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Peugeot Sport’s 9X8 hypercar won’t be in Le Mans race, to debut later in 2022 WEC season

Last year, when Peugeot Sport announced its new program to develop the 9X8 hypercar for endurance racing, it expected to join the World Endurance Championship in 2022. However, the team decided to forego the first two rounds, at Sebring and this weekend at Spa-Francorchamps, and was planning to debut at the classic Le Mans 24-Hour race in June. However, because it has not participated in the first two rounds, the organisers have said it cannot take part in Le Mans.

Accepting the ruling in a positive way, Peugeot Sport’s Technical Director of the WEC programme, Olivier Jansonnie, said that this would give them team additional time to achieve the necessary level of reliability. “Both operationally and from a reliability perspective, Le Mans is the most difficult race on the calendar. Our planning will enable us to put the full weight of our teams and resources behind our own test sessions, without the disruption of racing at Spa-Francorchamps and Le Mans. We will begin with some shorter races, which will allow us to progressively get up to speed in the championship. Like with our road-going cars when we have to choose between meeting a deadline or focussing on quality, we always prioritise quality,” he explained.

The homologation process
Before a car can enter competition, it must be homologated by the racing authorities. In the case of the new hypercar class, once homologation has been done, the design cannot be modified further until 2025 (except in very particular circumstances governed by strict conditions). Any such modifications will be counted as ‘EVO jokers’, which are limited to just five between 2021 and 2025 – aside from specific force majeure situations such as, for example, when the car’s safety or reliability is compromised.

“Restricting development in this way is important, since it would not be possible to adjust the performance of a car that is subject to constant technical updates through ‘Balance Of Performance’ (BoP) tweaks,” said Jansonnie. ”The homologation process itself consists of a series of milestones. Its schedule and execution are very precisely defined. The process concludes with the submission of a homologation file – describing in minute detail all of the vehicle’s components (with photos and weight measurements) – as well as a wind tunnel test of its aerodynamics and an inspection of the vehicle by the FIA/ACO. After this, its development is ‘frozen’. Its performance parameters are subsequently assessed in order to be able to adjust its power, weight and minimum speed of hybrid energy deployment, which are the key factors in Balance Of Performance.”

Peugeot Sport therefore has a little bit more time before it submits the 9X8 for homologation. A manufacturer judges that its car is ready to be homologated when it believes it has attained the required level of performance and reliability to be eligible for ‘Balance Of Performance’ evaluation. “That means it has the same theoretical chance of winning in the WEC and at the Le Mans 24 Hours as any of its competitors. It accepts from this point that its vehicle will not be able to undergo any further major technical changes until the end of the homologation cycle,” explained Jansonnie.

Initial existence in digital world
Prior to taking to the track for its pre-homologation test sessions, the 9X8 began life as a 51.1GB digital project, made up of 15,267 files stored on a hard drive. Digital advances have opened up a whole new realm of possibilities in motorsport, enabling Peugeot Sport’s engineers to visualise a truly disruptive concept for the new Hypercar – and validate it before manufacturing so much as a single physical component.

The sophistication of modern-day digital software makes it possible to conduct in-depth technological studies while saving significant time, money and resources, and the 9X8 lived an entirely ‘virtual existence’ for some time before finally turning its first wheel on-track. Peugeot Sport’s teams spent two years modelling and simulating it, utilising both existing software – adapted where necessary to suit the project’s specific requirements – as well as computer programs developed entirely in-house from scratch.

“Thanks to all of our software, we can envisage a wide range of dimensions, shapes and materials, and work on the weight of the car in-line with the technical regulations,” said Francois Coudrain, Powertrain Director of the WEC programme. “As with the choice of base concept, being able to take a purely digital approach to trialling systems and components allows us to assess a large number of potential solutions, which would quite simply be impossible to achieve in the real world.”

Digital simulations also allow for customisation where necessary – for example, what material to use around the exhaust outlets. Here, the heat levels are very high, and simulations revealed that the carbon bodywork needed to be either protected or even replaced by aluminium or titanium. Initially highlighted for attention in the design brief, this was corroborated during the simulation phase and then again in the first real-life test session.

From hard drive to racetrack
Following its digital development, the hard drive containing all the technical data of the Peugeot 9X8 provided the basis for the creation of an initial 1:1 scale model for wind tunnel use and, subsequently, a physical race car, whose ongoing development is taking place on the track.

