Latest news with #hybrid
The Verge
2 hours ago
- Automotive
- The Verge
Lamborghini Revuelto review: perfect harmony
With the dawning of a new era of hybridization in the automotive industry, more and more manufacturers are integrating electric propulsion into their lineups. Mild-hybrid systems are well-established, and more beneficial plug-in hybrid systems keep getting better and better. Even Lamborghini's participating in the latest wave of hybridization, which might come as a surprise to some. That's because this Italian company's outlandish supercars have never been regarded as thrifty, or ever trying to be thrifting. They've always returned old-truck-like fuel economy thanks to their ravenous 10- and 12-cylinder engines. And their innate ability to make those behind the wheel drive them as inefficiently as possible doesn't help, either. But by God, it's a reality in the 2025 Lamborghini Revuelto, the Italian brand's top V12-powered model. Its plug-in hybrid system is mainly there to up the thrills, but surprisingly, it can also return respectable fuel economy with no downsides to its ravenous driving experience. Here's how $612,858 (before costly options) worth of Lambo slots into our current golden age of hybridized high-performance. Lamborghini goes out of its way to call the Revuelto its first-ever plug-in hybrid HPEV (high-performance electric vehicle), and it truly is: a 3.8 kWh battery sends juice to two AC motors mounted on the front axle, and another attached to the transverse-mounted eight-speed dual-clutch gearbox. By default, the mighty Lambo comes to life without firing up its engine, instead sending power to the front motors for backing up (there's no reverse gear), as well as offering up to five miles of EV-only range. That may sound comically low, but considering just 30 miles of normal driving can fully top it back up, it's more useful than one might assume. If I was allowed more mileage for my press loan, I would've loved to run the battery down on the highway, firing up the engine until it was recharged, and repeating the process until the tank ran low. Its plug-in hybrid system is mainly there to up the thrills. After all, it's rated at 23 MPGe—12 combined without hybrid assistance. The latter barely beats its Aventador predecessor and means this thing carries a $4500 gas guzzler tax for not meeting minimum fuel efficiency standards. Not many PHEVs can claim that honor. That said, I was pleasantly surprised by how easy it was to come close to 23 MPGe. Over a generally traffic-free, 15-mile stretch of Los Angeles freeway with radar cruise control set to 75 mph, I was able to easily exceed 21 MPGe. Not only that, it prioritized EV propulsion for passing slower cars while the engine sat dormant at a very calm 2,000 rpm in eighth gear. Despite some significant road noise, this brutish supercar was rather relaxing on the highway. But exiting off and transitioning to twistier blacktop high up in California's San Gabriel Mountains, it quickly became anything but. As the Revuelto is Lamborghini's flagship V12 supercar, the specs are insane: its 6.5-liter naturally aspirated V12 screams to 9,500 rpm and produces 814 horsepower and 535 lb-ft of torque. The three motors contribute up to an additional 296 hp and 364 lb-ft, reaching a peak total output of 1,001 hp and 1,044 lb-ft of torque. You'd never know from behind the wheel that this thing weighs 4,290 pounds, as 0-60 mph happens in just 2.5 seconds, and 150 arrives in less than 10. If the main reason for hybridization is pure excitement, then I'm here for it. Launching off the line, you feel the motors punch down low as the V12 revs up, and once the tach needle reaches the midrange, all hell breaks loose in wonderful electron-flowing and fuel-burning harmony. The specs are insane The Revuelto doesn't hold back in its pursuit of filling the cabin, and several city blocks in either direction, with glorious V12 music. It's endlessly entertaining regardless of mode and RPM, even lightly cruising around between 3,000 and 4,500 RPM. I'd never been so content having a ringing in my ears as I did filling up its 22.5-gallon fuel tank twice in one weekend. The shove back in the seat while ripping off the line is truly something special, too. I've had the honor and privilege of driving some thrilling hardware during my tenure in automotive journalism, but this takes the cake for all-out savagery. Upshifts seamlessly continue the effort forth towards felony offenses, and once it's time to slow down, some light gearbox whine and sharp puck noises make for buttery smooth, GT3 race car-like downshifts. It's