26 exciting technology is. To ensure charging in all conditions, we are able to DC-charge on lower power chargers limited to 500 V via a 500-800 V boost-charging system. For higher-power DC chargers, a directto-battery system is used. “In addition to charging type and voltage flexibility, we manage battery temperature by actively heating and cooling when required to keep charging power high. This is an area of significant and ongoing development, with simulation off- and on-car testing helping to refine the software and hardware. “Our mission is to create cars without compromise, so flexible and high-performance charging options are a big part of this, particularly for clients in hot climates like the UAE. When we tell the customer what charging speed they will get, if the car does not charge at that speed it won’t be the car – it will be because of other off-board charger challenges.” The final piece of the efficiency jigsaw is the car’s regenerative braking system – another element that presents a significant challenge when it comes to maintaining the Rolls-Royce feel. Again, Evice uses proprietary software to manage the system, right down to dynamically controlling how it blends on and off. “It is dependent on the application of the traditional brakes, so you never end up with an overly rear-biased braking setup, which would be quite unsettling,” concludes Pearson. “As with a lot of our driving software, this is just the start, and the end result will be the product of a lot of further testing on road and simulation.” Uplifting the original As previously mentioned, the integration of the EV powertrain forms just a small part of the development process at Evice, and the choice of the Rolls-Royce and Bentley platforms was very much based on the ambitions of the original designers to be effortlessly smooth, quiet and luxurious. The team saw the Corniche, and its Silver Shadow equivalent, as technically capable of becoming even better cars in the modern era. Not only do they have the space required for all the EV equipment, but their structural integrity and solid chassis allow everything to be stripped away without creating unwanted squeaks and rattles. Every element with the potential for improvement was identified, mindful of any classic car regulation restrictions that mandate certain elements of the original to remain. As a result, the car is genuinely an enhancement of the original in many areas, from its new active suspension to the modern interpretation of its traditional dashboard. The original car had a four-wheel, independent suspension with coil springs, combined with a hydraulic, self-levelling system that was designed in the same style as those made famous by Citroën; initially on all four corners but later on the rear wheels only. The standard spring set-up had to remain, but Evice has added a modern take on that self-levelling solution. “The suspension is an area that Rolls-Royce spent 20 years refining and it is fantastic at what it’s supposed to do,” says Pearson. “We have kept the coil over suspension in the front, with the trailing arm in the rear – the same as the original – but we have worked with a fantastic company on a bespoke, active damper, specifically for our application. “Once the car is on the road, we will be developing all of the software to control it in bump and rebound, determining how quickly it responds and how quickly it changes its damping rate. It has a fantastic, 10 ms response time, and it is able to read in acceleration and angles of roll and pitch, so we can be very precise with how it behaves. “Again, that is a true enhancement of the original specification. The cars were originally very comfortable, very refined experiences, but they had that classic ride versus handling trade-off. Dossier | Evice Rolls-Royce Corniche January/February 2025 | E-Mobility Engineering One of Evice’s first prototypes has been wrapped in camouflage, giving it the same treatment as many new cars in development
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