Previously, there was always a question about the Tiggo 8Plus plug-in hybrid version (PHEV) that Chery was testing, that is, whether the engine itself was dedicated for the 1.6TGDI hybrid that was shown in the previous two years or the 1.5TGDI hybrid that was later displayed at the Guangzhou Auto Show. engine? The following information about the fourth-generation engine has attracted the author’s attention. The decline in power seems to have a purpose. The prediction is that there may be a corresponding connection with the hybrid. Of course, it is only limited to a judgment, otherwise the sudden power cannot be explained. There has been so much decline, and just yesterday, the plug-in hybrid power kit displayed by Chery seemed to confirm the correctness of this judgment from the side. Of course, it is not certain that it must be correct. After all, the picture shooting is separated and not released, instead of one piece photo.
The first is the dedicated DHT gearbox for hybrids, which is quite close to the spy photos of the actual test machine taken before. Of course, only one-third of the shell is exposed in the spy photos, and the display prototype exposed this time only has the front-end shape. For an intuitive comparison, then the official demonstration prototype shall prevail.
There was a problem with the early data. The information introduced to the media at the time was 10 gear combinations. Later, the author found that there was a change and changed to 11 gear combinations. Now the official display of the actual machine board is determined to be the 11 that was exposed later. The gear combination is correct. Others are consistent with the data of the early DHT exhibition board, including the maximum input torque of 510Nm. The key is the change of this gear.
Here is a passing mention of a DHT510 hybrid gearbox shown by Chery in the early days. This is also the place where the author had doubts at the beginning. The real machine shown this time and the spy photos of the previous real machine are the same as Chery for a long time. The shell of the DHT hybrid gearbox shown earlier was very different. It was not until the appearance of the DHT510 gearbox that the problem was found in comparison with the 351HAA gearbox exposed this time. Many parameters seem to be close, but the final appearance finally changed. It is also the most important change, which is quite critical. The first is that the power consumption of condition A is less than 14KWh/100km, the early 510 type is 16KWh/100km, and the second is that the fuel consumption of condition B is less than or equal to 4.3L/100km, and the 510 type is 5.2L/100Km. The so-called A/B is the pure electric type and plug-in hybrid type mentioned earlier on the exhibition board. These two important indicators have all decreased. It seems that it is worthwhile to wait. It can be seen that the effect of one more gear combination is obvious. The fuel consumption of the hybrid type can be reduced by 0.9L/100Km, which is even more significant than the 48V effect.
Another key point is the engine level in the plug-in hybrid version. The SQRG4J15 model announced on this exhibition panel is the fourth-generation engine mentioned earlier. The earliest exposure data is quite limited. Only the words of Miller Cycle are still present. So, only Chery upgraded it to the “Intelligent Combustion System Version 3.0”. You must know that the Lanyue 2.0TGDI engine that was just launched is only the Intelligent Combustion System version 2.0, although the 3.5 to 4 generations are only half the difference. The generation gap, but I did not expect that the time when the two were introduced to the market would be so close. Other technical highlights such as layered cooling architecture, a new generation of intelligent thermal management system (ball valve thermostat), VGT variable section turbocharger, plug-in The water-cooled intercooler greatly reduces the friction supply (compared to the third-generation engine, the reduction is more than 22%).
The power level is a bit surprising. The maximum net power is 125Kw/5500rpm, the peak torque is 252Kw/2000~4000rpm, and the low-end torque is 210Nm/1500rpm. The data of the Miller version of 1.5TGDI was first exposed. Mentioned is 130Kw, the peak torque is 260Nm, which is a bit lower than last time (of course, the data of Chery’s exhibition board used the prefix of maximum net power and net torque), but pay attention to one detail. The weight of the machine is only 103 kg, the supercharged engine can be reduced to this weight, and the power is quite solid, while the weight of the 1.6TGDI machine is 125 kg. At first glance, the power parameters are indeed not eye-catching or even weak, but pay attention The first paragraph at the beginning of the exhibition board has a huge amount of information, which promotes the electrification of Chery’s power system, which can be matched with 48V, HEV and PHEV. To put it bluntly, this is designed for hybrid vehicles, even the lowest technical content of 48V. The system and power parameters can also be improved accordingly, and there is no need to work on power parameters (not to mention that the third and a half models have been determined to coexist with the fourth generation of engines, and these three and a half generations include the deeply improved 1.6TGDI engine). Pay attention to the beginning of the first paragraph. The first model of the fourth-generation engine is equivalent to saying that there will be later, but it is not ruled out that it is a special hybrid version of 2.0L.