all intoxicating. The Bolognese brand didn't just make the Revuelto faster and optionally thriftier. Active aerodynamics sitting atop the rear deck to help it cut through the air 66 percent more efficiently, as well as bleed off speed. Carbon fiber and aluminum comprise its chassis and bodywork, making it 10 percent lighter and 25 percent more rigid than its predecessor. Combined with a mix of adaptive dampers and double-wishbone independent suspension, its rectangular battery pack mounted in what used to be called the transmission tunnel, all-wheel drive, plus its mid-engine layout, this thing is a monster at corners. Conveniently, switching between damper and motor settings, as well as drive modes, was quite easy as they're all done on the steering wheel. I've never been a big fan of complication here, but Lamborghini's method works great. This thing is a monster at corners The steering itself possessed decent weight under cornering and sufficient communication, tack-sharp front-end response, and above all, the perfect ratio for high-performance driving. It was so nice being far tilted back in the Lambo's sport seat (this was very necessary, as headroom is at a high premium for tall folks), hands at nine and three, and getting into a daze-like rhythm of carving corners at breathtaking speed. While power delivery was merciless, it was quite easy to tame with smooth inputs and thoughtful downshifts, which weren't as frequent as other exotic fare thanks to the engine's sky-high redline. The end result was reaching well-traveled mountain top landmarks in a shockingly short amount of time. All while experiencing an immensely good ride quality in either its stiffer or softer damper mode, too—a testament to how much engineering went into this beast's chassis dynamics. The 2025 Lamborghini Revuelto is unlike anything I'd ever driven before. I may not have fit very well inside, the seat back may have been designed for someone a foot shorter than me, but goddamn was it totally worth it. Not only was the sensation of a screaming, 6.5-liter V12 behind me something beautifully unique, but behind all the drama was a chassis tremendously potent in its grip and athleticism. Then, its unparalleled mix of 12-cylinder ferocity plus hybridization created a harmoniously hilarious good time. It even returned admirable fuel economy numbers for a supercar, if I wanted… but I mostly didn't, as its consumption proved to be one of the wisest financial investments ever. Photography by Peter Nelson / The Verge
Auto Blog
17 hours ago
- Automotive
- Auto Blog
Third-generation Nissan e-Power hybrid system promises EV-like driving
Nissan Bets on Simpler, Smoother Hybrid Tech Hybrids are ubiquitous, but none operate quite like those with Nissan's e-Power system, the third generation of which just debuted in the redesigned Qashqai crossover for the European market, but is expected to reach the United States in 2026 in the next-generation Rogue. While most automakers opt for a parallel hybrid system that allows both an internal-combustion engine and electric motors to directly power the wheels, e-Power is a series hybrid system, in which the combustion engine acts purely as a generator, with electricity providing all of the motive power. That means instant response to throttle inputs, as in an EV, and is mechanically simpler than other hybrid systems, Nissan notes. Numerous Improvements A key update for the third-generation e-Power system is the integration of an electric motor, generator, inverter, and a reduction gear into a single unit that's more compact and lighter than the previous packaging, Nissan said in a press release. Battery capacity is unchanged from the previous Qashqai hybrid, at 2.1 kilowatt-hours. The new Qashqai hybrid also retains a 1.5-liter turbocharged three-cylinder engine, but Nissan made a few changes to boost efficiency, power, and refinement. Thermal efficiency has improved to 42%, meaning more of the fuel volume actually gets translated into energy for turning the wheels. Low-speed performance in particular has been approved, according to Nissan, while a larger turbo lets the engine operate 200 rpm lower at highway speeds, reducing noise (overall cabin noise is down to 56 decibels, Nissan claims). The automaker says these changes make the previous engine's variable-compression-ratio tech redundant. Nissan estimates 62 mpg on the European WLTP testing cycle, which is generally more optimistic than the U.S. EPA testing cycle. Output improves by about 15 horsepower, to 202 hp. That's about the same as the 201 hp rating of the U.S.