‘9X8’, the designation, is derived from a combination of the brand’s motorsport heritage and vision for the future. The ‘9’ continues the series used by Peugeot on its previous endurance racing cars. The ‘X’ refers to the all-wheel drive technology and hybrid powertrain. The ‘8’ is common across all of Peugeot’s current models – from the 208 and 2008 to the 308, 3008, 508 and 5008.

No rear wing
Unique to the hypercar’s design is the absence of a rear wing – an aerodynamic feature that has long been thought necessary for racing cars. Rear wings were first seen at the 1967 Le Mans 24 Hours on the Chaparral 2F but now, after half a century, the necessity is questioned and the 9X8 has been designed without a rear wing.

“The absence of a rear wing on the Peugeot 9X8 is a major innovative step. We have achieved a degree of aerodynamic efficiency that allows us to do away with this feature. Don’t ask how, though! We have every intention of keeping that a secret as long as we possibly can!” said Jean-Marc Finot, Senior Vice-President of Stellantis Motorsport (Peugeot is part of the Stellantis Group).

Peugeot HYBRID4 powertrain
The 5-metre long racing car has a rear-mounted, 2.6-litre, bi-turbo, 680-bhp 90-degree V6 as part of the Peugeot HYBRID4 powertrain. The system output gets another 200 kW from the front-mounted 200kW motor-generator unit powered by a high-voltage 900V high-density battery pack.

The battery pack is located in a carbonfibre casing inside the car’s monocoque structure, behind the driver and underneath the fuel tank. It has been designed to combine durability with consistent performance during races of durations of up to 24 hours, and even beyond.

Although the system output is over 500 kW, the regulations set a maximum power output of just 500 kW during races. The regulations also forbid the use of electrical energy below 120 km/h, so the motor generator unit only engages once this speed has been reached. The car must pull away from standstill under the power of its internal combustion engine alone.

At full power, the power output is limited to 300 kW and adjusted as a function of the power delivered by the motor generator unit at 200 kW which is directly dependent on the battery level. When the motor generator unit comes into use, the car automatically switches to 4-wheel drive, thereby modifying its drivability.

When the battery pack is empty, the engine reverts to 500 kW power output and the drivetrain reverts to rear-wheel drive. During races, the battery will be fully charged prior to the start by means of a mains-connected plug-in hybrid charger. Once on the track, the battery will function completely independently and be charged only by the kinetic braking energy recovery system.

Porsche and Penske preparing new LMDh prototype for endurance races from 2023

Improved electrified powertrains for Volvo PHEV models in Malaysia

Batteries are one of the most crucial parts of an electric vehicle (EV); without it, the electric motors won’t run and the vehicle won’t move. So it’s not surprising that battery technology is continuously being advanced. It could be even more advanced, had the EVs which were around over 100 years ago remained popular but the drawbacks of batteries then meant that the combustion engine gained more favour and killed the EV.

In the 21^st century, the EV’s popularity has been ‘forced’ by regulations which aim to address climate change as quickly as possible. Thus, advancement of battery technology has to be accelerated to provide better storage capacity and greater efficiency. Within a year, batteries can make big leaps in performance to give better range, an important factor in EV acceptance.

An example is with Volvo, which is almost entirely focussed on EVs. Its Recharge T8 models now have improved plug-in hybrid (PHEV) powertrains with better performance and driveability. This comes from a new long-range lithium-ion battery pack of 18.8 kWh, up 62% from 11.6 kWh. The increased capacity is due to the addition of a third layer of cells. The resulting extension in a claimed electric-only range of between 70 and 90 kms, almost double the previous maximum range of 49 kms.

Improved driving performance comes from a new rear electric motor generating the equivalent of 145 ps, which is almost 65% more than the previous motor’s output. Overall system output, in combination with the petrol engine, has been boosted to 462 ps, which is 55 ps more than before.

The improvements are also beneficial to the environment as being able to drive longer distances in pure electric mode means less emissions of carbon dioxide (CO₂), the gas that is causing global warming.

In Malaysia, the new Recharge T8 powertrain will be available for the 60 and 90 models, ie XC60, S60, V60, XC90 and S90.

Additionally, the XC60 and S90 PHEV models will also have One-Pedal Drive settings which are useful in stop-and-go traffic. A feature used in Volvo’s BEVs (battery electric vehicles), One-Pedal Drive is claimed to enable more effective battery regeneration and higher regenerative power that can improve fuel efficiency. The animation below shows how One-Pedal Drive works.

