Over the next 10 years, Honda will allocate approximately 5 trillion yen in the area of electrification and software technologies to further accelerate its electrification, which is approximately 62% of the company’s overall R&D expenses budgeted for the same. This expenditure will enable it to have up to 30 EV models globally by 2030 with production volumes of more than 2 million units annually. This huge investment will help Honda achieve carbon neutrality for all products and corporate activities by 2050.
The strong focus on EVs – and presumably, Honda is referring to battery electric vehicles (BEVs) – may suggest that the carmaker will be decreasing development of internal combustion engines (ICE) and hybrid vehicles (HEVs). In fact, last year, it announced the intention to stop producing and selling new ICE vehicles, including hybrids, worldwide by 2040.
However, like what a number of major carmakers are saying, hurried adoption of BEVs is not a practical approach. Due to regional differences such as the level of customer acceptance, affordability, readiness of infrastructure and economic conditions, a singular approach to switching to BEVs globally is not going to work.
Honda will therefore be working on rapid transitioning to BEVs in markets and regions such as the USA, Europe, China and Japan while continuing with a more realistic solution for other areas. In those major markets for electrification, the ratio of BEVs and fuel cell electric vehicles (FCEVs) will be increased at a faster rate. In relation to overall unit sales, these zero emission vehicles will account for 40% of volume by 2030, 80% by 2035, and 100% by 2040.
In some markets like Malaysia, Honda also refers to its hybrid technology as e:HEV technology.
And even though North America is one of the regions that is part of the main electrification plan, Honda has still allocated R&D resources to develop new hybrid models for the near-term. This is to increase HEV volume of core models such as the CR-V, Accord and Civic which are produced there. Honda currently sells 4 HEV models in North America. However, Insight production will end in June to start production of the new CR-V Hybrid this year, followed by the Accord Hybrid, which will eventually make up 50% of the sales mix of each model.
2021 Honda CR-V Hybrid
“We need to take into account multiple factors, such as the living environment and the penetration rate of renewable energy, rather than simply switching to electric vehicles,” said Toshihiro Mibe, Honda’s CEO. “We are ending conventional engines but we will still focus on hybrids, and it will be our strength in 2030 or even in 2035.”
Honda, along with Toyota, were the first brands to introduce HEVs and while the Prius was the first into the market, Honda’s first generation of Insight arrived in the USA 7 months before the Toyota HEV. Following the futuristic looking Insight was the Civic Hybrid in 2002 and then the Accord Hybrid.
Honda’s first model with hybrid electric technology was the Insight, which made its debut in Japan in 1999. The CR-Z hybrid sportscar was sold between 2010 and 2016 but due to diminishing sales of coupes, Honda didn’t follow up with a second generation.
Honda continued to improve its hybrid technology (which it also refers to as e:HEV technology in some markets) as well as try to bring costs down and developed better hybrid powertrains for the next generations of the models. It also came out with a HEV sportscar, the CR-Z, in 2010 but as sales of coupes slowed down, the model line did not continue into a second generation.
So HEVs still have a future, more so now that they have moved from being of interest to early adopters to become more mainstream in the marketplace. While most HEV buyers would be aware that their car is powered by a petrol engine as well as an electric motor, the fact that a HEV needs no recharging (a plug-in hybrid or PHEV does) makes the technology ‘invisible’. It’s like turbochargers; in the 1970s, they were distinct features in high-performance engines but today, their presence is taken for granted in the new generation of downsized engines.
In Malaysia, Honda has been selling hybrid models since 2004 and assembling some models locally since 2012, starting with the Jazz Hybrid.
Honda’s continued attention to HEVs will also be beneficial in other markets where BEV adoption may be slow. HEVs can still help in a small way on the climate change issue as they generate lower carbon dioxide gases which have been identified as a major cause of global warming.
When the latest 11th generation Civic Hatchback made its global debut from North America last year, it was mentioned that there would be hybrid (which Honda calls e:HEV) as well as combustion engine powertrains. However, the e:HEV powertrain was primarily intended for the European market to meet Honda’s objective for all European mainstream models to have electrified powertrains by 2022.
The Civic Hatchback e:HEV will be available in Europe from the fourth quarter of this year. It will join the Jazz, CR-V and HR-V in the electrified line-up, while the Honda e is a battery electric model (BEV).
While the Jazz, CR-V and HR-V use 1.5-litre petrol engines with their hybrid powertrains, the new Civic Hatchback has a larger 2-litre direct-injection, Atkinson-cycle engine. The total system output is 135 kW (170 ps) and 315 Nm of torque. Honda engineers have introduced several new elements within its architecture to help achieve a thermal efficiency of 41%, one of the highest figures within the automotive industry for a production roadcar engine. This allows the engine to provide better performance as losses through friction are less.
The two compact electric motors, powered by a 72-cell lithium-ion battery, work together to provide the primary propulsion for the car. The engine is controlled by a new, compact Power Control unit which now sits under the bonnet with the rest of the powertrain. Located under the rear seats is the latest version of Honda’s Intelligent Power Unit (IPU) and whilst smaller and lighter, it benefits from an increased energy density. This system delivers a feeling of instant torque and powerful acceleration whilst still offering outstanding efficiency.
