Evonik Industries selects OPX Biotechnologies for Joint development of bio-based chemicals
Rosneft signs agreements with Volkswagen Group Rus and KAMAZ to boost natural gas vehicles and fuel in Russia

DSM’s Stanyl and EcoPaXX polyamides used in SIM-CEL electric concept car to reduce weight

DSM’s Stanyl and EcoPaXX are used in the new SIM-CEL EV prototype. Click to enlarge.

The latest prototype electric car from Japan-based SIM-Drive Corporation (earlier post) features parts based on DSM’s Stanyl and EcoPaXX polyamides that make the car lighter and more sustainable.

SIM-Drive Corporation, founded by Hiroshi Shimizu and based in Kawasaki City, Japan, unveiled the SIM-CEL on 27 March—the third prototype of an advanced all-electric car incorporating in-wheel motors that the company has developed since it was founded in 2009. SIM stands for Shimizu In-wheel Motor, and CEL stands for Cool Energy Link.

The SIM-CELL features four in-wheel motors with combined maximum torque of 3,400 N·m (2,508 lb-ft)—850 N·m (627 lb-ft) per motor, up from 700 N·m (516 lb-ft) in the preceding concept. Maximum output is 260 kW (65 kW/motor). The Li-ion battery pack has a 29.6 kWh capacity; fast CHAdeMO charging up to 80% takes 1 hour.

Energy consumption in JC08 mode is 91.2 Wh/km. The SIM-CEL prototype has a range of almost 325 km (202 miles) on a single charge, and it can accelerate from 0 to 100km/h in 4.2 seconds. This performance is in part due to lightweighting technologies developed in collaboration with DSM and others.

Development of the SIM-CEL, which took around one year, involved close collaboration with 26 outside organizations, including DSM. DSM personnel were located at SIM-Drive’s development center on a full-time basis, and were actively involved in the prototyping process.

DSM contributed to the development of three parts for the SIM-CEL: a body panel in its EcoPaXX polyamide 410; a wheel cover center cap in the same material; and a heat sink for highly energy-efficient LED headlights in Stanyl TC polyamide 46.

EcoPaXX polyamide 410 is 70% resourced from the castor plant. It is certified 100% carbon neutral from cradle to gate.

Kees Tintel, who was responsible for development of EcoPaXX at DSM, says the new grade contributes to weight reduction in the SIM-CEL by replacing metal; the part is in fact at least 50% lighter than a metal version. EcoPaXX’s very good flow properties provide an excellent surface finish, and it has the necessary high temperature resistance to enable inline painting along with the rest of the vehicle. Unlike some other polyamides, it absorbs little water, and therefor has a very good dimensional stability. It also has sufficient elasticity to enable assembly with snap fits.

In order to improve overall aerodynamics, the SIM-CEL incorporates spats, or fender skirts, which cover the rear wheel arches. These are also made in DSM’s EcoPaXX polyamide 410, further contributing to the sustainability of the car, its low weight and its good aesthetics.

The SIM-CEL uses LED’s in its headlights in order to use as little electricity as possible. For the heatsinks of the LEDs, DSM developed a special thermally conductive grade of its high temperature resistant Stanyl TC polyamide 46. Stanyl TC551 has a surface thermal conductivity of 14 W/mK and a volume thermal conductivity of 2.1 W/mK.

Heat sinks are normally made in aluminium. Aluminium does have a much higher thermal conductivity than Stanyl—160 W/mK—but an all-aluminium heat sink would be over 25% heavier than the version on the SIM-CEL, which is a hybrid of Stanyl TC551 and aluminium. This hybrid shows practicable heat dissipation because aluminum and Stanyl have role sharing optimally. The design of the part was critical. Stanyl TC has very good flow, which enabled us to design a part with thin walls and a high surface-to-volume ratio to get very good heat dissipation.

—Kenji Nishita, responsible for the development project at DSM

Separately, DSM opened its first application development technical center for engineering plastics in Japan on 26 March 2013 at the Yokohama Business Park in Yokohama City, Kanagawa Prefecture.



This may be the way to go for future higher efficiency BEVs.

This overpowered version uses only 91 Wh/Km. A rather small 29 Kwh battery pack is good for 325 Km. A lower performance version with less power could probably do 30% better or up to 400 Km.

As batteries evolve and become much lighter, this car could easily do 500+ Km with a 40 Kwh battery.


That is a pretty impressive energy consumption number (91 Wh/km) or 146 Wh/mile. About double anything being sold. It's about 6-7 miles per KWh.


Small is beautiful; http://www.youtube.com/watch?v=E5pUIXe--fc


These are the guys that made the Eliica, the 8 wheel EV.


The mileage numbers are impressive, but if you want to do some good you have to get them out there being used in great numbers. If the market does not like the looks and/or has safety concerns then they will not sell in great numbers. Do you want to have great design or great success? Sometimes they do not go together.


This is a demonstration of what can be done...to show the majors that they could do a lot better if they tried a little more, instead of always saying that it is impossible to do?

For decades we've been told the same song that a few more Kg every year make a better and safer vehicle that we should continue to buy and shut up. That ideology led to huge gas guzzling boats on wheels that would rust (and the A/C would stop working) in less than 4 years to force us to buy another boat. GM had 60+% of the market and $$$ was coming in.

Shortly after 1973, many buyers started to look for alternatives. Many 12-15 mpg boats were replaced with 25+ mpg imports. The EV-1 came and went (crushed). By 2007, many more buyers started to look for superior, more efficient, alternatives and Big-3 sale dwindled, GM went into deep bankruptcy. China replaced USA as the world leader. Toyota surpassed GM as number one.

Asian manufacturers will soon produce over 50% of the world's vehicles and probably up to 80% of the EV batteries and parts. Widespread competition may give buyers improved products at a lower price? We will probably find ways to restrict imports and force Asian & EU manufacturers to build local factories for final assembly.


Fiber Forge advocates carbon fiber body panels for reduced weight and more strength. Car makers use steel because it is low cost and strong, weight was not a major concern and the perception was that weight meant safety.

With HEV/PHEV/BEV we may see an emphasis on reducing weight. Once they show people that the cars are even stronger and affordable, the buying public may be convinced that is the way to go.


For the last few days, when pollution is low, we can see 30+ new 2-MW wind turbines installed south of the city (about 30 Km from our place) in the Native people reserve area. Those huge blades are built locally and made of composites. The turbines are made in Germany.

That is a real win-win solution. For decades our Hydro electricity supplier had major problems to collect for the energy supplied to that area. Arrears of $5+M are common. The surplus energy (from the 60+ MW wind turbines) will be purchased by Hydro @ $0.095/kWh (the Native people get another $0.019/kWh grant from the Fed Gov). That should be about enough to pay for the electricity used (from the grid) during low wind conditions.

The funds for the wind farm came from the local tax-exempt casino, the local tax-exempt cigarette factories and the local tax-exempt sales of gas-diesel fuels and drugs.


The best 'two' electrified (BEVs) sales in USA for the first four months of 2013 were: Tesla with 7100+ and 2) Leaf with 5500. Those two sold more than 500/week each for the last two months.

Leaf's sales more than doubled since the 'Made in USA' lower cost model became available. Will it get up to over 500/week for the rest of 2013?

Tesla is selling 100% of its production capability, about 550/week. New larger production facilities will be required for the lower cost Model X ++ in 2014++.

The comments to this entry are closed.