-spec 2025 Nissan Rogue, which uses a variable-compression turbo-three engine without a hybrid system. Expect To See e-Power In The U.S. Soon Source: Nissan Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Built in the United Kingdom, the redesigned Qashqai is scheduled to reach European markets in September 2025. It's not likely to reach the U.S., but Nissan confirmed last year that it planned to launch e-Power in the U.S. and Canada by the end of fiscal year 2026. Earlier this year, the automaker said the Rogue would get the third-generation e-Power system, along with the Qashqai and a minivan. While the Rogue could use a hybrid option, as most of its U.S.-market rivals already offer one, e-Power still comes with some questions. Series hybrids have struggled with efficiency and vibration issues at the steady-state highway speeds that are common in the U.S. That's why other automakers have avoided this tech (Honda's two-motor hybrid system comes close, but still allows the engine to directly drive the wheels in certain situations) and why Nissan has hesitated to bring e-Power to the U.S. Nissan launched the first-generation e-Power system in Japan in 2016, on the Note hatchback. As of last October, it claimed to save sold more than 1.5 million vehicles with the system, and that it was available in 68 markets. It's been promising U.S. sales for most of that span, even announcing plans to make e-Power the default powertrain tech for its Infiniti luxury brand. But those plans were canceled in 2021. Rogue Plug-In Hybrid Too 2025 Nissan Rogue — Source: Nissan Nissan's technical skills and tenacity shouldn't be underestimated, however. It made variable-compression engines work even after other automakers had given up on the concept, after all. And Nissan likely has a backup plan for the Rogue as well. Car and Driver reported last October that a Nissan Rogue plug-in hybrid would likely arrive for the 2026 model year, borrowing tech from its Mitsubishi Outlander platform-mate. The plug-in hybrid is expected to be sold alongside the Rogue e-Power hybrid, helping the Rogue achieve parity with rivals like the Hyundai Tucson, Kia Sportage, and Toyota RAV4, which all offer both hybrid and plug-in hybrid powertrain options. About the Author Stephen Edelstein View Profile
Auto Express
a day ago
- Automotive
- Auto Express
Big plans for the Lotus Emira with hybrid tech on the cards
The Emira is a strong performer for Lotus, accounting for more than 5,000 of the brand's 12,000 sales in 2024. The firm has just announced the V6 Turbo SE with a revised manual gearbox to boost precision, suspension adjustments to improve ride and handling, and a tweaked cooling system that trims weight, plus Racing Line editions with yellow pinstripes and high gloss black wheels. Advertisement - Article continues below But with Lotus slowing down plans for an all-electric, mid-engined sports car, the firm is investigating how to electrify its existing two-seater. 'Everything's possible; we could squeeze [a hybrid] in,' Lotus Europe CEO Matt Windle told Auto Express. Expect a very different approach from the 'hyper hybrid' system bound for the Eletre SUV and Emeya saloon, which packs a 2.0-litre turbo engine with high-power standalone electric motors on the front and rear axle. Given the packaging constraints of the 4,412mm-long Lotus where every millimetre counts, the Emira is more likely to mirror the Ferrari 296 GTB and McLaren Artura by shoehorning an electric motor generator between the engine and transmission, boosting power and harvesting some energy for a modest battery. There's no word yet on which of the Mercedes-AMG-sourced turbocharged 2.0-litre or Toyota-supplied 3.5-litre V6 could get the hybrid treatment. The very different characters of the four-pot and V6 make for the key customer choice at the moment, because both SE models pack 400bhp. Why, we asked Matt Windle? Skip advert Advertisement - Article continues below 'We didn't want to derate any of the power,' grins the sports car boss. 'We could have done that but the main driver for the engines was gearbox application, [not] power.' The four-pot comes with an eight-speed dual-clutch transmission for ultra-fast changes (and the fastest 0-62mph time of 4 four seconds flat), whereas the slightly slower V6 comes with a manual or six-speed torque converter. The Emira is available in GT4 racing spec, with more power from the V6, a sequential racing 'box and enhanced aero. Is this a template for stripped out, roadgoing Emiras following the blueprint of Porsche's 718 Cayman GT4? 