Imagine a future where electric vehicles (EVs) not only deliver jaw-dropping power but also revolutionize how they stop. That’s exactly what British firm YASA is promising with its 1,000-HP axial flux motors, which could effectively replace traditional rear brakes. But here’s where it gets controversial: can a motor really do the job of a brake, and is this the future of EV design or just a risky gamble? Let’s dive in.
At the heart of this innovation is YASA’s axial flux motor technology, which the company claims can generate massive power while eliminating the need for bulky rear brakes. Regenerative braking already allows EVs to rely less on mechanical brakes compared to internal combustion vehicles, and since most braking force is applied to the front wheels, rear brakes are often downsized—like in the Volkswagen ID.4, which uses rear drum brakes. But YASA is taking this concept to the extreme.
In a recent LinkedIn post, the company unveiled a prototype in-wheel motor that combines its axial flux design with a compact inverter. This setup can deliver a staggering 750 kilowatts (986 horsepower) per wheel while potentially shrinking rear brake hardware to almost nothing. According to YASA, now a wholly owned subsidiary of Mercedes-Benz, this design could redefine EV efficiency and performance.
But here’s the part most people miss: YASA’s Chief Technical Officer, Tim Woolmer, explained that the motor is engineered to meet the thermal demands of a rear brake. Safety backups, such as a small emergency brake or the ability to dump power from the motor to act as a brake even if electronics fail, are also part of the plan. This dual functionality could lead to lighter vehicles, more compact designs, and significant weight savings—up to 440 pounds, according to YASA.
The motor itself is a marvel of engineering. Without its inverter, it weighs just 27.9 pounds and boasts incredible power density. In dyno tests, it generated 26.7 kW per pound, a figure YASA claims could be a world record if officially verified. This lightweight, high-power design is particularly crucial for in-wheel motors, where reducing unsprung mass is a major challenge for commercialization.
Axial flux motors are uniquely suited for this application. Unlike traditional radial flux motors, where the magnetic force (flux) travels outward, axial flux motors have a thinner profile because the flux moves parallel to the axis of rotation. This compact design fits more easily into wheel hubs, making it ideal for in-wheel applications.
However, YASA’s design is still in the prototype phase, and challenges remain. The company hasn’t announced firm production timelines, but Mercedes-Benz, its parent company, has already showcased YASA’s motors in concept vehicles like the Vision One-Eleven and AMG GT XX. This suggests the technology could soon move from the lab to the road.
But here’s the question that sparks debate: Is this the future of EV braking, or are we sacrificing safety for efficiency? While YASA’s approach is undeniably innovative, it raises concerns about reliability and real-world performance. What happens if the motor fails? Can it truly replace traditional brakes in all driving conditions? These are questions the industry—and consumers—will need to grapple with.
What do you think? Is YASA’s vision a game-changer, or is it too risky? Let us know in the comments below. And if you’ve got a tip or insight on this groundbreaking tech, send it our way at tips@thedrive.com. The future of EVs might just depend on it.