Using One-Pedal Drive, the driver uses the accelerator pedal predominantly to manage the car’s speed. Each time the foot is lifted off the pedal, regenerative braking activates automatically. This differs from the conventional approach that requires depressing the brake pedal before regeneration can take place. It would therefore be especially effective in slow-moving traffic, allowing the battery to be more frequently topped up.

“Our new line of PHEVs will transform the way our customers experience electric driving,” said Charles Frump, Managing Director of Volvo Car Malaysia. “The improved powertrain lets our customers drive sustainably at a longer distance, at the same time providing them with range confidence that fits the needs of their everyday lives.”

Mr. Frump also said that there will be price adjustments across the range from next week. The adjustments will start with current models of the XC40 T5, XC40 Recharge T5, XC60 B5, and XC90 B5. The new line-up of the 90 and 60 models will be sold at a ‘new price point’ when they exit from the assembly plant in Shah Alam, Selangor. The price for the current Recharge T8 models remains the same and will be sold while stocks last.

Concept Recharge – a manifesto for the next generation of all-electric Volvos

Honda’s electrification plans will still include hybrid models, at least until 2035

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.

“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.

Honda Civic Hatchback e:HEV Hybrid for Europe – will it come to Malaysia too?

Naza Italia introduces Ferrari 296 GTB PHEV, priced from RM1,228,000

Demands to address climate change by becoming carbon-neutral are strong and carmakers, whose products are identified as contributors to climate change because of their exhaust emissions, need to do their part. Electrification is the quickest solution that allows vehicles as we know them to still be used without causing more pollution.

Ferrari, like other sportscar makers, can’t avoid the electrification trend of the auto industry. In fact, over 10 years ago, it was already examining hybrid technology and developing such powertrains. And with Formula 1 moving into the hybrid era, development accelerated as the company has long been a participant in the sport.

Thus far, the company has already put a few hybrid models into the market – like the LaFerrari and SF90 Stradale – and with the 296 GTB, which was launched in the middle of last year, represents an evolution of their mid-rear-engined two-seater Berlinetta with a hybrid engine.

This model is the latest offering from Naza Italia in Malaysia which has priced it from RM1,228,000 (excluding all duties and insurance). As with other new Ferraris officially sold by the importer, there’s a 7-year maintenance programme included. Service intervals are at 20,000 kms or once a year, with no mileage limits.

All-new hybrid V6 powertrain
The hybrid powertrain of the 296 GTB incorporates a 120° V6 (553 ps output) coupled with one electric motor that adds 122 kW (166 ps), giving a total system output of 830 ps. Having a displacement of 2992 cc, it’s the first 6-cylinder engine installed on a Ferrari roadcar although the brand has had V6 engines going as far back as 1957 but only for its racing cars (its Formula 1 racers have had V6 hybrid architecture since 2014). Needless to say, technologies developed for the hybrid racing cars has been used for the 296 GTB powertrain.

The hybrid powertrain is a plug-in (PHEV) type which allows for external recharging and a high-capacity 7.45 kWh lithium-ion battery pack. Running on just electric power, Ferrari claims that a range of up to 25 kms is possible.

The new V6, which has an 8-speed DCT, is of an entirely new development and engineered specifically for the car. It’s the first Ferrari to feature the IHI turbos installed inside the vee of the engine. Aside from bringing significant advantages in terms of packaging, lowering the centre of gravity and reducing engine mass. It sets a new specific power output record for a production car and the maximum power output puts it at the top of the rear-wheel drive sportscar segment.

Aerodynamic innovations
Besides the powertrain, the 296 GTB also has aerodynamic innovations that include, for the first time, an active device is being used not to manage drag but to generate extra downforce. The LaFerrari-inspired active spoiler integrated into the rear bumper allows the 296 GTB to generate a high level of rear downforce when required – up to 360 kgs at 250 km/h in high- downforce configuration with the Assetto Fiorano package.

The Aero calipers for the brake system have ventilation ducts integrated into their castings. This brake cooling concept requires a dedicated duct to correctly channel cool air coming in through the air intakes on the front bumper through the wheelarches. In the case of the 296 GTB, the intake has been integrated into the headlight design.

From a chassis perspective, the car’s wheelbase is 50 mm shorter than previous Ferrari berlinettas, giving positive implications to the dynamics. Because of the added weight of the hybrid system, much attention was paid to lowering weight for an optimum balance and various solutions were used. It helped that the V6 is 30 kgs lighter than the V8s used in other berlinettas and along with use of lightweight materials, the resultant dry weight is 1,470 kgs.