While on the move, the advanced powertrain shifts seamlessly between electric, hybrid and engine-only modes. When each mode is used depends on various factors, but the driver does not make the determination. The computer will consider the battery level, load conditions and speed, and choose the optimum mode to run in. It is possible to run a few kilometres on just electric mode, usually when starting a journey.
And while on the move, the battery is constantly recharged (even during braking or coasting) so there should be no ‘range anxiety’ or the need to search for a charging station. In fact, with the presence of the petrol engine, the operation is just like a normal car with a combustion engine and fuel can be added when necessary. However, with the electric motor doing part of the work, the consumption will be quite low (20 kms/litre claimed).
While the driver cannot control the powertrain modes, he or she can select specific programming for economical, sporty, or normal driving characteristics. The Civic Hatchback also has one more mode not seen in all e:HEV models and that is an Individual mode. This allows separate control of the engine, transmission and meter display and will be appreciated by drivers who want to fine-tune their car’s performance. Central to the e:HEV system is the fixed gear transmission which has been designed to minimize mechanical friction and is controlled by the IPU.
As for styling, the overall appearance follows that of the latest Civic generation with a more dramatic roofline that gives a sleek coupe-like profile. Depending on the variant, the front end may have a different grille (like the RS versions in Malaysia). At the rear where the big differences are, with larger side windows and a new small corner window in the C-pillar to enhance rearward visibility,
The roofline flows downwards to a lightweight composite tailgate (a first for the Civic). Developed using new manufacturing technology, the weight has been reduced by 20% compared with the previous Civic, making it easier to open and close.
The overall height of the car has been reduced by 50 mm by moving the hinge mechanism outwards. The design of the rear lights is different from the sedan’s and the third brake light lens spans nearly the entire width of its hatch, visually emphasizing the Hatchback’s wider rear track.
Compared to the 10th-generation Civic Hatchback, the windscreen pillars have been moved back by around 50 mm while the wheelbase is 35 mm longer and the rear track is 13 mm wider. However, the rear overhang is less which reduces the overall length by 124 mm but Honda says rear legroom is better in this new variant.
With the large opening at the back, additional attention was given to body rigidity. The Civic Hatchback’s structure has 19% better torsional rigidity versus the previous generation. The stiffer structure, with an aluminium front subframe, benefits ride, handling and refinement, with reductions in noise, vibration and harshness augmented with the extensive use of structural adhesives, spray-in foam in the pillars, and additional sound deadening in the firewall and under the floor.
The suspension is shared with the Sedan but Honda mentions chassis updates such as new low-drag front brake calipers, and low-friction front and rear wheel bearings to reduce rolling resistance.
While the latest City Sedan and Hatchback RS have e:HEV powertrains, the new Civic Sedan does not. Whether we get the new Civic Hatchback e:HEV depends very much on whether it is offered in Thailand. Sales of the Civic Hatchback have not been good so there may not be interest offer the new generation.
However, since it uses the same platform as the sedan, Honda might be willing to develop a sedan with e:HEV technology for ASEAN where there should be sufficient volume to justify it. According to Maduko Chujo, Managing Director & CEO of Honda Malaysia, the company is looking at the possibility of offering a hybrid powertrain with the Civic later on. One of the challenges for the company is to get the cost down so the pricing can be more attractive to a larger segment of buyers.
The Maserati Grecale has finally been unveiled after a delay of about three months due to the global chip shortage. As the second SUV in the carmaker’s range, it is positioned below the Levante and take on rivals like the BMW X3 and Porsche Macan.
With an overall length of 4846 mm and width of 2163 mm, the shares the Giorgio platform with the Alfa Romeo Stelvio, though this is an updated platform with the additional capability of accommodating a 400V electric powertrain as well. At launch, there will be three engine choices available – two 4-cylinder 48V mild hybrids (300 bhp/330 bhp) and the powerful Nettuno V6 which produces 530 bhp for the Trofeo version.
Like the Levante, the performance of the all-wheel drive Grecale’s can be optimised with drive modes. In fact, while the Levante has 4 modes, the Grecale has one more (for the Trofeo version) besides the Comfort, GT, Sport and Off-Road modes. To complement the drive modes is the Maserati Vehicle Dynamic Control Module system which gives full control of driving dynamics and comfort levels.
Fully electric Grecale Folgore will only be launched in 2023.
Details of the electrified version, Maserati’s first BEV (battery electric vehicle) SUV are not available yet as the model will only be introduced in 2023. For now, it is known that it will have 400V technology for its powertrain. It will be part of the Folgore range, the name referring to the company’s strategy to have a completely electric product range by 2030.
The Grecale’s design uses elements from the MC20 sportscar, with a more ‘vertical’ design language more appropriate for the SUV form that is 1670 mm tall. The body has meandering, visual forms and its technical components are highlighted by the use of carbonfibre. In the rear, the boomerang taillights are inspired by the Giugiaro 3200 GT and fit in with the trapezoidal line, made even more striking by the coupe effect of the profile.
