Hyundai Fuel Cell SUV Rolls Into Geneva

Like it or not, fuel cell vehicles are under development by most of the world’s major automakers. Hyundai already has a fuel cell version of its Tucson SUV on the road, but it is really just a rehash of the gasoline powered Tucson that has been available to customers for several years. Now Hyundai has brought a prototype of an all new SUV to Geneva, one that has been designed from the wheels up to be powered by a fuel cell powertrain. The concept — dubbed the FE Fuel Cell — is handsome in a way that most SUV shoppers will appreciate. FE stands for Futuro Eco, according to Hyundai.

Whether cars of the future are powered by electricity or hydrogen, they won’t need a big grille to protect the radiator for an internal combustion engine. The Tesla Model S and Model X both dispense with a traditional grille as does the Hyundai FE Fuel Cell concept. That represents a huge change for car companies, who have labored for a century to turn the grille into a hallmark of their brand. Mitsubishi has wasted five long years toying with the shape of the grille for its Outlander PHEV, trying to get it right for American customers instead of just getting the car here and selling it.

The FE Fuel Cell features a new fuel cell design that is smaller and lighter than the original, says Hyundai. It also has 30% greater energy density. Since one of the byproducts of a fuel cell is water vapor, Hyundai is capturing some of that output and using it to humidify the interior of the car.

The biggest advantage of Hyundai’s new fuel cell technology is greater range. “We have designed the car to run the longest distance ever achieved by a fuel cell vehicle,” says Hyundai Vice Chairman Dr. Woong-Chul Yang. The new car reportedly will have a range of 500 miles, which is great news unless the next hydrogen fueling station is 501 miles away. Production is expected to begin in 2018, by which time the United States should have dozens of hydrogen fueling stations.

Source: Autoblog

2016 Bugatti Chiron - every detail on the Veyron's 260mph+ successor

The new Bugatti Chiron, the successor to the original Veyron, was revealed the Geneva motor show this week.

It has a colossal 1479bhp, can reach 62mph in less than 2.5sec - despite weighing 1995kg - and has a maximum top speed of 261mph.

Previewed by the Vision Gran Turismo concept car at last year’s Frankfurt motor show, the immensely powerful Chiron aims to occupy the position its highly celebrated predecessor held at the very top of the supercar ladder, one rung above the McLaren P1,Ferrari LaFerrari and Porsche 918 Spyder – all of which have now ceased production.

Bugatti describes the second of its modern day models as the most powerful road car to ever reach series production. However, with volumes set to be limited to 500 and a price to match its extreme performance at an eye watering €2.4 million (about £1.9 million) it will remain out of reach for all but the seriously rich. 

Bugatti boss Wolfgang Dürheimer portrays the quad-turbocharged 8.0-litre W16 powered Chiron as an all-new car that uses little from the Veyron.

But while the new Bugatti has been comprehensively re-engineered and now features a full carbonfibre construction, it adopts a similar mechanical package to its record-breaking predecessor. 

At its heart is a heavily revised version of the quad-turbocharged 8.0-litre W16 configured petrol engine used by the Veyron. With a faintly absurd 1479bhp developed at 6750rpm, the mid-mounted unit delivers 492bhp more than the engine used by the Veyron – in the process providing the Chiron with a power-to-weight ratio of 741bhp per tonne. Torque has also risen by a substantial 257lb ft, peaking at 1179lb ft on a band of revs between 2000 and 6000rpm.

Among the more significant developments brought to the Bugatti powerplant is a redesigned carbonfibre inlet manifold, heavily reworked injection system featuring 32 individual injectors, larger and more powerful turbochargers, a revised intercooler system and new titanium exhaust system with a total of six catalysers that is claimed to provide a substantial reduction in back pressure over the old system.

In a bid to provide the new Chiron with what Bugatti describes as a more linear delivery of power than the Veyron, the new turbochargers are operated in a two-stage process; during step off just two turbochargers function initially, with the remaining two joining in to boost performance when the engine speed rises above 3800rpm.

The colossal reserves are channeled through a reworked version of the Veyron’s seven-speed dual clutch gearbox and multi-plate clutch four-wheel-drive system; the latter has an electronically controlled differential that provides a torque-vectoring function to vary the amount of drive apportioned to each of the rear wheels and the basis for what Bugatti dubs an “easy to drift” function.

While it is yet to undergo final certification testing, Bugatti has released preliminary performance figures suggesting it has achieved its stated aim of making the Chiron faster than the Veyron with claims of 0-to-62mph in under 2.5sec, 0 to 124mph in less than 6.5sec and 0 to 186mph below 13.6sec.

By comparison, the Veyron posted official times of 2.5sec, 7.3sec and 16.7sec respectively.

As before, top speed is limited in two stages; the so-called handling mode allows 236mph before the electrics step in, and the top-speed mode provides a maximum of 261mph, eclipsing the Veyron by 7mph. 

The chassis of the Chiron is a clear development of the Veyron’s. In a bid to improve ride quality without compromising body control, it adopts an adaptive suspension system, providing variable ride height and damping control.

In combination with variable characteristics for a new electro-mechanical steering system and the four-wheel-drive system, the driver can choose between five driving modes: Lift, Auto, Autobahn, Handling and Top Speed.

The Lift mode increases the ride height for speed bumps, while in Auto, Autobahn and Handling modes the top speed is limited to 236mph. To engage Top Speed mode, the Chiron requires a ‘Speed Key’, which alters the engine management system to provide the claimed 261mph maximum.

