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McLaren details the 4.0-liter V8 Senna

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Ahead of it public debut at the Geneva International Motor Show next month, McLaren has released further information on the Senna. Fitted with a 4.0-liter twin-turbocharged V8 – McLaren’s most powerful IC engine ever produced for a road car – the limited release hypercar will develop 800ps and 800Nm.

Ford Ranger returns to the USA with a 2.3-liter EcoBoost engine

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Fitted with the 2.3-liter EcoBoost engine taken from the Focus RS, the 2019 Ford Ranger marks the OEM’s return to America’s mid-size truck segment. Paired with a 10-speed automatic transmission, Ford promises torque comparable to a V6 and the efficiency of a four-cylinder.


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The next issue of Engine Technology International will bring you an extended HCCI technology feature, but will this innovative powertrain development ever jump from concept to mainstream production?

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Engines on test: Hyundai Ioniq Plug-in Hybrid

Fitted with a 1.6-liter Atkinson-cycle GDi Kappa engine and 44.5kW electric motor, Hyundai’s PHEV is the company’s first foray into automotive electrification – but how does the powertrain measure up?

 


Sliding in alongside its mild hybrid and battery electric counterparts, the plug-in Ioniq is the third element to Hyundai’s triple-pronged assault on the electrified hatchback market. That said, there were a few (outside of the editorial office) who thought we’d taken delivery of a Toyota Prius – especially when catching a glimpse of the split-glazed rear. Regardless of any initial mistaken identity, the plug-in Ioniq sets out to be its own animal. The 1.6-liter Atkinson-cycle GDi Kappa engine and 44.5kW electric motor yield a total system output of 141ps. The make-up of the powertrain is essentially the same as the regular hybrid, although the plug-in variant enables inclusion of a larger battery and more powerful motor. The plug-in also shares the 6-speed DCT with its sibling.

In hybrid mode, the Ioniq will rely on its electric motor at start and for low-speed operation. Mash the accelerator or head uphill and both the IC engine and the motor will join forces, while at constant speed one or the other will take charge. Deceleration and downhill travel makes use of the mildly unassuming regenerative braking to recoup a little energy. The interaction between the power sources is relatively seamless, with noticeable switching something of a rarity. As battery levels begin to drop, the petrol engine can be trigger happy, kicking in with little invitation, but the hybrid system is, for the most part, impressively unobtrusive – although at those lower battery levels, the slight jolt of the ICE pitching-in showed signs of becoming more prominent.

The claimed EV-only range of 62km (39 miles) was tough to prove – we managed 43km (27 miles) before the Ioniq called time on pure-EV operation – and at lower speeds the pure-electric performance suffers a little from the weight of the powertrain. But that said, this isn’t supposed to be a high-performance car (although Sport mode and paddle shifts do hint at a more playful side without doing a huge amount to alter the driving experience). Frugality and practicality are, presumably, what Hyundai is going for and, with a generous interior and claimed extended range of 1,062km (660 miles) on a full tank and charge – although we didn’t cover enough distance to verify this – the Ioniq certainly stakes a claim for both.

November 30, 2017

 

30 November 2017

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