'We're pretty much at the power we can be on those engines,' counters Windle – until the hybrid comes on stream. An open-top version is likely to filter through in time: the chassis was developed with sufficient stiffness for a spider version, like the classic Elise. An open Emira would sell well in the vital US market, where Chinese imports of the Eletre SUV and Emeya saloon are non-starters due to tariff barriers. Given that sister brand Volvo has a factory in South Carolina, could Lotus use it to assemble the big EVs in the States? 'At the moment, there are no plans for production over there,' says the European boss. Tell us which new car you're interested in and get the very best offers from our network of over 5,500 UK dealers to compare. Let's go… Find a car with the experts New Volvo EX60 electric SUV: latest details and confirmed reveal date New Volvo EX60 electric SUV: latest details and confirmed reveal date The upcoming, all-electric Volvo XC60 alternative is designed to 'keep learning and evolve with time' BYD and Octopus Energy team up for 'all-inclusive' EV deal BYD and Octopus Energy team up for 'all-inclusive' EV deal Octopus' 'Power Pack Bundle' includes a leased BYD, a wallbox charger and charging all for less than £300 per month New Skoda Epiq baby SUV could be a Tardis on wheels New Skoda Epiq baby SUV could be a Tardis on wheels The new Skoda Epic will sit below the Elroq and Enyaq in the brand's ever-expanding SUV range and is set to offer plenty of space despite its compact …
Forbes
a day ago
- Automotive
- Forbes
Test-Driving The 2025 Honda HR-V Hybrid
HONDA HR-V Hybrid At the time of writing, Honda sells four SUVs in Britain while America gets six. Britons, pop onto Honda's website and you'll see the ZR-V but if you navigate to the American site, you'll find the HR-V, which is identical to the UK ZR-V. It's all a bit confusing. Honda HR-V Price And Tech Sorry, America. But your HR-V (UK ZR-V) looks like a surprised Oranda Goldfish. Looks aside, however, it's not a bad car. Then there's the e:Ny1, which Honda is renaming because Chinese customers can't pronounce it, the CR-V, a brilliant all-rounder, and finally, the HR-V, a hybrid version of the all-electric e:Ny1. Are you still with me? Honda HR-v The HR-V undercuts all of its siblings because of its £32,250 price tag. Standard tech includes Apple CarPlay and Android Auto, adaptive cruise control, heated front seats, Honda Connect with nav, connected remote services (My Honda+), a digital gauge cluster, 18-inch alloys, a rear-view camera, keyless entry and privacy glass. It also has Honda's cool Magic Seats, which allows the rear seat bases to be lifted up so larger items can be stowed behind the front seats. I didn't use it, but it's there. Honda HR-V Design And Interior It's much prettier than its electrified e:Ny1 sibling, and although interiors are similar, Honda's given the HR-V a 9-inch touchscreen and there are physical buttons—praise be! I also liked its two-tone paint scheme and cabin layout. And the touchscreen, although not the quickest, wasn't overly complicated either. There was also plenty of head and legroom up front, and the steering wheel offered plenty of reach, but backseat passengers north of six feet struggled for space because of the HR-V's rakish roofline. Honda HR-V During the week, I had to whisk my dog to an emergency vet appointment, and thankfully, the HR-V's boot features an easy-clean rubber mat. However, the fabric parcel shelf is held in place by two arms which protrude into the boot, meaning my dog struggled to move; we weren't travelling far, but I would think twice about the HR-V if you have a medium-sized dog. Honda HR-V Performance And Economy Being a hybrid, the HR-V consistently returned a 51.3 mpg average with me at the helm, or 36 mpg if I was overzealous with the throttle. This said the HR-V offers little thrill—as the 129 bhp and 187 lb ft figures suggest. Mash the throttle and the e-CVT gearbox groans loudly, disturbing any cabin serenity, as the 1.5-litre attempts to shove its 1,380kg mass. I know it's a hybrid and not a hot hatch, but the Nissan Qashqai e-Power returns similar economy figures, is quieter, costs nearly the same, and is Hussain Bolt in comparison. Honda HR-V Verdict The HR-V oozes quirk, is reasonably priced, and comfortable and offers heaps of standard tech. It also returns fantastic efficiency and is quiet on long motorway journeys. Honda HR-V Sadly, the e-CVT is just too loud under acceleration, it's also slow and there isn't enough room in the rear for taller passengers. The Honda HR-V offers lots for its price, but the Nissan Qashqai e-Power does everything better and is similarly priced.