Reining in the vast performance are 420mm front and 400mm rear carbon-ceramic discs grabbed by eight-pot and six-pot calipers respectively. They provide the Chiron with a claimed 62 to 0mph in 31.3m, 124 to 0mph in 125m and 186 to 0mph in 275m – in each case eclipsing the various claimed braking distances of its predecessor.

Borrowing strong visual cues from the earlier Veyron, the new Chiron features an even more dramatic design with tauter surfacing, bolder details and added aerodynamic efficiency than that of the car it replaces. The man credited with the new appearance, Bugatti design boss Achim Anscheidt, says it was developed in close collaboration with Bugatti’s engineering team to ensure greater functionality without any loss in overall impact.

Key design elements include a race-grade front splitter, large horizontal air ducts, a traditional horseshoe-shaped grille sporting a Bugatti badge fashioned from silver and enamel, distinctive LED headlamps – each with four individual lenses and integrated air ducts that feed cooling air to the front brakes, shapely front wings and a flamboyant semicircular sweep of bodywork extending from the trailing edge of its front wheelarches back towards the rear and into the A-pillars – the latter flourish clearly inspired by the look originally established by Jean Bugatti on the iconic Type 57.

As on the Type 57, there is also a prominent centre fin running from the top of the grille across the bonnet and into the heavily rounded roof, providing an important contribution to the Chiron’s longitudinal stability, according to Bugatti. A NACA duct formed by shapely rear pillars replaces the individual air scoops used by the Veyron, channeling air into the engine bay more efficiently and with less turbulence than on its predecessor. 

It is at the rear where the more significant differences in appearance between the Veyron and Chiron are apparent, with a strong trailing edge, fully integrated rear spoiler, full width LED light band housing the tail lamps, indicators and reserving lamp, sizeable air ducts, large central mounted exhaust and race grade diffuser providing the new Bugatti with a particularly purposeful appearance from behind. 

Dimensionally, the Chiron remains close to its predecessor. At 4544mm long, 2038mm wide and 1212mm tall, it is 82mm longer, 40mm wider and 53mm higher than the Veyron. The similarities also extend to the wheelbase, which is just 1mm longer, at 2711mm. The Chiron sits on 285/30 R20 ZR tyres at the front, with 355/25 R21 ZR rubber at the rear.

The basis for the new Bugatti is provided by a newly developed carbonfibre monocoque structure of the same standard as that used in Audi and Porsche's LMP1 cars. In a departure from that used by the Veyron, it adopts a sandwich construction for the floor and a carbonfibre-reinforced plastic engine cradle at the rear for added stiffness and lower structure weight. Yet achieving the sort of stiffness achieved by the latest LMP1 race cars, the Chiron is155kg heavier than its predecessor at 1995kg.

The increase in width has brought greater space to the two-seat interior and in particular the front wheel wells of the Chiron, according to Bugatti. Greater height has also liberated 12mm extra headroom compared with the Veyron.

The cabin is trimmed in a combination of leather, carbonfibre and brushed aluminium. Among the new developments is a passenger airbag that deploys through carbonfibre – a first for a production vehicle.

The Chiron will be assembled at Bugatti’s headquarters in Mosheim, France. So far, Bugatti has received more than 150 orders for the new car, and deliveries will begin in October.

Further variants of the Chiron are planned to be launched, including successor models to the Veyron Grand Sport, Veyron SuperSportand Veyron Grand Vitesse.

The Chiron name is taken from the 1920s and 1930s grand prix racer Louis Chiron, whose notable results included victory in the 1931 French Grand Prix at the wheel of a Bugatti Type 51.

Announcing the new model, Dürheimer said: “The Chiron is the quintessential ultimate super sports car: ultra-modern, incredibly fast, agile and powerful with a stylistically demanding design and the highest possible levels of comfort. This combination is not offered by any other market player and gives Bugatti its unique market position.

“Our customers form an exclusive group of automobile collectors who are searching for the very best. With the Veyron, they have the best production sports car of the past 10 years. This is why their demands and expectations for our next step – the Chiron – were so high.

“With the Chiron we will not only be providing a key emotional element for the image of the Volkswagen Group but will also be making a positive contribution to Group results.”

Interestingly, Bugatti says that the Chiron’s 261mph top speed is “by no means the end of the road” for the car – hinting that even more may be possible in the future.

"Where others have stepped Bugatti has gone one step further. We have taken the boundaries even further - there are no boundaries we haven't pushed. The Chiron is a new superlative in the automotive world.

The new model racked more than 310,500 miles in development testing. A total of 30 test mules were build while the car was honed. Officials have admitted that the Gran Turismo concept car was a direct preview of the new model.

McLaren Automotive Will Invest $1.5 Billion In New Products

McLaren Automotive has a problem. There just aren’t enough super wealthy customers out there who can drop a million dollars or more on a 2 seat supercar to troll the streets of Monaco. What’s a poor car company to do? Make cars that cost less, of course, so the merely wealthy can snap them up and troll the streets of Boston, Shanghai, and other less exotic locations.

Sir Jackie Stewart stands in front of a McLaren 570GT at the Geneva auto show.

