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  • William Maley
    William Maley

    Rumorpile: Next-Generation Range Rover Has Bentley and Rolls-Royce In its Sights

      More technology and less weight

    The flagship luxury SUV class is becoming more crowded with the Audi Q8, Bentley Bentayga, and Rolls-Royce Cullinan entering the fray. Land Rover is feeling the pressure and has big plans for the next-generation Range Rover to fight them off.

    Expected to launch in 2021, the fifth-generation Range Rover will move from the D7u platform to the new Modular Longitudinal Architecture (MLA). It will be lighter than D7u thanks to the extensive use of aluminum. MLA will also allow Land Rover to install fully-electric powertrains into the model, alongside gas, diesel, and plug-in hybrid variants. But don't expect one at launch as Land Rover reportedly has plans for stand-alone electric model that will have more car-like qualities - Road Rover anyone? A Range Rover EV will launch sometime after the launch, primarily for Asian markets like China.

    The current engine lineup, primarily sourced from other automakers will be scrapped. V6 engines will be replaced by inline-six engines from Jaguar Land Rover's Ingenium family. Its unclear whether or not there will be replacements for the V8 engines. Certain engines will come paired with a 48V mild-hybrid system. 

    Don't expect any dramatic changes to the Range Rover's exterior as there are plans to do an evolution of the current shape. The interior will get new technologies such as an updated version of JLR's Touch Pro Duo infotainment system and connected car technology that will allow you to perform various tasks such as locking/unlocking your front door at home. There is also talk of some talk of autonomous driving features making an appearance.

    Source: Autocar

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    They make 5 different Range Rovers so they can move it up market.  But they aren't going to get it to Bentley territory.  Because now you have "Range Rovers" that start under $50k, it is a bit diluted.  I feel like changes are super gradual with the Range Rover though, and it takes a decade for something to change on them.

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    Gonna have to dig into why so many are going 48V mild-hybrid systems. I have to question why this particular voltage system compared to other options.

    So, I stopped writting and did a little research and Boom, here is some interesting info:


     With 48-volt stop-start:

    • The starter is replaced with a beefier 48-volt device called a motor generator unit(MGU), belt alternator starter, or belt-driven starter generator.
    • A 48-volt lithium-ion battery pack, typically in the trunk.
    • A DC-to-DC converter.


    Per the story, we are looking at a standard that was built to allow the key component companies to supply a superior system. Per the story listed above: Bosch, Continental, Delphi, and Valeo are among the key components makers working to provide 48-volt systems to automakers.

    As I have mentioned before in other threads, an electric turbo pretty much removes all lag. The Audi system uses a real turbo on the ICE for higher speeds and better performance and yet at lower speeds and from a stop uses an e-Turbo to have instant torque. The e-Charger as Audi calls it removes those noticeable tenths of a second for spin up to 100,000 to 200,000 RPM to be instant in the e-Charger much like all electric motors, instant torque and performance.

    HISTORY: mid 90's the auto industry attempted to do this with a 42 volt system. Yet due to technology and other issues, it was not ready for prime time. Quoting the story:

    Now, says Jason Schwanke, senior systems engineer at Bosch, “The main focus is improving the emissions and fuel economy of the vehicle. 48-volt is a system to augment the combustion engine, reduce fuel consumption, reduce [diesel] particulate emissions, and improve the driver experience by increasing the responsiveness of the vehicle.”

    Schwanke envisions a second iteration of cars that go beyond a smallish belt-drive motor generator. Rather than 2 kilowatts, it could be 10, 15, or 20 kilowatts. “Decouple the combustion system [from the motor generator],” he says, “you can do some advanced features you can’t do from a belt system … things like going through a parking lot [on electric power] or low-speed urban driving.” In other words, while 48 volts is a step up from 12 volts, it’s also a step down in cost from 300-volt-plus systems in traditional hybrids.

    End result is that the 48 volt system gets you close to everything you need in a full traditional hybrid system with out all the added cost of the 300 volt system. 

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    For those that like tech like me, check out these more detailed info on 48 volt mild-hybrids and who is using them.


    For Diesel lovers, here is Delphi's 48 volt mild-hybrid answer to get Diesels clean and een higher mpg.






    Honda Civic Delphi 48v mild-hybrid diesel. To quote the 2nd listed story above: 

    Mary Gustanski, Delphi's VP of engineering and project management, told Ars that mild hybrids can offer about 70 percent of the benefit of a more traditional hybrid (with regard to fuel efficiency and CO2 reduction) but at 30 percent of the cost. The company has been developing the system with a 1.6L turbodiesel Honda Civic, which also has an electric turbocharger for added efficiency. On average, the car is about 10 percent more efficient than a conventional Civic turbodiesel, although we're told that the gains can be as much as 35 percent at some parts of the rev range.

    FYI just in case some are wondering about the 12 volt versus 48 volt systems and why one would not just go all 48 volt.  The answer lies in that currently cooling fans and pumps are available in 48 but AC is still belt driven and those that are electric are 12 volt only. Delphi does have a 48 volt AC electric compressor coming.

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