’s but not excessively futuristic. Several small details remind you that you’re sitting in a hand-built prototype, however. The door mirrors are fixed, for example. The rear doors don’t open, though there are two individual back seats, and there is no rearview mirror.
Riding shotgun as I navigate the 10-mile course, he reminds me that the best way to achieve maximum efficiency is to drive with slow, steady pedal inputs and to use the regenerativeto get the most out of the powertrain. One of the tricks baked into the EQXX is a fourth level of regeneration that’s not available on series-produced Mercedes models – not yet, at least. Called D--, it makes pure one-pedal driving possible, including slowing the EQXX to a complete stop when going downhill.
The fourth regeneration profile, D+, allows the EQXX to coast without using energy or losing speed. This is where the 0.17 drag coefficient comes in. My first loop around the course was in the Emma prototype, which blends the EQXX’s powertrain with the EQB’s tall, boxy body . On a slight downhill slope in Emma, I stayed in D+ for a couple of seconds before flicking out of it because I was losing speed. In the EQXX, I stayed in D+ for the full stretch.
Source: Energy Industry News (energyindustrynews.net)
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