McLaren says it has put together a 6 year plan called Track22. It calls for investing $1.5 billion to develop 15 new or redesigned cars, all of them 2 seat sports cars. A quarter of that money is earmarked for research and development. The company says half of the new cars will be hybrids. McLaren engineers will also be working on an all electric powertrain to be used in an upcoming sub-brand known as the Ultimate Series. “This business plan confirms that McLaren Automotive will remain proudly and fiercely independent by continuing to build the world’s finest two-seater sports and supercars.”

McLaren introduced its new 570GT in Geneva this week. Unlike the McLaren P1, which cost more than $1,500,000, the 570GT can be had for as little as $200,000. Rather than being a racing machine,  Mike Flewitt, CEO of McLaren Autotive, tells BBC News the car is designed to give a more relaxed drive. It has been designed with a more comfortable suspension and has more luggage capacity. “We see this [car] as being very easy to drive on a day-to-day basis,” Mr Flewitt said.

The company is looking to add 500 employees to its current workforce of 1,500. Many of those new jobs are for skilled engineers. With companies like Tesla, Apple, Faraday Future and others competing for talent, Flewitt acknowledges it is getting harder to attract top candidates. “Luckily, McLaren is an attractive brand to come and work for.” The company has already added a second shift at its production facility in Woking, England.

“Our next hybrid vehicle will launch towards the latter part of our six year plan, and we will see at least 50 percent featuring hybrid technology by 2022. Hybridization has obvious CO2 and fuel consumption advantages but for us, it is all about delivering the performance and enjoyment of a McLaren. But we won’t stop there. Our engineers have even started work on a one-off prototype to evaluate the possible benefits of a fully-electric powertrain in an Ultimate Series car,” Flewitt says.

McLaren exports more than 90% of its cars, many of them to China. In Europe, its average customer is 40 years old or more. In China, the average age of its customers is 20 something. Sales were off in China last year, as that country has seen a marked slowdown in its torrid pace of economic growth. “We sell cars into 30 markets, with 82 dealerships. As one market comes down – China has dropped this year and last year – other markets strengthen,” he said. “You worry about [the health of the world economy] all the time. The strategy we took was to make sure we had broad distribution.”

McLaren would dearly love to be thought of as being in the same league as Ferrari — a purveyor of fine, very expensive motorcars but also a brand with heft in the upper echelons of global society. It hopes to increase sales from around 1,500 cars a year today to over 5,000 a year by the year 2020. It’s certainly putting its money where its mouth is.

Italdesign GTZero Electric Coupe Pops Up In Geneva

The Italdesign GTZero all electric sports car was presented for the first time in public at the Geneva auto show this week. What is it? That’s an interesting question. First and foremost, it is an electric car with three motors — two and front and one in the rear. Theoretically, with advanced electronic controls, that should give it excellent handling through torque vectoring to all four wheels. It also is said to have a 31o mile range, but by what standard isn’t clear. The European test cycle usually yields results that are about 50% higher than those obtained using the EPA protocols. Let’s call it 200 miles, then.

According to Electric Cars Report, the most significant feature of the car is its modular design, which sounds strikingly similar to what Faraday Future is featuring. The body is made of composite materials and is supported by a solid monocoque carbon frame with aluminium sub-frames. In theory, dimensions can be changed to accommodate different needs. There are reports the car could also be made with a plug-in hybrid powertrain. The only thing that cannot be altered is the carbon fiber monocoque chassis. In theory, the battery can be accept an 80% recharge in 30 minutes, but no details have been given about what sort of charger is needed to accomplish that.

The GTZero can accommodate two adults and two children. Because of its wagon design, there is room for luggage in the rear as well as extra cargo capacity up front. On the inside, vehicle functions are controlled by a multitouch interface. Two pads mounted on the back of the steering wheel control the three-level OLED dashboard display with four distinct screens. Two more pads on the front of the steering wheel control lights, turn signals, and windshield wipers.

Elon Musk has ruined us. Because of him, we expect every new car that comes along to blaze to 60 mph in 3 seconds or less. The GTZero has a total of 483 horsepower, which ought to be enough to be entertaining but probably not enough to win any drag races against a Tesla Model S 90D with Ludicrous upgrade.

Just who is Italdesign, exactly, and why are they building concept cars? The firm was created in 1968 by Giorgetto Giugiaro and Aldo Mantovani. Giugiaro was considered the master automobile designer of the day, penning such icons as the Volkswagen Rabbit, the BMW M1 and the Delorean DMC-12. In 2010, the firm was sold to Lamborghini, which is owned by Audi, which is a division of Volkswagen, which also owns Porsche. Knowing that makes the GTZero a little bit more of an interesting concept, don’t you think?

Opel GT Returns! Coming To Geneva In March

Many people were not even born yet when the last Opel GT roamed the world’s roadways. Compared to today’s automobiles, the tiny little two seater was crude in a way that only those who had drivers licenses in the 60s can understand. But for the times, it stirred a lot of passion in the souls of auto enthusiasts. It was sometimes known as a “baby Corvette.”

When I say crude, I mean stone age technology. The base car came with a wimpy 1.1 liter push rod engine which made 67 horsepower at 6,000 rpm. Not surprisingly, most buyers went with the optional 1.9 liter overhead cam engine that produced 102 hp at 5400 rpm. When emissions regulations first went into effect in 1971, Opel reduced the compression ratio of the 1.9  liter engine used in the US, which knocked output back to a meager 83 horsepower.