Evolved from SF90 Stradale
As with the newer Ferraris, the cabin shows greater ‘digitisation’ and uses the new concept of an entirely digital interface which was first adopted by the SF90 Stradale. It shows a clear break with the past and presents new technology in a sophisticated way. However, the cleaner layout also allowed the designers to create a pure, minimalistic environment for the occupants.

Exclusive Italian leather trim to the seats and trim is further enhanced by the noble technical materials used on the functional components. The sculptural door panels are seamless continuations of the dashboard in terms of both materials and colour. Incidentally, when the engine shuts down, the instruments also go black, enhancing the minimalist look of the cabin.

For customers who want to experience the full performance of the car, the Assetto Fiorano package is available and provides significant weight reduction and aero content. It includes special GT racing-derived adjustable Multimatic shock absorbers, high downforce carbonfibre appendages on the front bumper, a Lexan rear screen, and more extensive use of lightweight materials such as carbonfibre for both cabin and exterior.

Assetto Fiorano package
The Assetto Fiorano package (shown on the car below) involves much more than simply replacing elements. Some components require the standard basic structure to be redesigned, including the door panel, resulting in an overall weight-saving of 12+ kgs. This is therefore something that is specified when ordering the car so the necessary items are added at the factory during assembly.

2021 Ferrari 296 GTB — *Ferrari 296 GTB with Assetto Fiorano package.*

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Honda Civic Hatchback e:HEV Hybrid for Europe – will it come to Malaysia too?

When the latest 11^th 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.

11th generation Honda Civic Sedan arrives in Malaysia, with 1.5-litre turbo engine for entire range

Grecale, Maserati’s second SUV, makes its debut

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.

Maserati starts electrification journey with new Ghibli Hybrid

Nissan e-POWER electrified system reaches Europe with launch of new Qashqai

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.

A chance to become a ‘millionaire’ when purchasing a new Nissan vehicle in March

Mazda introduces its first PHEV – the CX-60

Mazda’s SUV range (discounting the Mazda Tribute which was jointly developed with Ford’s first Escape) started off with single-digit numbers – CX-3, CX-5, CX-7 and CX-9 (the CX-30 being an exception) – and last year, the carmaker announced that its new generation of SUVs would have double-digit designations. And these would be more premium, in line with Mazda’s aspirations to move further upmarket.

We were told that from 2021 to 2024, there will be no less than 5 new SUV models and their designations were even revealed: CX-50, CX-60, CX-70 and CX-90. The CX-50, not intended as an immediate replacement for the CX-5, appeared last November and is intended primarily for the North American market where it is now being built as well.

Now comes the CX-60 which is Mazda’s first plug-in hybrid electric vehicle (PHEV) and aimed largely at Europe. It’s not the company’s first hybrid as there has been a Mazda3 with a SKYACTIV HEV engine sold in Japan for many years. That hybrid drew on Toyota’s hybrid technology and with the association deepening in recent times, it is likely that this new PHEV may have been developed with some of Toyota’s long experience.

Most powerful Mazda production model to date
The PHEV powertrain has a SKYACTIV 2.5-litre petrol engine and a 100 kW electric motor powered by a 17.8 kWh high-capacity battery pack. With an output of 327 ps/500 Nm, it is the most powerful powertrain Mazda has offered in a production vehicle for sale to the public. Claimed 0 to 100 km/h performance is 5.8 seconds, with a range of up to 68 kms on just electricity in city driving conditions.

A new 8-speed automatic transmission and Mazda’s i-Activ All-Wheel Drive system delivers power to all four wheels, with Mazda Intelligent Drive Select (Mi-Drive) offering 5 different drive modes. Recharging is said to be within 4 hours using an ordinary power outlet.

Later, the CX-60 will also be available with two new engines for the PHEV powertrain – a new generation straight-six 3-litre e-SKYACTIV X petrol unit and a 3.3-litre SKYACTIV-D diesel. Together with the new engines and 48V technology, Mazda will also introduce a RWD version of the SUV. A bigger 3-row model, the CX-80, will be added to the range within the next two years.

Typically high standard of vehicle dynamics

With its emphasis on jinba-ittai (the unity between a horse and its rider) for all its models. It would be surprising to find the CX-60 also having impressive vehicle dynamics. Compatible with the CX-60’s longitudinal front-engine rear-wheel drive mechanical layout, Mazda’s SKYACTIV Scalable Architecture is matched to high bodyshell rigidity and a double wishbone front and multi-link rear suspension set-up.