The cabin, riding on a wheelbase of 2901 mm, has 2 rows of seating for 5 persons. Like many of the latest cars, the displays are greatly digitised, certainly more than any Maserati before. Everything is touch-based, giving clean aesthetics and even the traditional Maserati clockface has gone digital for the first time,
The dashboard has a large 12.3-inch display (the largest ever on a Maserati) with a classic cluster for the driver, and an 8.8-inch touchscreen running on Android Automotive software, which gives digital assistant services. There’s a second display for rear passengers as well to have more personalised control of the infotainment system.
For those who expect a luxury model to have superlative audio quality, Maserati has worked with Italian specialist Sonus Faber to provide an immersive 3D sound system. The Sonus faber system comes with a high-frequency amplifier and 14 or 21 speakers with specific functionalities that illustrates Sonus faber’s natural sound thorough the use of natural materials.
Production will start in mid-2022 with first deliveries commencing during the second half of the year. Official pricing has not been revealed although the entry-level Grecale GT is rumoured to start from around £50,000 (about RM280,000) in the UK.
Since the late 1990s, hybrid powertrain systems have been developed by various manufacturers, acting as the first step in electrification of vehicles. The systems are similar in having an electric motor and a combustion engine but differ in the way they operate. The ideal operating strategy is to be able to use the electric motor as much as possible, with the engine coming in when extra power is needed.
Nissan’s e-POWER system takes a slightly different approach although it has the motor and engine as well. Part of the electrification strategy under Nissan Intelligent Mobility, e-POWER borrows from the EV technology developed for the LEAF, now the best-selling fully electric car in history.
Nissan Intelligent Mobility anchors critical company decisions around how cars are powered, how cars are driven, and how cars integrate into society. In 2006, Nissan R&D was able to achieve a breakthrough in its energy management technology by reducing the battery capacity to match its competitors’ hybrid vehicles while still delivering desirable EV qualities, such as quietness and efficient energy use. In addition, application of Nissan’s technologies, such as the integration of a power-generating engine, electric motor drive for compact car use, strengthening of the powertrain’s rigidity and improvements in NVH levels, became the foundation of e-POWER and its implementation in the compact-car segment.
Where the LEAF requires regular recharging of its battery pack, an e-POWER system does not need that as a small petrol engine is used to charge the high-output battery pack when necessary. This means that the driver will have no need to look for a charging station (or set one up in his home) and no ‘range anxiety’ (the fear of running of out electricity and being unable to recharge).
A significant difference between the e-POWER system and other hybrid systems is that the wheels are driven only by the electric motor. With other hybrid systems, the motor and engine are used to propel the vehicle, varying their amount of contribution according to driving conditions.
The e-POWER’s compact powertrain consists of a petrol engine, power generator, inverter, and electric motor. In conventional hybrid systems, a low-output electric motor is mated to a petrol engine to drive the wheels when the battery is low (or when traveling at higher speeds). However, in the e-POWER system, the engine is not connected to the wheels; its function is to charge the battery. Thus, the car has its own ‘charging station’ wherever it goes, recharging the battery whenever it is low.
This system structure generally requires a bigger motor and battery because the motor is the only power source to drive wheels. This has made it hard for the automotive industry to mount the system in compact cars. However, Nissan found a way to minimize and reduce weight, develop more responsive motor control methods and optimize energy management. As a result, the e-POWER system can use a smaller battery than the LEAF but delivers EV performance.
This means that there is maximum torque almost instantly – a characteristic of electric motors – , which enhances acceleration. Because the system relies on the engine less frequently, fuel efficiency is comparable to that of leading conventional hybrids, especially during daily town driving.
The Note sold in Japan was the first model to use the e-POWER system.
Over the years, Nissan has been improving and refining the e-POWER system while also offering it in selected models for the Japanese market. It has been progressively offered in other markets since 2020 and this year, the new Qashqai SUV will be the first model in Europe to be equipped with the system. The system was also introduced in China last year in the new Sylphy model.
At the heart of the latest e-POWER system is a 1.5-litre 3-cylinder turbocharged variable compression 156 bhp petrol engine (pictured below) which has been developed specifically for this application. First used by Infiniti, the engine’s variable compression capability (between 8.1 and 14.1:1) is a unique feature in an internal combustion engine and allows it to adjust compression ratio, giving both optimum performance and economy depending on the engine load. The 140 kW electric motor is of a similar size and power output as found in Nissan’s EV models.
With the variable compression ratio, the engine runs within its optimal range and best compression ratio, leading to superior fuel efficiency and lower CO2 emissions compared with a traditional internal combustion engine, as well as a refined drive thanks to reduced engine noise.
To maximise performance, in high acceleration or high-speed situations, the energy management control unit within the e-POWER system can send the power generated by the engine directly to the electric motor, via the inverter, to bolster the electricity supply which is coming from the battery. Under deceleration and braking, the kinetic energy is recaptured and channelled back to the battery to optimise efficiency.
Key to the development of the e-POWER system for the Qashqai was the need to ensure the driving experience gave a ‘connected’ sensation, where the petrol engine speed remains relative to the vehicle’s road speed. Engineers at Nissan Technical Centre Europe collaborated in developing a system called ‘Linear Tune’. This feature governs the petrol engine and progressively increases the speed of the 1.5-litre engine to meet the motor’s energy demands as the car accelerates, ensuring there is no ‘disconnect’ between what the occupants experience in terms of performance and sound.