The attractively styled coupe came with a 4 speed manual transmission as standard equipment. That was pretty hot stuff for its day. The car was in production from 1968 through 1973. A version of an updated car was introduced in 2007 and sold in America as the Pontiac Solstice and the Saturn Sky until 2010. If you can find a Sky with the turbo engine, grab it. They are much in demand by collectors.

Now Opel is back with an all new, thoroughly modern and highly innovative GT that will debut at the Geneva auto show in March. “Purebred, pared down, yet unashamedly avant garde, the GT Concept is even shorn of door handles and door mirrors, its breathtaking form clothing a classic front mid-engined, rear-wheel drive chassis that will appeal to driving enthusiasts,” reads the official Opel press release.

Mark Adams, GM’s vice president of design for Europe says, ”We created the GT Concept to capture the bold, emotional spirit of both the Vauxhall and Opel brands. It is dramatic, sculptural and full of innovations, which is our great tradition that we intend to continue…..[T]his GT Concept today [is] absolutely pure, minimalistic, yet bold and uncompromising. This coupe impressively demonstrates the continuous development of our design philosophy.”

The first thing you will notice about the new Opel GT is a prominent red stripe that begins behind the front wheels and flows up and over the doors to the rear of the car. Hidden within that stripe is a touchpad that operates the doors, which are hinged behind the front wheels rather than beneath the A pillars. It is unlikely the goofy red front tires will be included in the production car, assuming there is one.

The new concept will not be challenging many Teslas at the local drag strip. According to AutoBlog, it will come with a 1.0 liter turbocharged three cylinder engine in front driving the rear wheels through a 6 speed sequential gearbox. The triple makes 143 horsepower and 151 ft-lb of torquea, enough to propel the 2,200 lb car to 60 mph in under 8 seconds. It has a calculated top speed of 134 mph.

Not sure you can call such performance “exhilerating”, but its not far off the numbers for the latest generation Mazda Miata in terms of weight and power. Among enthusiasts, this would be known as a “momentum car,” meaning slowing for corners is something you must never do. It is meant to be driven flat out, foot to the floor at all times. Screaming up through the gears can be its own reward, even if overall forward progress is leisurely, relatively speaking.

No production plans have been released. No doubt the folks at Opel and its English cousin, Vauxhall, are anxious to see what sort of reception it gets from show goers in Geneva. If Gas 2 would like to send me to that event, I would be delighted to give you all my full written report.

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Photo credit: Opal via Autoblog.

Hyundai Tucson PHEV Debuts In Geneva

It wasn’t that long ago that the Hyundai Tucson Fuel Cell vehicle debuted in Detroit with some fanfare, and the promise of free fuel. It seems that the Korean automaker is hedging its bets when it comes to hydrogen though, debuting the Hyundai Tucson 48V Hybrid Concept and an even more-efficient plug-in hybrid diesel, both riding on an all-new platform.

The Tucson 48V Hybrid Concept pairs a 2.0 liter turbodiesel engine making 134 horsepower with a 14 horsepower electric motor powered by a 48-volt lithium-ion battery pack. Total combined output of 148 ponies and 305 lb-ft of torque through a six-speed manual transmission, and the Hyundai contributes just 109 g/km CO2 to the atmosphere. Though just in hybrid form, Hyundai wants to bring this technology to its larger SUVs as a means to offset emissions at just a quarter of the price of full hybrid system might cost.

But the automaker didn’t stop there, as the Tucson PHEV concept not only offers more power, but a respectable electric driving range as well. A 1.7 liter turbodiesel making 113 horsepower is mated to a 67 horsepower electric motor for combined output of 180 horsepower and a substantial 350 lb-ft of torque. Electric driving range is estimated at 31 miles per charge of the 10.7 kWh lithium-ion battery, and CO2 emissions are estimated to a mere 48 g/km, less than half the 48V Concept. The electric motor can drive the rear axle, while the diesel engine powers the front wheels, offering a hybrid drivetrain not unlike the Kia Soul e-AWD concept that debuted earlier in the month. There’s also rumors of a dedicated EV coming as early as next year.

The new Hyundai Tucson comes with a host of other improvements, such as new engine, connectivity, and safety features. But the big news to me is that Hyundai is debuting an all-new Tucson, sans the hydrogen drivetrain they made such a big deal about less than a year ago. At the Detroit Auto Show, Hyundai showed off its first Sonata Plug-in Hybrid, but it barely mentioned its efforts with hydrogen. This could be another indication that the automaker may be moving away from hydrogen fuel cells or, at the very least, making sure it doen’t ignore a growing plug-in car market.

Audi Q7 e-tron Revealed In Geneva: 35 Miles EV Range, 516 lb-ft Of Torque

Audi has finally, fully revealed its plug-in, extended range SUV today in Geneva – and the images, videos (and numbers) look pretty good to us.

Audi Q7 e-tron Can Travel A Long, Long Way Using Both Electricity And Diesel

Officially known as the “Audi Q7 e-tron 3.0 TDI Quattro” (woof), the company says the EV is capable of travelling in all-electric mode for56 kilometers, or 34.8 miles) via a 17.3 kWh battery. We should note this is a NEDC rating, so we are comfortable putting a “real world” (EPA) range estimate on the car of about 25 miles.

The vehicle charges via “new two-phase charging technology” or in other words a maximum of 7.2 kW, meaning a full charge of the battery takes 2.5 hours.  No quick charging option is available.

As for efficiency, Audi states the Q7 e-tron will only consume 1.7 liters of diesel for every 100 kilometers (or 118 MPGe in the US).  Combined fuel consumption in l/100 km: 8.3 – 5.7, or 28.3 – 41.3 US mpg.

