Mercedes’ top IT officer believes that faster charging times for electric cars would help lure new drivers away from internal combustion vehicles, but one of the most frequent arguments against switching to electric cars will remain. Even though the German manufacturer currently offers six EV models in the United States, it is laying the groundwork for a much more accessible range of vehicles and any worries that consumers may have about them.
The Mercedes-Benz Modular Architecture (MMA) will be used for the first EVs shortly. Initially, a family of four electric cars and SUVs based on the Concept CLA Class will be released. Despite Mercedes’ standing in the industry, these will be the most reasonably priced vehicles it sells, a first-time owner’s option that also includes the most advanced EV technology available from the manufacturer.
During a roundtable discussion at CES 2024 this week, where Mercedes hosted SlashGear, with Markus Schäfer, Member of the Board of Management of Mercedes-Benz Group AG and Chief Technology Officer for the automaker, the executive was candid about the obstacles facing the growing adoption of electric vehicles, especially in urban areas. Schäfer also expressed pessimism over the speed at which one of the main problems still facing EV owners would be resolved
MMA promises reduced EV costs and increased range
Mercedes looks to be changing the game with the CLA Class. On the brand-new, electric-first MMA platform, four cars are initially planned: a sedan, a “sporty shooting brake” (or what Americans would probably term a waggon), and two SUVs. Mercedes’ first in-house electric motor design, which Schäfer claims incorporates improvements from the Vision EQXX concept we tested last year to be especially efficient on the road, will make its premiere with that.
Of course, other factors besides EV costs prevent people from embracing EVs. Finding a regular location to charge an electric vehicle can be a real pain for prospective drivers in urban locations where allotted parking spaces and private garages are the exception rather than the rule. This frequently exacerbates the age-old range anxiety issue, wherein drivers fear they won’t be able to drive their electric car as far as they need to.
Schäfer, however, is not persuaded that rapid charging is the answer to all of these issues, in contrast to many automaker executives. Alternatively, the quicker charging of EVs will inevitably lead to a greater acceptance of smaller batteries.
It is like a gas station without any gas.
Strangely, Schäfer claims that even while not having to travel to the petrol pump is a frequently mentioned benefit of electric vehicles, EVs could perform worse than adopting the petrol station model. When asked about the difficulties of implementing EVs in cities, the Mercedes CTO responded, “The simple answer is that’s how we got involved in DC high-power charging.” “For this reason, we’re going to follow the MMA model. In other words, if your automobile has to be charged with 300 kW or more, you can go to a nearby petrol station or other nearby charger and finish the process in six or eight minutes. Therefore, if you don’t have it, you don’t necessarily need to charge at home.”
Naturally, for it to function, drivers require dependable charging infrastructure in addition to quickly charging automobiles. Schäfer is, in fact, a little more sanguine there than most.
“The solution we see is fast charging with high power, fast chargers,” he stated. “We anticipate that this will occur shortly. Thus, this will be available for charging, and the vehicle must be able to handle it.” Mercedes is only now beginning to expand its network of EV charging stations.
Anticipate 500+ kW DC rapid chargers
Mercedes EVs, such as the EQS SUV and EQE Sedan, are currently only capable of 400V, not 800V. The automaker’s executives have stated at CES in the past that the absence of that higher-power architecture hasn’t hurt sales of its electric cars. Schäfer, though, is telling a rather different tale this year, since the first cars based on mixed martial arts are rapidly coming.
“The shift to 800V cars and, associated with that, chargers that offer 300, 350, or even 500 kW, this will happen immediately,” Schäfer asserts.”Tesla is travelling there: in the 800V universe, they are travelling in the Cybertruck. Hyundai is relocating there. It is evident that things are moving in the world if you look.”
It may also follow that worries regarding EV range would be allayed if very quick DC charging capability was available for both infrastructure and vehicles. Since the battery pack is the single most expensive component of an electric car, that is undoubtedly the approach that many in the industry believe will succeed. Sadly, Schäfer is unconvinced—at least not quite yet.
Range concerns won’t go away with faster charging
“If you could charge in 8-10 minutes, would you buy a car with 200 km of range?” the CTO posed, theoretically. “There’s still this range anxiety out there, and to be honest, even if this was available — theoretically — I’m not sure customers wouldn’t want more battery in the car.”
As every carmaker has found out, frequently with costly consequences, the problem is that customer expectations aren’t aligned with reality. This is especially true when it comes to how frequently they’ll need to do cross-country road trips, and they frequently base their purchasing choices on those rarities. “It’s not rational, the customer is not rational,” Schäfer declared. People only consider taking a ski vacation when they visit the Alps.”
The Mercedes CTO believes that the tide will not turn anytime soon, although it may eventually. “I think we’ll still see range anxiety, and the demand for higher ranges, for some time,” he stated.
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