New Qashqai is first Nissan model in Europe with e-POWER.
The disparity between engine speed and road speed is a phenomenon that drivers and passengers find unsettling. For example, a sudden rise in engine revs without a commensurate increase in speed is perceived as frustrating and ‘disconnected’ by occupants – which Linear Tune addresses.
Although sales of EVs are growing rapidly, especially in Europe, Nissan understands that not everyone is ready to make the switch for various reasons. The e-POWER system therefore provides a transitional phase where the benefits of using an EV can be experienced without the present concerns that many may have regarding recharging and range.
Along with the new Mercedes-Maybach S-Class (Z223), Mercedes-Benz Malaysia is also bringing in the GLS 600 4MATIC SUV, the only other model in the ultra-exclusive sub-brand above the Mercedes-Benz S-Class. Like the Z223, the GLS 600 costs considerably more than the model from which it was adapted (from RM1.89 million before adding insurance) and as we wondered, why would someone pay so much more when it would be possible to personalize a Mercedes-Benz GLS with additional luxury fittings and probably spend less? Well, we’re not in that segment of customers who can afford such cars so it’s hard to understand but it may be that there are some who want exclusivity as well as the assurance of the product being made by the same manufacturer, and not an independent outside party.
Where the differences are
Unless the S-Class, the GLS 600 has a closer resemblance to the Mercedes-Benz version, even size-wise. It has Maybach-specific styling elements but, at a glance, it would be hard to see the difference although the extra chrome trim does offer a clue. Where the Mercedes-Benz GLS sports a large star between two horizontal louvres in the radiator grille, the Mercedes-Maybach grille has a fine, elegant line of vertical chrome. At the lower level are ‘oar-blades’ at each side, with a classy mesh grille over them.
Along the sides is another classy feature – aluminium retractable side steps. The GLS 600 isn’t the only one with it but it is nevertheless something that will impress since you don’t see it often. The 2.06-metre long custom-designed steps, with extra width towards the rear half, fold out from underneath when a door is opened (and the vehicle is also lower slightly). Closing the door will reverse the action and the steps fit flush against the underside so there is no loss of ground clearance. This feature is exclusive to the Mercedes-Benz Maybach version.
The 23-inch wheels were developed exclusively for this model and have the pinstripe theme of the brand. The tailpipe trim elements with a small cross rib emphasise the model’s identity as a Mercedes-Maybach. The same applies to the brand emblem, which is positioned at various points such as on the D-pillar.
Extra money gets you this 2-tone paint finish with a dividing line which is applied by hand, adding another level of exclusivity.
First-class cabin
It’s on the inside that much of the reason for the higher price is evident. Needless to say, the character of the interior is reflected in the high-grade materials and the high level of craftsmanship. Where the Mercedes-Benz GLS has 3 rows for up to 7 persons, the Mercedes-Maybach version has only two rows and the back one is for just two persons. The seats look like they came from the first-class cabin of an airliner with power everything and a generous reclining angle.
Between the seats is a wide console and at its rear end is a lid which opens into a refrigerated compartment. The refrigerator is an option but for the Malaysian market, it comes as a standard fitment. It has a large volume but that also means that it sticks into the boot area and takes away a bit of space.
From their elevated seating position, thanks to electrically operated roller sunblinds on the two rear side windows, the passengers can decide for themselves how much of their surroundings they want to see. Overhead is an electrically opening panoramic sliding/tilting sunroof with an opaque roller blind which will certainly be needed with our burning sunshine.
While a SUV is often regarded as a more leisure-oriented vehicles, the GLS 600 can also be used as a mobile office for those who cannot (or don’t want to) disconnect from their business. There are multiple options with WLAN/Bluetooth to enable the occupants to stay connected to the rest of the world and folding tables and a 115/230 V socket can be installed. The MBUX Rear Tablet with a 7-inch screen acts as a control centre for all the comfort features and can also be removed and used as an Android tablet. The MBUX infotainment system with Rear Seat Entertainment System uses two 11.6-inch touchscreens and each screen can display the content selected by the individual user.
Better air quality and enhanced wellness
In this age of greater concern for air quality, the AIR-BALANCE helps to improve the quality with two particularly clever features. One is active fragrancing of the interior with technology that ensures the fragrance actually evaporates after system deactivation and air exchange so no perfume droplets stick to clothing or the occupants.
The AIR-BALANCE Package also has air ionisation using a high-voltage ioniser in the air duct. The ioniser generates negative ions and owing to the magnetic attraction, they form heavier agglomerations and fall to the floor. In this way, certain viruses, bacteria and spores can be deactivated while the air will be fresher.
The suspension is based on that of the Mercedes-Benz GLS with AIRMATIC air suspension and Adaptive Damping System Plus (ADS+). The E-ACTIVE BODY CONTROL suspension based on the 48V on-board electrical system, an innovation in suspension technology, is standard. A special Maybach drive program has been developed to provide class-leading ride comfort.