Total range of the vehicle is stated at 1,410 kilometers (876 miles) – bladder control specialists rejoice!

Windmills Not Included

Audi states that the plug-in Q7 will touch 100km/h  (62 mph) from zero in six seconds – pretty decent for a land whale of this girth.  CO2 emissions are rated at under 50 grams per kilometer.

Top speed is 140 mph, powered by a 3.0-liter V6 turbo diesel engine and an electric motor; good for a combined output of 368 horsepower (373PS) and 516 lb-ft of torque (700Nm).

Special bonus: The lithium battery has a fluid-cooled thermal management system and Audi has developed an exclusive integrated heat pump for the plug-in Q7.

The Audi Q7 e-tron arrives first in Europe for Spring of 2016, with the US to follow (no ETA given from the Geneva show).

Full press release, in an incredibly long and wordy format like only Audi can provide, is found below.

A Look Inside The Audi Q7 e-tron

Full Audi Press Release below:

Audi Q7 e-tron

Great class, minimal emissions –
the new Audi Q7 e-tron 3.0 TDI quattro

• First diesel plug-in hybrid with quattro drive in its segment
• Best value in the segment: up to 56 kilometers (34.8 mi) electric range
• Maximum efficiency with hybrid management

It accelerates from a standstill to 100 km/h (62.1 mph) in six seconds, and yet consumes not even two liters of diesel per 100 kilometers (117.6 US mpg). The Audi Q7 e-tron quattro is sporty, comfortable and at the same time highly efficient. The world’s first TDI plug in hybrid with quattro drive, it is also the first plug-in hybrid with a diesel engine from Audi.

The Q7 e-tron quattro is Audi’s second model with a powerful plug-in hybrid drive system. The model combines the best of two worlds: Powered by the lithium-ion battery, the large SUV covers up to 56 kilometers (34.8 mi) on electric power alone – quietly, powerfully and with zero local emissions. Together with the diesel engine, the car can cover a total distance of 1,410 kilometers (876.1 mi).

Sporty power and minimum consumption
The Audi Q7 e-tron quattro is the world’s first plug-in hybrid car with a six-cylinder diesel engine and permanent all-wheel drive. Its sporty power is impressive: The 3.0 TDI and electric motor deliver 275 kW (373 hp) and 700 Nm (516.3 lb-ft) of system torque – enough to accelerate from 0 to 100 km/h (62.1 mph) in 6.0 seconds and for a top speed of 225 km/h (139.8 mph). The Q7 e-tron quattro travels up to 56 kilometers (34.8 mi) on electric power alone. According to the ECE standard for plug-in hybrid vehicles, the Audi Q7 e-tron quattro needs only 1.7 liters of diesel fuel per 100 kilometers (138.4 US mpg) – with a CO2 emission level of less than 50 grams per kilometer (80.5 g/mi) and a new best value in the segment. The standard thermal management system with integrated heat pump was specially developed for the Q7 e‑tron quattro. With this technology, Audi is the first manufacturer worldwide to set a new benchmark in the areas of interior comfort and climate control efficiency.

Audi Q7 E-Tron Arrive Spring 2016

Space and comfort: the culture of travel
The Audi Q7 e-tron quattro impresses with luxury-class comfort features and the largest interior in its field of competitors, besides other features. The balanced chassis, optionally available with adaptive air suspension, combines excellent ride comfort and distinctly sporty handling. The Audi Q7* sets standards with the display and operating concept of the standard Audi virtual cockpit and a newly developed MMI system.

The standard MMI navigation plus, with Audi connect internet module, is closely integrated into the hybrid management system on the Audi Q7 e-tron quattro. Using navigation data and real-time traffic information, the most fuel-efficient choice of four modes can be calculated along the route to the destination already when the car is started, even for long distances. The predictive efficiency assistant facilitates a forward-looking hybrid strategy, and is another new and breakthrough technology from Audi. Operation via the MMI touchpad or by means of naturally spoken commands provides the utmost convenience.

The new Audi Q7 e-tron quattro is a long-distance car with great sporting talent and yet suitable for everyday use. The new electromechanical power steering is highly efficient as well as sensitive. The five-link wheel suspension, also newly developed, on the front and rear axles is lighter by more than 60 kilograms (132.3 lb) compared with the axles on the predecessor model, and greatly contribute to the high driving dynamics. The lowered center of gravity also plays an essential role here.

The new Audi Q7 e-tron 3.0 TDI quattro
275 kW (373 hp) system output and 700 Nm (516.3 lb-ft) system torque – the Audi Q7 e-tron quattro sets new standards with its plug-in hybrid technology and quattro drive. The large SUV accelerates like a sports car from 0 to 100 km/h (62.1 mph) in 6.0 seconds, but consumes no more than 1.7 liters of fuel per 100 kilometers (138.4 US mpg) in the NEDC cycle – a best value in its class.

The Audi Q7 e-tron quattro is the first plug-in hybrid car in the world to combine a six‑cylinder diesel engine with quattro drive. With a system output of 275 kW (373 hp) and 700 Nm (516.3 lb-ft) system torque, it accelerates from 0 to 100 km/h (62.1 mph) in just 6.0 seconds, and continues up to a top speed of 225 km/h (139.8 mph). According to the relevant standard for plug-in hybrid vehicles, however, the large SUV needs no more than 1.7 liters (138.4 US mpg) of fuel in the NEDC cycle (with less than 50 g CO2  per km (80.5 g/mi)). This value too sets new standards.