Additionally, the CX-60 also has Mazda’s Kinetic Posture Control technology which further stabilises vehicle posture when cornering by braking the inside rear wheel to mitigate roll and the draw the car body downwards, while positioning the high-voltage battery between the front and rear axles and as low as possible, further helps the CX-60’s centre of gravity and stability. This is probably an evolution of the G-Vectoring Control (GVC) chassis technologies developed some years back and used in many models today.

KODO design maintained
The appearance of the CX-60 seems to have a bit of the CX-5, which is not unusual since the KODO design language is still being used. The grille has the familiar shape seen on other Mazdas but differs in detailing, while the body surfacing is masterfully done to exploit the flow of light across the body.

Besides design, Mazdas has always given craftsmanship a top priority in its products and for the CX-60, the very highest standards of craftmanship combined with new technologies and human-centric ergonomics to deliver a premium interior rooted in Japanese heritage.

The elegant, premium quality interior design introduces the ideas of Kaichou – an element of disruption which mixes different materials and textures. With the flagship Takumi version, materials such as maple wood, nappa leather combine with uniquely worked Japanese textiles and chrome details, and Musubu – the art of binding which was the inspiration for a specially detailed instrument panel stitching.

The treatment of the maple wood trim reflects the Japanese aesthetic of Hacho – asymmetrical balance, or intentional unevenness. The woven fabrics’ diverse patterns and yarns respond sensitively to changes in light, and a Japanese stitching technique called Kakenui creates ‘hanging stitching’ seams with spaces between the trim fabrics revealing a glimpse of the material beneath.

An innovative feature for some variants is the Mazda Driver Personalisation System> This can recognise the occupant of the driver’s seat via facial recognition and automatically make adjustments – seat position, steering wheel, mirrors, Head-up Display, even the sound and climate control settings – to fit their physique as well as their personal preferences. Whether this is a practical approach remains to be seen as there are some people who have unusual ways of sitting!

How will Mazda’s CX range evolve?
How the Mazda range will look by the end of the decade can’t be determined yet. The company has often said that it wants to move upmarket and has progressively given its products a noticeably more premium image. Having the new double-digit range of more premium models sold together with the existing single-digit models may be a way to see whether they can move into – and stay – in the upper level of the market.

But for sure, they will eventually rationalise their range one way or another because, as one senior executive explained some years ago, Mazda is not very big and its volumes do not allow it to have too much variety. It has been careful to choose models and segments to compete in, avoiding fragmentation that is inefficient. And it has done that well so far…

Visit www.mazda.com.my to know more about Mazda models available in Malaysia

Mazda x Mizuno driving shoes enhance Jinba Ittai for drivers

Mercedes-Maybach GLS 600 4MATIC – for those who are not satisfied with a standard Mercedes-Benz SUV

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.

Mercedes-Maybach GLS 600 4MATIC — *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.

Mercedes-Maybach creates limited edition to celebrate 100th anniversary of Maybach W3

TOYOTA GAZOO Racing moves into lead in World Rally Championship with win in Rally Sweden

The Toyota GR Yaris Rally1 car, running a hybrid powertrain, scored its first win in Rally Sweden, the second round of 2022 World Rally Championship with Kalle Rovanpera at the wheel. It was the Finn’s third victory and added another WRC win to the Rovanpera family as his father had won the event 21 years ago in a Peugeot.

Rally Sweden is the WRC’s only snow event (and one of the fastest) and in the early stages, at least 5 drivers were in contention to win. For most of the rally, all three of the TOYOTA GAZOO Racing WRT’s drivers were in close fight for victory on the unfamiliar, high-speed, snow-covered roads (because of the new location nearer the Arctic Circle).

Rovanpera was disadvantaged to be first off the line as the highest-placed driver in the championship, and Ott Tanak of the Hyundai Motorsport team was able to take the opening stage win and build up a lead. However, the Toyota driver regained the initiative early on the second leg and then won the first of Sunday’s 4 stages to extend his lead which he held till the finish.

Hybrid powertrains have issues
Rovanpera’s team mate Elfan Evans was penalised 10 seconds overnight after an incident at the end of Saturday’s final stage, but his hopes of victory were ended in Sunday’s opener. Having started with the centrally-supplied hybrid system deactivated due to an issue, Evans then had a spin in the stage and damaged the front of the car. After stopping to make repairs he reached the end of the stage but, with the hybrid unit not showing the green light as required, was forced to retire in accordance with FIA safety procedures.

