Audi Is Working On Plug-In Hybrid Q5 With Excellent Electric Range

This may be the new Q5 to have.

Audi has generated a lot of buzz with its new e-tron electric SUV, which is set to rival the Mercedes EQC and upcoming BMW iX3. Though the e-Tron has already been revealed, it will likely be a significant wait before the car actually arrives in U.S. dealerships. Even when it does arrive, the e-tron won't exactly be cheap with a starting price of almost $75,000.

If the e-tron does take a while to go on sale or it's just too expensive, you may want to wait for the rumored Audi Q5 e-tron. According to Autocar, Audi will reveal a new plug-in hybrid version of the Q5 sometime next year and the specs already sound impressive on paper.

Audi's only plug-in hybrid model in the U.S. is the A3 e-tron, which only achieves an all-electric range of 16 miles. The company's next-generation plug-in hybrid technology is expected to provide a greater zero-emission range of around 42 miles. The Q5 e-tron is expected to arrive first with an A6 e-tron and Q3 e-tron to follow. Of course, we don't know how many of these plug-in hybrids will be brought to the US market. With diesel likely being a thing of the past, we wouldn't surprised if Audi starts selling more PHEVs and EVs in their place.

The Q5 e-tron has already been spotted undergoing testing in the US and is expected to be powered by a 2.0-liter four-cylinder turbocharged engine producing 188 horsepower and 236 lb-ft of torque mated to an electric motor adding in 108 hp and 221 lb-ft. The gas engine will drive the front wheels, while the electric motor will send power to the rear, earning the Q5 e-tron its Quattro all-wheel-drive badge. No major changes to the exterior or interior are expected, so the big changes will be under the skin. Audi hasn't announced a reveal date, but expect the Q5 e-tron to debut late in 2018 with an arrival in 2019.

Aston Martin DBX Crossover Hybrid Could Pack 700 HP

An all-electric Aston Martin DBX crossover is no longer part of the plan.

Like other luxury automakers, Aston Martin will soon be adding an SUV to its lineup to meet consumer demands and ensure the company's long-term survival. The British automaker recently confirmed it will launch a fully electric crossover in 2021 under its new Lagonda luxury sub-brand. But don't forget the company is also working on its own SUV, which was previewed back in 2015 by the DBX Concept. Originally, Aston Martin was planning to offer a pure electric powertrain for the DBX.

While EVs are still being developed by the automaker, the DBX is no longer part of that plan. Instead, the production DBX will use conventional gasoline and hybrid powertrains, as confirmed by CEO Andy Palmer via Car and Driver. “We have the capability to do [an EV], but the plan right now is gasoline and hybridization,” he said. “What we originally showed was a DBX concept, and the new platform has indeed been delivered with the capability to have either gasoline or pure electric, but that [EV] technology gets used first on the Lagonda.” The first Lagonda model will reportedly be an all-electric SUV, so offering an Aston Martin-branded SUV alongside it would have likely caused confusion for consumers.

Aston Martin's technical partnership with Daimler means there’s a good chance the DBX’s gasoline and hybrid powertrains will use the same twin-turbocharged AMG V8 that powers the DB11, Vantage, and forthcoming DBS Superleggera. A plug-in hybrid system is expected to add around 200 horsepower to the V8. In the DB11, the V8 engine produces 503 hp, so in theory the DBX PHEV could have a combined output of around 700 hp. There’s no mention if the DBX will be offered with Aston Martin’s 600-hp, twin-turbo 5.2-liter V12, however. Palmer also confirmed that Aston Martin is planning to hybridize the V12 to ensure it meets increasingly tough emissions standards in markets like the US.

“We see a path that enables us to conform with CAFE regulations with its hybridization,” he said. Purists may prefer it to be naturally aspirated, but “a 12-cylinder is a 12-cylinder,” Palmer notes, adding that the V12 is the “beating heart of the company”.

Audi's Range Topping SQ8 SUV Will Be A 470 HP Hybrid

Unlike the diesel SQ7, this one makes sense for the US market.

We've known for a while now that Audi is working on a new range-topping SUV called the Q8. Based on the Q7, the Q8 will feature a more coupe-like body, similar to the BMW X6. Rumors of an RS Q8 model have also surfaced, claiming the hi-po coupe-SUV could have as much as 600 hp. Another, more likely variant, is an SQ8 that could utilize the 4.0-liter tri-turbo diesel from the current SQ7. However, a new report from Autocar claims that the SQ8 won't be a diesel, but will instead be a 470 hp hybrid. This definitely sounds more US market friendly.