Like all Audi hybrid models, the Q7 e-tron quattro has also been designed as a parallel hybrid. The 3.0 TDI, a highly efficient latest-generation V6 diesel engine, delivers 190 kW (258 hp) of power and 600 Nm (442.5 lb-ft) of torque. Active engine mounts – a world first for a diesel engine – eliminate unwanted vibrations through selective counter pulses.

The disk-shaped electric motor provides 94 kW and 350 Nm (258.1 lb-ft) of torque. Together with a decoupler, it is integrated into the eight-speed tiptronic. The automatic transmission is outstanding for its high efficiency and low weight. The quattro permanent all-wheel drive, also compact and lightweight, transmits power to all four wheels. During fast cornering, its center differential works closely with the wheel-selective torque control system, an intelligent software feature.

Inside The Audi Q7 e-tron

56 kilometer (34.8 mi) electric range: best value in the segment
The lithium-ion battery consists of 168 high-quality battery cells and is fluid-cooled. With a capacity of 17.3 kWh, it allows a 56 kilometer (34.8 mi) range in electric mode – another record in the segment. The total range with the TDI engine is 1,410 kilometers (876.1 mi).

Another efficiency component is the standard thermal management system with integrated heat pump, specially developed for the Q7 e-tron quattro. This makes it possible for the waste heat from the electrical drive components to be made available to the interior of the Q7 e-tron quattro. Audi is the first manufacturer worldwide to introduce this technology in series production in a plug-in hybrid and is thus setting new standards in the areas of interior comfort, climate control efficiency and range in EV mode. As well as heating up the interior more quickly, the customer also benefits from a far-reaching electric driving experience.

The new two-phase charging technology installed in the new Q7 e-tron quattro allows charging with up to 7.2 kW of power. Depending on the infrastructure (appropriate high-performance industrial socket) and the charging cable, full charging of the battery takes about two-and-a-half hours. A power charging cable is standard equipment. Audi offers its customers an optional package of e-tron services. They range from changeover to renewably generated electricity (Audi Energy) to installation and customer service. A convenient solution is also provided by the standard e-tron services in the Audi connect portfolio, for controlling functions like charging and air conditioning via smartphone.

Audi Q7 e-Tron With Some More Windmills…of course

Maximum efficiency: hybrid management
The hybrid management system controls the operating states of the Audi Q7 e-tron quattro intelligently, flexibly and with high efficiency. The driver can choose between four modes. The EV mode prioritizes electric driving, while in hybrid mode hybrid management decides on the type of drive for the most part freely. In battery hold mode, the system stores the available electrical energy, and charges the battery in battery charge mode.

The large SUV generally starts in electric mode. To activate the TDI, the driver has to press down on the active accelerator pedal (another innovation from Audi) beyond a certain point of resistance, which depends on the requirements of the hybrid management system. A pressure point must also be overcome for boosting, in which case both the engine and motor work together.

When the hybrid mode is active and the eight-speed tiptronic with integrated electric motor is in shift position D, the Audi Q7 e-tron quattro changes to coasting mode once the driver takes his foot off the accelerator. The TDI and electric motor are then deactivated. Should the Audi Q7 e-tron quattro approach a slower vehicle ahead or a traffic circle or the city limit, the coasting mode ends in favor of controlled regenerative deceleration. To detect the traffic situation ahead, the data from MMI navigation plus, the front camera and (if adaptive cruise control is on board) the radar sensors are used.

When driving in shift position S and in the battery charge mode, energy recovery begins as soon as the driver releases the accelerator. The driver can progressively influence the degree of recuperation by operating the shift paddles on the steering wheel. The majority of all brake applications in everyday use also occur via the electric motor. In the event of moderate or sharper deceleration, the hydraulic brakes come into play.

The standard MMI navigation plus is closely integrated in the hybrid management system in the Audi Q7 e-tron quattro. Based on the navigation data and real-time traffic information, the most fuel-efficient choice of four modes can be calculated along the route to the destination as soon as the car is started, even for long distances. The predictive efficiency assistant facilitates a forward-looking hybrid strategy, and is another new and breakthrough technology from Audi.

During driving, the predictive efficiency assistant supplies highly precise information on the near surroundings – creating a detailed picture of up to three kilometers (1.9 mi) ahead along the route from the navigation and camera data as well as from the radar information. On approaching traffic signs with speed limits, town signs, bends, traffic circles and intersections, the system visually signals to the driver to release the accelerator pedal. At the same time, the active accelerator pulses once against the sole of his or her foot.

New technologies: top comfort and sporty handling
The new Audi Q7 e-tron quattro is a long-distance car with great sporting talent and yet suitable for everyday use. The new electromechanical power steering is highly efficient as well as sensitive. The five-link wheel suspensions, also newly developed, on the front and rear axles are lighter by 60 kilograms (132.3 lb) compared with the predecessor model, and greatly contributes to the high driving dynamics. The lowered center of gravity also plays an essential role here.

Even the basic version of the large SUV rolls along gently and smoothly, while comfort is further enhanced by the optional adaptive air suspension with controlled damping. The driver can regulate the mode of operation via the standard Audi drive select dynamic handling system. It offers up to seven modes and integrates further technical components such as the steering, accelerator and automatic transmission.