Rovanpera’s car also had hybrid issues as did Tanak’s Hyundai i20 N Rally1 car. While disappointing, this was not unexpected (especially in the extremely cold conditions) and Akio Toyoda, the boss of TOYOTA GAZOO Racing, expressed a positive view. He said that they ‘gained precious data on how to improve the hybrid system in the harsh cold environment which he hopes can be used not only to win next year but also to provide data to suppliers in the quest to make ever better cars.

Rovanpera’s fellow Finnish driver Esapekka Lappi finished third to complete a double podium finish for the team on his first start for TGR since 2018. Lappi was in a close fight for second position throughout Sunday, ultimately finishing just 8.6 seconds away as he completed a fantastic comeback during the final day.

Solid drive by Ford’s Greensmith
M Sport Ford’s Gus Greensmith with co-driver Jonas Andersson would see their confident and solid drive rewarded with a second consecutive fifth overall finish. The weekend had proven a challenge for the team, with Craig Breen retiring on Friday after getting stuck in a snowbank in the second half of SS2. Once free from the snow, the car was driven back to service where it was repaired for the Saturday stages.

The second day of competition would see Breen claim his first stage win as an M-Sport driver and simultaneously a first stage win for the Puma Rally1 Hybrid on snow and ice. However, further bad luck would see the car suffer an electrical issue, cutting power after a small bump. The crew would utilise the new hybrid technology to allow them to drive some of the stage in full Electric mode before pulling over to make bigger repairs.

Although they were able to find and fix the fault, they would be over their allotted time limit and forced to retire for the day. The final day would see Breen drive through the stages preserving his tyres for the all-important Power Stage where he would take a vital point to go towards his championship tally.

Hyundai team unsatisfied despite podium finish
The podium finish by Thierry Neuville was consolation for the Hyundai Motorsport team but they were far from satisfied with how things went. “There are not really many positives for us to take away,” said Tanak, who was forced to retire due to hybrid problems. “Overall, it has been a frustrating and disappointing weekend. On the plus side, we showed that we had the pace to be competitive.

“We know there is still work to be done, and improvements we need to make on the car, but we have shown we’re getting there. This is an important result, but we hope it’s just the start of our return to the top,” added the team’s deputy director, Julien Moncet.

Rovanpera leads in the Drivers Championship with 46 points, 14 points ahead of Neuville and 19 points ahead of Sebastien Loeb. The TOYOTA GAZOO Racing World Rally Team has collected a total of 83 points after two rounds, with M-Sport Ford 24 points behind, followed by the Hyundai Shell Mobis team 36 points behind the leader.

Round 3 of the WRC moves to Croatia on April 21 and hopefully, the conflict in Ukraine will have ended by then.

World Rally Championship organisers warn spectators of high-voltage dangers with hybrid rallycars

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hybrid

Peugeot Sport’s 9X8 hypercar won’t be in Le Mans race, to debut later in 2022 WEC season

Improved electrified powertrains for Volvo PHEV models in Malaysia

Honda’s electrification plans will still include hybrid models, at least until 2035

Naza Italia introduces Ferrari 296 GTB PHEV, priced from RM1,228,000

Honda Civic Hatchback e:HEV Hybrid for Europe – will it come to Malaysia too?

Grecale, Maserati’s second SUV, makes its debut

Nissan e-POWER electrified system reaches Europe with launch of new Qashqai

Mazda introduces its first PHEV – the CX-60

Mercedes-Maybach GLS 600 4MATIC – for those who are not satisfied with a standard Mercedes-Benz SUV

TOYOTA GAZOO Racing moves into lead in World Rally Championship with win in Rally Sweden

Peugeot Sport’s 9X8 hypercar won’t be in Le Mans race, to debut later in 2022 WEC season

Improved electrified powertrains for Volvo PHEV models in Malaysia

Honda’s electrification plans will still include hybrid models, at least until 2035

Naza Italia introduces Ferrari 296 GTB PHEV, priced from RM1,228,000

Honda Civic Hatchback e:HEV Hybrid for Europe – will it come to Malaysia too?

Grecale, Maserati’s second SUV, makes its debut

Nissan e-POWER electrified system reaches Europe with launch of new Qashqai

Mazda introduces its first PHEV – the CX-60

Mercedes-Maybach GLS 600 4MATIC – for those who are not satisfied with a standard Mercedes-Benz SUV

TOYOTA GAZOO Racing moves into lead in World Rally Championship with win in Rally Sweden

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