The SQ8 would use a 3.0-liter V6 engine with 444 hp combined with a 20kWh electric motor, producing a total of 469 hp and 516 lb-ft. This is not quite as powerful as the 600 hp rumors, but there could still be a faster RS model that uses a twin-turbo V8. Based on concept versions of the Q8, the production SQ8 should hit 60 mph in around 4.7 seconds, which puts it below high performance models like the X6M and Cayenne Turbo. The SQ8 won't be the fastest SUV on the market, but it will have a few other goodies that will make it a pretty nice SUV. The SUV should ride on an aggressive air suspension, which will have a lower stance than other Audi SUVs.

A hybrid SQ8 won't have as much torque as a diesel, but the electric motor will probably give the SUV instant throttle response. We'd still rather experience the madness that is the SQ7's tri-turbo diesel engine, but the hybrid drivetrain is far more likely to actually be sold in the US.

Aston Martin Will Be Fully Hybrid In Less Than A Decade

Change is coming, but not all change is bad.

At the moment, Aston Martin doesn’t have a single hybrid offering. Nothing. Nada. But that’s all going to change by the middle of the next decade, according to a report from The Financial Times. Aston Martin CEO has officially gone on record stating that “We will be 100 percent hybrid by the middle of the 2020s.” Furthermore, 25 percent of all Aston Martins are going to be full-on EVs “by the end of the next decade.” All the more impressive is that Aston Martin is doing this entirely in-house instead of teaming up with, say, Daimler, as it’s currently doing with V8s.

“You need to keep core technology inside the company,” Palmer continued. “That’s why we make our own V12 engine. We believe that EVs are a core technology, and therefore we want to do them ourselves.” Respect. While some of the electric motors components will come from suppliers, the battery packs and motors themselves will be produced in the UK. It’s a fair assumption that the first all-electric Aston Martin we’ll see is the RapidE, which is being aimed directly at the Tesla Model S. But perhaps the biggest piece of news Palmer confirmed is that Aston Martin is currently working on a mid-engine supercar to rival the Ferrari 488 GTB and McLaren 720S.

However, it’s not due to launch until sometime after the DBX crossover, which is slated for a 2019 debut. Put two and two together and it’s obvious this mid-engine supercar will have hybrid tech, paired to an also confirmed new V6. We honestly wouldn’t be surprised to learn that it’s being engineered to handle full-on electric power as well. It’s nice knowing Aston Martin will develop all of this tech in-house, a clear sign that everything dear to the company still matters.

The New Measure Of Performance: Hybrid Turbochargers

A hybrid application you should be excited about.

Although not solely developed by Volkswagen, VW was one of the first automakers to put an electric turbocharger (technically a supercharger) on a production vehicle, the Audi SQ7. By providing compression with an electric motor, which supplies near instant torque, gone are the days of turbo lag. The SQ7 uses a tri-turbo set up, arranged in an unconventional way to eliminate turbo lag and maximize horsepower output. A smaller turbo (tighter volute) is used for lighter acceleration while the second is for more demanding acceleration pulls.

The third, an electric turbo, is used to fill gaps in the other turbochargers power bands and virtually eliminates turbo lag, but at a slight cost. Since the compressor wheel is no longer rotated under the force of exhaust gases, it is technically a supercharger as it uses a 48V motor to spin. This motor puts down about 10 hp from the engine when running at full load. Most belt driven superchargers have a much higher parasitic power loss, on the order of 50-100 hp. While not seen on a production car yet, hybrid turbo chargers seem to be a logical next step. A setup can be fashioned similar to the KERS on vehicle’s brakes: connecting the compressor side of a turbocharger to an electric motor and the turbine to the exhaust manifold.

When under heavy acceleration, the electric motor can spin the compressor. While not on throttle, the electric motor can act as a generator, harnessing the energy in the exhaust gasses spinning the turbine wheel. Overall, there have been massive developments in turbocharger technology, which are enabling cars to have higher horsepower per liter outputs than ever before. Combining this technology with the former two articles in this series, it’s not ludicrous to imagine an ICE setup with single or twin hybrid turbochargers with 3D printed variable ratio housings and split turbine and compressors connected with a shaft running through the block.

The aforementioned setup has the potential to best the highest horsepower per liter output of any production car of 228, currently held by the Agera. The implications are widespread: hypercars will see step change improvements in their lap times, power to weight ratios, and handling. “Normal cars” will retain or become even more powerful, while shedding cylinders and weight, becoming more enjoyable to drive and offering more interior space. This is all, of course, before everything becomes electric (or another sustainable energy source) and the ICE is put to rest.

There’s a valid argument to be made to not further develop ICE technology, since energy sourcing is inevitably going to pivot; however, I welcome these advancements to the time-tested internal combustion engine, as they offer a tremendous amount of near term excitement.

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