engine with BMW TwinPower Turbo Technology and an electric drive specially developed for this model. It is taken from the eDrive technology modular system of the BMW Group. The petrol engine mobilises a peak output of 92 kW/125 hp and a maximum torque of 220 Newton metres. It transfers its power to a 6-speed Steptronic transmission and drives the front wheels. The electric motor generates an output of 70 kW/95 hp and delivers 165 Nm of torque to the rear wheels via a single-speed transmission. This makes for a hybrid specific all-wheel drive, which gives both models a unique level of agility in their competitive fields delivering hallmark SAV and SAC driving pleasure. The highly responsive power delivery of the electric motor, which delivers its full torque spontaneously from standstill, enables the driver to react extremely quickly to changing driving conditions. In addition, the position of the electric motor above the rear axle contributes to the harmoniously balanced axle load distribution of the new BMW X1 xDrive25e and the new BMW X2 xDrive25e. In conjunction with the intelligently controlled interaction between the two power units, it provides maximum driving stability, ride comfort and dynamic response.
The basic aim of DHT technology for cost-effective PHEVs is to permit the design of very compact automatic transmissions with an integrated high-voltage electric motor on the output side of the transmission. The Vitesco Technologies cost-effective PHEV prototype offers the driver the same standard of comfortable driving and shifting that until now has been associated with plug-in hybrids equipped with a conventional 6-speed automatic transmission. And yet a DHT transmission with Vitesco technology has only four mechanical gears and has no mechanical synchromesh systems, auxiliary hydraulics or start clutch. Moving off (in 1st and 2nd gear) and reversing are handled by the electric drive motor, while synchronization is performed by a starter-alternator that also provides fast and smooth starting of the internal combustion engine.
The new unit is of compact design so that it can fit in the usual installation spaces and serves the regular voltage levels HV2 and HV3. The three modules - mechanical compressor unit, electric motor and power electronics - are modularly integrated.
During development, particular emphasis was placed on low weight and high operating efficiency. This ensures economical power management with the limited electrical energy available from the high-voltage storage unit in the vehicle.
The new module – whose electric motor and power electronics are liquid-cooled – weighs less than 80 kilograms. It also features a new transmission-integrated electric parking lock function. Through the intelligent combination and integration of the system’s individual components, it was also possible to remove numerous connectors and cables, cutting costs even further.