Top Gear
a day ago
- Automotive
- Top Gear
Audi A6 Review 2025
It's the new Audi A7! Except it isn't. You see, Audi's plan was to name its all-electric models using even numbers, while its internal combustion-engined cars would take on the odd numbers. It's why the new petrol and diesel-powered A5 is actually a saloon and estate replacement for the old A4. And yes, the two-door A5 is dead as a result. Unfortunately, after it had made that change to the A4/A5, Audi then agreed with its customers and dealers that this was a stupid idea, so it announced that it would return to its old system… starting with the new A6. Advertisement - Page continues below So, the A6 is just an internal combustion car still? Erm, no. There are now many flavours of A6, with the A6 e-tron all-electric version that's available as a super slippery Sportback or a more practical Avant. We've covered both of those off in a separate review that you can find by clicking these words. On these pages we will just focus on the combustion-engined Sixes in Saloon and Avant form, although before you head off to the full EV it's probably worth noting that there is a plug-in hybrid A6 on the way that'll manage 66 miles of electric range as an Avant and 69 miles as a Saloon. Impressive. What other engines can I have? This oily A6 still comes in both petrol and diesel forms, but on UK shores you only get the option of 2.0-litre turbocharged four-pot engines. You'll get a seven-speed auto gearbox and 201bhp no matter which fuel type you pick, although the diesel gets mild-hybrid tech, quattro all-wheel drive and 295lb ft of torque, while the petrol makes do with front-wheel drive and 251lb ft. What else is new? Well, the first thing to note is that this car looks quite different to the A6 e-tron. The EV is based on an entirely different platform and gets split headlights, a closed-off 'grille' and the option of cameras for wing mirrors. Advertisement - Page continues below The combustion-engined A6 is slightly more conventional, although it's still super streamlined and manages a drag coefficient of 0.23Cd in saloon form and 0.25 as an estate. You'll notice the slimmer lights compared to the previous gen, plus the giant new air intakes in the front bumper, the flush door handles and the lack of chrome trim. It's also slightly longer than before. The saloon gets a little 'notchback' spoiler and the rear lights on both now include a full-width lightbar and strange little fang-like brake lights that hang down and look a little bit like fake vents until they're illuminated. We like the design overall, but that final detail doesn't really work to our eyes. What's it like inside? Hope you like screens. The A6 is full of 'em, with an 11.9in 'Audi Virtual Cockpit' driver display and a giant 14.5in central touchscreen merged together in a curved dash unit. There's also a configurable head-up display and an optional 10.9in touchscreen for the front seat passenger. Want to know more? Click through to the interior tab of this review. How much will it cost me? Great question. Prices currently start at £50,560 for the petrol-powered saloon, or £54,830 if you want the same shape and the hybridised diesel engine. The Avant is £52,510 as a TFSI and £56,780 in TDI form. What's the verdict? ' Audi knows how to play the large exec game, although this one does feel a little underpowered at times ' Can we all just take a moment to thank Audi for not calling this the A7? We're only just getting over the confusion caused by the new A5. Now that's out of the way, we can conclude that the new combustion-powered A6 is an attractive thing that works from most angles. We're not completely sold on those new rear lights and the interior is a bit of a tech fest, but generally this is a smart-looking saloon or estate. It's a bit of a shame that it borrows its engines from the A5 and Q5 and isn't offered with six-cylinders on our shores, because fully-loaded even the torquier diesel feels a bit stretched. But keep things sedate and this can be a properly comfortable cruiser. Loads of space for dogs in the Avant too – which of course is always the most important metric to judge these things by.