As an all-rounder for leisure, family, sports and business, the Audi Q7 e-tron quattro also effortlessly masters easy terrain. A tilt angle display, hill descent control, an off-road mode for the Electronic Stabilization Control (ESC) and off-road navigation are standard.

Power and understatement: the design
The design of the new 5.05 meter-long (16.6 ft) Audi Q7* strikes a balance between powerful, intensified stylistic elements and elegant understatement. Details such as the deeply sculpted Singleframe grille, the striking emphasis of the wheels and the flared edges over the wheels – the “quattro blisters” – embody the brand’s DNA. All lines and surfaces are designed precisely and incisively, and accentuate the width and solidity of the car. The tailgate wraps around the steeply angled D-pillars – typical of the Q models from Audi.

The Singleframe, the air intakes, the 19-inch wheels and the rear diffuser are specially designed on the Q7 e-tron quattro. The headlights are three-dimensional, with their light signature appearing as a double arrow.

The body plays a decisive role in the relatively low weight of the Audi Q7 e-tron quattro. With its many components made of hot-formed steel and aluminum, it utilizes the same lightweight construction potential as the conventional Q7. The drag coefficient is only 0.34.

Elegant design and top quality: the interior
The Audi Q7 e-tron quattro has the most spacious interior in its segment. The three rear seats have adjustable backrests and can be moved fore/aft as desired. The lithium-ion battery is accommodated in a space-saving way: The luggage compartment has a capacity of 890 liters (31.4 cu ft) in its basic configuration, with a maximum of 2,075 liters (73.3 cu ft). An electrically operated tailgate is standard.

Design elements like the wrap-around – the long arc around the driver and front passenger – the trim strips and the panel of air vents emphasize the generosity of the interior. The two-part trim areas allow many individual combinations; the range of upholstery is of luxury-class standard. Numerous materials from the elegant Audi design selection are new to the Q family. The workmanship makes no compromises – typical Audi.

State of the art: operation and displays
A highlight in the Q7 e-tron is the standard Audi virtual cockpit – the fully digital instrument cluster with its 12.3-inch diagonal presents all the important information in fascinating graphics of brilliant quality. The driver can retrieve different levels of information, including specific e-tron displays such as the power meter. The large display makes it possible to switch to a conventional tachometer or to display it simultaneously with the power meter. In addition, the instrument cluster depicts the displays for the energy flow, the range (with numbers and graphs) and the charge level of the battery.

Audi also uses the latest technology from consumer electronics in the area of infotainment. Its main element is the second-generation modular infotainment platform, which utilizes the enormous computing power of the Tegra 30 graphics chip from NVIDIA. Operation is by voice, with the multifunction steering wheel or with the completely newly developed MMI terminal, the MMI touchpad. On request, Audi will integrate the MMI all-in-touch, the touchpad with haptic feedback.

Audi has added specific items to infotainment for displays in electric mode. Consumption statistics are available, for example, along with a graphic display of the electric range in the navigation map. Charging as well as the preliminary air conditioning can also be time-controlled and adapted to the customer’s requirements, such as departure time, so as to save resources and costs.

The standard Audi connect component links the Q7 e-tron quattro to the internet using the fast LTE standard – another unique selling point of the large SUV. Passengers can surf and email with their mobile devices via the Wi-Fi hotspot, while the driver can make use of numerous new online services and apps in the car. The additional elements are also highly attractive – the Audi tablet, which serves as Rear Seat Entertainment, the 3D sound systems from Bose and Bang & Olufsen and the new Audi phone box that inductively charges cell phones.

The equipment: typically top of the line
The Audi Q7 e-tron quattro comes with the standard equipment of a top model. Its special features include the Audi virtual cockpit, MMI navigation plus, predictive efficiency assistant and 19-inch wheels. The automatic air conditioning is also a tailored solution. It operates in unison with a heat pump that utilizes the waste heat of the electrical drive components for the thermal management. As an important efficiency element, it is another great innovation in the Audi Q7 e-tron quattro, heating up the interior faster at low temperatures, for example, to extend the electric range by up to 20 percent.

The options for the large SUV include a head-up display, tinted privacy glazing and a panoramic glass sunroof. If desired, the driver and front passenger can sit on climate-controlled customized contour seats with massage function.

The new Audi Q7 e-tron quattro also sets standards in assistance systems. New, for example, are collision avoidance assist, turn assist, cross-traffic assist and trailer assist. The adaptive cruise control including traffic jam assist takes over the steering from the driver on well-paved roads at speeds of up to 65 km/h (40.4 mph) if the traffic is slow-moving. In combination with the predictive efficiency assistant, speed is automatically adjusted when entering built-up areas and to observe speed limits as well as on bends and at intersections, once again using the coasting mode.

The Audi Q7 e-tron quattro will arrive at dealers in Germany in the spring of 2016.

Fuel consumption of the models named above:

Audi Q7:
Combined fuel consumption in l/100 km: 8.3 – 5.7 (28.3 – 41.3 US mpg)**;
Combined CO2 emissions in g/km: 193 – 149 (310.6 – 239.8 g/mi)**

**The fuel consumption and the CO2 emissions of a vehicle vary due to the choice of wheels and tires. They not only depend on the efficient utilization of the fuel by the vehicle, but are also influenced by driving behavior and other non-technical factors.