Hybrid powertrain with cylinder-cut
For power, the M177 engine is used and this is a new, electrified variant of the V8 petrol engine with a displacement of 3982 cc and has a 48V on-board electrical system with integrated starter-alternator (ISG). The ISG is responsible for hybrid functions such as EQ Boost or energy recovery, allowing fuel savings that were previously reserved for high-voltage hybrid technology.
The output of the bi-turbo engine is 558 ps/730 Nm, and can be boosted by 250 Nm/22 ps momentarily. For fuel-savings, the variable valve control system CAMTRONIC can shut down 4 cylinders when demands are low. The transition between on 4 and 8 cylinders is seamless an absorber reduces vibrations that come from running on less cylinders.
Mercedes-Benz has had lots of experience in all-wheel drive, not only when it developed its first SUV in 1997 but even before that with the G-Wagen. For the GLS 600, the power flows through a 9G-TRONIC automatic transmission to a transfer case that can vary torque from 0 – 100% between the front and rear axles.
Sophisticated PRE-SAFE systems
The tallness of a SUV has always been a challenge for engineers as there is a higher risk of roll-over. The PRE-SAFE system has active systems that can lower this risk significantly, but accidents can still happen. This is where the additional airbags installed in the rear seats help to give better protection to the passengers while Impulse Side, which is part of the Driving Assistance package Plus, uses the close-range radar sensors to detect an impending side-on collision and can prompt the driver or front passenger to move further away from the danger zone.
An interesting feature is the use of hearing, an area that often gets forgotten. If a probable impact is detected, the PRE-SAFE Sound system transmits a noise signal through the sound system of the vehicle which can trigger a reflex. It causes the stapedius muscle in the inner ear to contract and thus muffles the noise level of a major collision. This small action could help reduce the disorientation caused to the passenger by the impact and enable him or her to get out quickly.
As reported earlier, the FIA aims to make motorsport more sustainable and more environment-friendly. The pursuit of these objectives cover various forms of motorsport, including the World Rally Championship (WRC) which, this year, sees the introduction of hybrid technology mandatory for what are known as Rally1 cars. The plug-in hybrid unit, including all necessary components and software, will be common, with the potential for more freedom of development in 2024.
TOYOTA GAZOO Racing, Hyundai Motorsport and M-Sport Ford have fully committed to the WRC from 2022 to 2024 and will run Rally1 cars. They will use a plug-in hybrid powertrain with an existing 1.6-litre turbocharged petrol engine, and must also run on 100% fossil-free fuel to reduce CO2 emissions.
The system’s output is more than 500 ps, with 100 kW contributed by the electric motor which draws its energy from a 3.9 kWh battery pack. Hybrid Electric Vehicle Zones created close to service parks and ceremonial start areas during all rounds of the WRC will require Rally1 crews to demonstrate that they can run in full electric mode over a specified route highlighted in the roadbook.
New safety issues
The introduction of high-voltage hybrid powertrains brings new safety issues for the crew as well as spectators and the FIA has issued new requirements specifically for Rally1 cars. Firstly, there must be two pairs of Class-0 gloves carried in each car capable of withstanding 1,000 volts. These must be easily accessible for the driver and co-driver in the event of an emergency when they are getting out of their car.
Warnings on exterior of Rally1 cars
On the outside, the Rally1 cars are identifiable by an ‘HY’ graphic on the side door panels. Spectators are being warned to look out for this graphic so that they will take care. In rallies, it is not unusual for spectators to rush to a car that has crashed or gone off the road to assist and if a Rally1 car is damaged in certain areas, electric current could leak onto the bodywork.
The organisers therefore want to ensure that there are no incidents of people being electrocuted, and each car has safety lights on the windscreen and both side pillars. These lights will be green when the car is safe to touch. A flashing red light with an audible warning means a car is unsafe to touch.
Second round underway
The 2022 WRC is currently running its second round in Sweden after the opening round in Monte Carlo last month which was won by M-Sport Ford. TOYOTA GAZOO Racing’s Kalle Rovanpera got off to a strong start during the speed test in his Toyota GR Yaris Rally1. He gets to start first today though that is not necessarily an advantage in a winter rally.
With Sweden not part of Sebastien Ogier’s programme of selected rallies this season, Esapekka Lappi will make his first start with the team’ since 2018. Rovanpera will open the road as the highest-placed driver in the standings after finishing fourth and winning the Power Stage on Rallye Monte-Carlo.
Elfyn Evans was part of the lead battle on Round 1 before a small but costly mistake ended his chances of a strong result. He will hope for a repeat of the championship’s last visit to Sweden in 2020 when he scored his first victory for Toyota. As on every round this season, Takamoto Katsuta will drive an additional GR YARIS Rally1.
M-Sport Ford’s Craig Breen has a strong track record on snow to date. The Irishman is keen to show his ability on the high-speed snow tests in search of a second consecutive podium result. Off the back of his first ever WRC stage win, Gus Greensmith completed a small Norwegian National event in a Ford Fiesta Rally2 to help acclimatise to the specialist conditions and driving style. The young Englishman is aiming to build on his Monte Carlo result and looking for his first loose surface stage win.
The Hyundai Motorsport team, which had a bad first outing of the season, has a previous winner of Rally Sweden – Thierry Neuville who won in 2018. “Rallying is always a bit more spectacular on snow with the studded tyres,” he said . “Usually, as the stages are quite fast, you have to lean into the snowbanks and drive sideways a bit more. You have to be slightly more brutal to get the studs to grip into the ground.”
