25 Evice Rolls-Royce Corniche | Dossier “We have a touring mode and a spirited mode,” Pearson says. “It isn’t an eco mode, it isn’t a sport mode; it’s about minor variations on a theme and still driving like a Rolls-Royce should. So, they just very subtly change the throttle, the way the power is delivered to the regenerative braking and the behaviour of the active dampers. “If you’re on the motorway and you put the car in cruise control and then into touring, the dampers can relax off completely. That mode is used to make the car incredibly comfortable in steady state situations, while spirited mode gives a bit more throttle engagement, a bit of a heavier steering feel, more aggressive regen braking and slightly stiffer dampers.” Efficient operations To provide all this refined and luxuriously delivered power in a safe, efficient and spatially suited manner, Evice has developed its own battery pack and thermal-management system. It uses a single, shoebox-sized battery module, sourced from a Tier One supplier to create two options: a 77 kWh capacity split between two packs or a 94 kWh split between three. The 77 kWh design comprises 26 modules in the front of the car and seven in the rear, with their positioning based on the original car layout and optimising final weight distribution. This, Pearson says, remains “very, very, very close” to the original, and a final weight that is just 4% heavier than the original makes the effects “virtually unnoticeable”. He adds: “One of the fun aspects of building an electric car within a classic car chassis is that you have spaces and volumes that were not designed for these parts. This has allowed us to innovate how to efficiently package these batteries and keep them structurally sound to pass modern safety tests, but also be thermally managed.” The latter aspect, thermal management, is perhaps the most crucial of the in-house design. On day one, Evice clearly identified that its target market meant many potential customers would be located in the Middle East and the USA, putting a priority on the capability to operate at high temperatures. As a result, the team has put a lot of focus on developing “top secret”, cutting-edge proprietary technology relating to cooling for modern, 800 V EV architecture, which is currently passing through the patent system. “To achieve reliable, consistent performance, we have to try and maintain a relatively small temperature window,” says Pearson. The team has carried out a lot of simulation testing in this area, developing a solution to manage coolant flow using innovative piping design and active elements across the battery system. “We’re also doing a lot of r&d on battery temperature over time. We want people to know they can get into the car, turn the key and enjoy it exactly as it is designed to be, so when you turn it off after driving, we keep the battery temperature in an acceptable window for a few days, ready for you to get back in and go. If you don’t return it then goes into a sleep state.” Temperature management is not only important for performance but also for achieving safe and consistent charging. Active cooling is employed to optimise efficiency and the car comes with two charging options: a 22 kW AC charger with a CCS Type 2 port for EMEA or a NACS port for the US; or a DC-charging solution with software developed in-house. “We prioritise high-power charging for both AC and DC options,” says Pearson. “The DC charging is where the E-Mobility Engineering | January/February 2025 Evice has pioneered innovative battery integration, with the aim of equipping the vehicle to sustain high-temperature environments
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