Kia launches 1.0-liter engine in Europe

As emissions regulations get tighter around the world, the automotive industry is seeing a proliferation of small, turbocharged engines to keep up. Kia is hopping into this field, at least in Europe, with its newly announced 1.0-liter turbocharged three-cylinder, and the mill debuts at the upcoming 2015 Geneva Motor Show in the Cee'd GT Line (pictured right).

Kia's turbocharged three-cylinder makes 118 horsepower and 127 pound-feet of torque in the Cee'd and goes on sale in the fourth quarter of 2014 across the pond. The Korean brand says that the engine will be offered in more of its products there, but won't announce them until later.

The engine is still subject to emissions and fuel economy certification in Europe, but Kia's goal is for it to have 10-15 percent better economy than the current 1.6-liter, direct-injected four-cylinder. To make those goals a reality, the company packs the three-cylinder with technology. Laser-drilled fuel-injection holes provide a more even mixture, and the heads and block have separate thermostats to let them be cooled independently, a decision that allows engineers to tune the temperature of the two parts separately to maximize efficiency. Also, the exhaust manifold is integrated into the design to further lower temperatures. On the Cee'd GT Line, the powertrain gets stop/start, as well.

While the Ford Fiesta shows that small engines can work in the US by offering the 1.0-liter EcoBoost with 123 hp and 148 lb-ft of twist, don't expect Kia to try it here anytime soon. Company spokesperson James Hope told Autoblog, "We're always studying the market, but there are no plans at the moment" to bring the mill here.

WORLD PRODUCTION PREMIERE FOR KIA'S NEW 1.0-LITRE TURBOCHARGED THREE-CYLINDER 'KAPPA' ENGINE

World premiere for Kia's new downsized 1.0-litre T-GDi engine
Developed in-house at Kia's Namyang R&D centre
Newly-developed laser-drilled injectors enable more efficient combustion
Single-scroll turbocharger with electric scavenging system
Innovation dual-thermostat cooling for cylinder heads and engine block

Kia's all-new 1.0-litre T-GDi (turbo gasoline direct injection) 'Kappa' engine will make its world production debut at the 85th Salon International de l'Automobile in Geneva on 3 March 2015.

Kia's new T-GDi Kappa engine embraces the industry trend towards smaller capacity, higher efficiency units which consume less fuel and emit fewer emissions – while still delivering responsive performance.

World production debut – the new Kia cee'd GT Line

The first car to benefit from Kia's new 1.0-litre T-GDi engine will be the new cee'd GT Line range. In this application, the new Kappa engine will develop 120 ps and 172 Nm torque, and has been engineered to deliver lower CO2 emissions than the 1.6-litre GDi engine found in other cee'd models, pending homologation.

After the cee'd GT Line, which goes on sale across Europe in Q4 2015, the new 1.0-litre T-GDi engine will be made available on a range of other Kia models in future.

Fulfilling a sustainable engine downsizing strategy

The new power unit is the first of Kia's upcoming range of downsized engines to make its debut in Europe, and has been developed in-house by Kia's powertrain development team at its Namyang, Korea R&D centre.

Engineers' key aims throughout development were to provide immediate engine response, highly-efficient combustion and access to maximum torque from low engine speeds. These represent the cornerstones of Kia's wider strategy to develop downsized engines for its global model line-up.

Throughout the T-GDi's development, Kia's R&D teams have aimed for a 10 to 15 per cent improvement in fuel efficiency compared to the brand's current 1.6-litre GDi engine.

More efficient combustion with high pressure fuel injection and improved air flow

The new downsized engine features a newly-developed laser-drilled injector, with six individual holes. Instead of consistently injecting the fuel-air mixture onto certain points within the combustion chamber, the laser-drilled holes, laid out in a pyramid shape, provide a more even spread of fuel and air throughout the cylinder. Backed by a high pressure pump, the new laser-drilled injectors are able to provide fuel injection pressure of up to 200 bar.

The adoption of a straight air intake port – instead of the gently curved port in Kia's existing 1.6-litre GDi engine – further improves air flow to the combustion chamber for improved fuel efficiency. The straight air intake port ends in a sharper air intake throat, reducing air resistance at all stages of air intake to the engine, improving cylinder tumble flow for faster, more efficient combustion and suppressing engine knocking.

Single-scroll turbocharger with efficient electric scavenging motor

The T-GDi's single-scroll turbocharger is paired with an electric waste-gate motor, which improves the turbocharger's performance with a highly efficient air scavenging strategy. As well as scavenging clean air for the engine to re-use for combustion, it is able to open the waste-gate at the same time to improve waste air flow.

This innovative system allows for greater low-end torque, more immediate engine response from any throttle position, and improved fuel economy under higher engine loads. In the Kia cee'd GT Line, the engine's maximum 172 Nm torque is available across a wide 1,500-4,100 rpm range, with maximum power arriving at 6,000 rpm.

Lower exhaust gas temperatures and split cooling

The engine is also fitted with an integrated exhaust manifold, which lowers the exhaust gas temperature slightly. As well as improving high speed, high load fuel economy, lower temperatures also result in cleaner emissions by allowing the catalytic converter to operate more effectively.

The engine's temperature is closely regulated with the adoption of a new dual-thermostat split cooling system. This allows the engine block and cylinder heads to be cooled independent of one another, the main thermostat controlling the flow of engine coolant to cylinder heads above 88°C to reduce knocking, and an engine block thermostat shutting off coolant flow above 105°C to reduce mechanical friction and aid efficiency.