Closer to Arctic Circle this year
Conditions are extreme, though not unusual for Rally Sweden which is on ice and snow, with temperatures well below 0°C. There is also likely to be rain during the event which is run in the remote forests of north-eastern Sweden, closer to the Arctic Circle. There are 17 stages over 265 kms.
The various stages of Rally Sweden this year.
The stages will all be brand-new to the WRC but the characteristics that make it one of the most popular and spectacular rallies on the calendar will remain. Special studded tyres bite into the surface to provide grip on roads that are lined with snow banks, which drivers lean on to carry more speed through the corners.
Volvo’s flagship range in Malaysia has gained an additional variant – the XC90 B5 Inscription Plus, a mild hybrid under the B badge line. The B badge is used to signify the presence of a mild hybrid powertrain which is expected to help the carmaker move closer to its goal of having all its models electrified by the middle of the next decade.
The new 7-seater SUV variant, which joins the XC90 Recharge T8 Inscription Plus, has an integrated electrified powertrain (similar to the one in the latest XC60). This combines an advanced kinetic energy recovery braking system with the petrol engine to reduce fuel consumption and emissions.
The 4-cylinder turbocharged petrol engine is coupled to an 8-speed Geartronic automatic transmission. Together with an electric motor, it produces up to 249 ps/350 Nm which goes to all the wheels.
Standard equipment includes a Bowers & Wilkins Premium Sound audio system, while for active safety, there is a 360° surround view camera and IntelliSafe systems such as City Safety with Autobrake, Lane Keeping Aid, and Cross Traffic Alert.
Excluding insurance and sales tax, the XC90 B5 Inscription Plus is priced from RM386,842.12. Customers can choose from 4 exterior colours (Crystal White, Onyx Black, Denim Blue and Pebble Grey) and enjoy a full 5-year warranty as there is no limit on mileage after registration.
Following the launch of the Honda City Hatchback in December, for which there are more than 5,200 bookings, Honda Malaysia has now announced the price of the City Hatchback RS e:HEV which was not revealed earlier. Without insurance, the price is RM107,783.09 and this price without sales tax will be applicable until June 30, 2022. There are 3 colour options – Ignite Red Metallic, Meteoroid Gray Metallic and Platinum White Pearl.
This is the first time that the City model is offered in a hatchback bodystyle and the flagship version also comes with e:HEV technology that uses the 1.5-litre Sports intelligent Multi-Mode Drive (i-MMD) powertrain coupled with Electric Continuous Variable Transmission (e-CVT). The hybrid powertrain produces 109 ps/253 Nm and can run in hybrid, engine or even fully electric mode, the latter available for a limited distance depending on the battery pack level.
The City Hatchback’s e:HEV system can run on just the electric motor powered by the battery pack, saving fuel and with no exhaust emissions.
However, as a hybrid electric vehicle, there is no need for recharging from an external source as the battery pack will recharge while the car is being driven. Recharging constantly takes place either by the engine or through regeneration during braking and coasting. This is therefore a more practical approach to electrification for Malaysians at this time when the network of recharging stations is still very small.
Specific to the City Hatchback are a Gloss Black front Grill, Solid Wing and Door Mirrors, and standard are LED headlights with LED Daytime Running Lights, LED front foglights, a rear spoiler and LED rear light units, along with 16-inch alloy wheels.
The interior follows the layout of the sedan and comes with red-stitched Ultrasuede® Seats. The City Hatchback offers additional versatility as it comes with the 4-mode ULTRA Seat, a feature that originated in the first Jazz. The ULTRA Seat allows for different seating layouts in the cabin to suit different usage requirements, including one for carrying tall items like plants.
With the ULTRA Seat, it is possible to fold the seats upright to create more vertical space to carry tall items like plants.
This variant also comes with a 7-inch Interactive TFT meter, 8-inch Display Audio with Apple CarPlay and Android Auto Connectivity as well as rear air conditioning. Other first-in-segment features are Honda LaneWatch to monitor the blind spot on the left side, Electric Parking Brake and Remote Engine Start.
Honda LaneWatch uses a small camera on the left door mirror to monitor the blind spot behind the car and display real-time images on the centre screen.
Like the City Sedan RS e:HEV, this hatchback variant also has Honda SENSING, the camera-based driver-assistance system which allows Level 2 autonomous driving as well. Honda SENSING consists of Adaptive Cruise Control, Collision Mitigation Braking System, Forward Collision Warning, Lane Keep Assist System, Road Departure Mitigation, Lane Departure Warning and Auto High Beam. With the systems active, the workload on the driver is less so fatigue on long journeys can be reduced as well as motoring safety being enhanced.
Honda CONNECT is also included and this smart Telematics Technology allows owners to connect with the City Hatchback via a smartphone application. The owner can be easily informed of the car’s status as well as other useful information.
For more information or to locate a showroom for a test-drive, visit www.honda.com.my.
With its low volumes, Alfa Romeo has struggled for many years and relied on the loyalty of the alfisti to keep it around. Heritage can only go so far in modern business, but Alfa Romeo has usually survived to continue its business. Now under the Stellantis Group, it will have some more breathing space with access to considerable shared resources that will allow one new model to be launched every year during this decade.
It’s been a while since we saw a really new model from Alfa Romeo and the new Tonale is something that has taken almost 3 years to go into production. A concept was shown at the 2019 Geneva Auto Show with a plan to put it in showrooms in a few years. By the time Stellantis came into the picture, the development would have been too far ahead to stop or change, so in 2022, it has its global debut although many markets may only get it in 2023.
The Tonale has compact dimensions which means it will do battle in the most competitive area of the SUV segment. While said to remain true to its DNA of Italian sportiness, it also marks the metamorphosis of the brand as it starts a new era of connectivity and electrification.
2019 Alfa Romeo Tonale Concept
Concept car inspiration
Much of the design draws on the concept car shown in Geneva which contained many classic Alfa Romeo stylistic features, reinterpreted in the name of modernity. The sides are notable for their extended curve below the waistrail, known as the ‘GT Line’, which runs from the rear to the headlights, giving definition to the car’s body and its profile. In terms of the modelling, its full volumes and sensuality are reminiscent of models such as the 8C Competizione.
At the front, the new floating ‘Scudetto’ shield is no longer a part of the bumper but a distinctive element on its own. The lower part includes two main side air intakes which together with the shield create what is known as the ‘Trilobo’.
The eye-catching ‘3+3’ headlights are inspired by the SZ Zagato and the Proteo concept car. These lights adopt a new full-LED adaptive matrix and provide daylight, dynamic turn signals and a ‘welcome and goodbye’ feature. They also have adaptive capabilities to maximize illumination without dazzling other drivers, with a third module automatically activated when turning corners to expand the lighting laterally.
At the rear too, the light units are strong elements that for a visual signature for the Tonale. The roundness and, now classic, fold in the lower centerline shape of the rear window characterizes the SUV’s upper rear volume in a sporty yet elegant way evoking iconic cars like the 8C Competizione where the daylight opening, the edges of the side windows and the top of the rear window meet.
The ‘teledial’ alloy wheels that were received positive feedback when shown on the concept car have also been adopted on the production model. This is the reworking of the perforated telephone dial theme, the result of an evolution that began in the 1960s with the 33 Stradale. Over time, the perforations have gradually been increased in size and becoming more closely related to needs for brake cooling, lightness and resistance.
Driver-centric cabin
As would be expected, this is an SUV but the racing heritage of Alfa Romeo is not ignored. Everything is driver-centric, with the diagonal tunnel, slightly undulating dashboards and instruments facing the driver. The characteristic elements of the new model include the telescopic instrument panel, with its clear Alfa Romeo stylistic matrix, and the compact steering wheel with aluminium shift paddles.
The new D.N.A. driving mode selector, slim central air conditioning vents and external turbine shaped vents, the central tunnel and handles are embellished with a diamond texture inspired by precision mechanical processing with laser engraving. The dashboard also includes an insert with a backlight effect so when the panel is off, a graphic appears. The same 3D features can be seen in the seat fabrics, from the basic versions all the way to the gradient effect with contrasting background colour.
Powertrain choices
Depending on the market, electrified powertrains or combustion engines (or both) will be offered. The front-wheel drive hybrid powertrain has a new 4-cylinder 1.5-litre petrol engine with a Variable-Geometry Turbocharger, and a 48V 15-kW electric motor. Besides two output levels – 130 ps and 160 ps – there’s also a 275 ps plug-in hybrid (PHEV) Q4 version with all-wheel drive that will have a claimed electric range of up to 80 kms.
The new 7-speed TCT dual-clutch transmission enables start-up and travel in only electric mode at low speeds and when parking and cruising, subject to battery levels. A full battery recharge is said to take 2.5 hours when using a 7.4kW fast charger.
Some markets will still be able to get good old powertrains with just combustion engines. There will be Tonale variants with a 2-litre 4-cylinder turbocharged petrol engine as well as a 1.6-litre turbodiesel engine.
The driving dynamics of Alfa Romeos have always been much appreciated and respected, and even with an SUV, these cannot be compromised. One element that contributed to ensuring this is the optimally balanced weight distribution between the two axles. This required special management of mass and materials, which was done both by working on the car’s layout and by placing all the heavier components as centrally as possible.
The Tonale has an Integrated Brake System (IBS), an innovative electromechanical system that combines stability control with conventional servo brakes. Said to be an industry first, the integration between electronics and mechanics, significant weight optimization, optimal feeling and the total absence of pedal vibrations can guarantee the system instantaneous brake response. The fixed calipers are from Brembo, with four pistons and self-ventilated discs at the front and solid discs at the rear.
The Dual Stage Valve electronic suspension provides a choice between performance and comfort. Developed in conjunction with Alfa Romeo’s long-standing technology partner Marelli, the electronic shock absorbers feature a special electro-actuated valve within the shock absorber that provides independent damping curves for 2 modes (Comfort and Sport).
New ADAS systems
The Tonale is equipped with new Alfa Romeo Advanced Driver Assistance Systems (ADAS) for Level 2 autonomous driving, which means that the vehicle can automatically handle acceleration, braking and staying within a lane while maintaining driving safety. However, the driver still needs to be alert and involved, though to a lesser degree which can reduce fatigue on long journeys.
In the event that the driver loses concentration or even falls asleep, there are features like Autonomous Emergency Braking which will activate the brakes if the driver does not react to alerts. The Drowsy Driver Detection system constantly analyses the vehicle’s movements to detect any characteristics which indicate driver fatigue. Once a certain threshold has been exceeded, the system emits beeps and/or visual warnings, recommending the driver stop for a break.
Connectivity with Amazon
Connectivity in a car today is more than just being able to connect a smartphone to the infotainment system. It now encompasses being able to connect to the rest of the world and a major new feature in the Tonale is the built-in Amazon Alexa voice assistant. Where it is available, Secure Delivery Service can set the vehicle as the place to deliver Amazon packages. The doors can be unlocked, and the courier can leave them inside the vehicle. Updates on vehicle status can also be received at home so it will be possible to know the battery charge level and other information. Alexa can also be used to search for nearby restaurants or even adjust lights or heating connected to the home automation system.
NFT for a car
In a world exclusive, the Tonale debuts non-fungible token (NFT) technology. Alfa Romeo is the first automaker to link a car with an NFT digital certificate. The technology is based on the ‘blockchain card’ concept, a confidential and non-modifiable record of the main stages in the life of an individual vehicle. Upon the customer’s consent, the NFT will record vehicle data, generating a certificate that can be used as a guarantee of the car’s overall status, with a positive impact on its residual value. On the pre-owned car market, NFT certification represents an additional source of credibility for owners or dealers to count on.
It’s not explained how or why Great Wall Motors (GWM) chose to name its technology platform L.E.M.O.N, a name which has a negative meaning when associated with cars. But since it appeared in the third generation of the Chinese company’s Haval H6 SUV in 2020, the platform has been widely publicised in positive terms.
The platform has been developed in-house by GWM and light weight (that could be what the ‘L’ stands for in L.E.M.O.N.) is one of its strong points. In addition to having an all-aluminium body to reduce vehicle weight, there is also a hot-stamped one-piece door ring solution to further cut the kilograms. More significantly, some new models used more than 75% of high-strength steel as well.
The lightweight aspect cannot be understated and to achieve it, GWM engineers made structural improvements, adjusting the material arrangement path and fully improving the torsion resistance and roof crush strength.
At the inception phase of the project, GWM took advantage of simulation topology and MDO (multidisciplinary design) to identify the most effective material arrangement path that meets performance needs like safety and rigidity. After fully improving the body structure, the L.E.M.O.N. Platform was strengthened by using different materials according to the load conditions at different places.
Instead of traditional spot welding of separate parts, the door structure is an integrated hot stamped part.
Traditional spot-welding spliced door ring is replaced by integrated hot stamping door ring, which helps remove the centralized collision stress at the joint position along the force transferring path, reduce the body intrusion in the collision, and improve the passenger safety in 25% small overlapping collision conditions.
This obviously has significant benefits in terms of safety and the L.E.M.O.N. Platform has been engineered with this as one of the objectives. GWM engineers have made sure it will be suitable for global application, in Germany where there are no speed limits as well as in the Middle East where the environment is extremely hot.
It can also achieve NCAP 5-star ratings and meet the highest rating of the Insurance Institute for Highway Safety (IIHS) in North America. The 360° panoramic image system is used to protect drivers’ safety that can provide a high-definition display without blind areas to users, helping them observe surrounding road conditions and ensure all-around driving safety.
The platform can be used with four types of powertrains – Internal Combustion Engine (ICE), Hybrid, Battery Electric and Hydrogen Fuel Cell Electric. The hybrid electric powertrain is available in both DHT and P2/P2+P4 architectures. The DHT architecture is more suitable for urban commuting because of longer endurance mileage and low energy consumption. For example, the HAVAL H6 Hybrid with this architecture has a fuel-saving rate of 48 – 50%, with a pure electric endurance mileage of 200 kms, it is claimed.
Latest Haval H6 SUV is one of the models sold globally which sits on the L.E.M.O.N. platform.
Regardless of the powertrain used, a lighter vehicle will definitely provide benefits in terms of fuel efficiency. GWM’s extensive tests show that if a car’s kerb weight is decreased by 100 kgs, the fuel consumption per 100 kilometres can decrease by 0.3 litre – 0.6 litre. Additionally, the studies also found that carbon dioxide emissions will decrease by about 5 gms per kilometre.
This has been proven with the latest Haval H6 which has had a 100-kg drop in weight compared to the previous generation. Its fuel economy has improved by 14.5%, with fuel consumption per 100 kilometres down to 6.6 litres. If a driver travels 30,000 kms a year, fuel-savings could be 180 litres.
Needless to say, a light vehicle will have better straightline performance and a weight reduction of 10% can see acceleration improving by 8%, while the braking distance can decrease by 5%.
Ora Goodcat also rides on the L.E.M.O.N. platform.
Currently, the models built on the L.E.M.O.N. Platform are latest Haval H6, Dargo, Jolion and ORA Goodcat, all of which are being sold globally.
