Hybridisation – the Supercar Solution?

The arrival of BEVs brought with it an unexpected surprise for legacy performance car manufacturers as newly introduced luxury sedans from the likes of Tesla and Lucid were able to out-accelerate their supercars and hypercars. Hybridisation is how most have responded.

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Anyone who has driven a battery electric vehicle (BEV) will have been impressed by the instantaneous throttle response, strong and linear torque delivery, and the lack of drivetrain noise and vibration. In fact, those drivers for whom their vehicle is a means of getting from A to B comfortably and safely – probably the majority – will likely prefer the driving experience of a BEV.

Owing to the high cost of their traction batteries, some BEV manufacturers, needing to justify their vehicle’s high price position, maximised this characteristic by fitting more powerful or multiple motors, to provide even more acceleration and AWD traction. This expanded the appeal of their vehicles beyond the well-heeled, environmentally conscious early adopters, to include performance-focused buyers as well. Some of these five-seater sedans are capable of hitting 0 – 100 km/h in a little over 2.0 seconds, with even the Tesla Cybertruck’s top-of-range Cyberbeast model, which weighs more than 3.1 tons, manages to breast the 100 km/h mark from standstill in just 2.7 seconds. These sorts of performance figures, and the need to comply with increasingly stringent emission regulations, have prompted the established supercar manufacturers to reconsider their internal combustion engine (ICE) drivetrains.

The seemingly obvious solution would be to make the switch to BEV drivetrains; however, this isn’t always the answer for two very different reasons. The logical one is that at the current level of battery technology, the size and weight of traction batteries needed for the required performance levels are not compatible with their vehicles’ required characteristics of handling response and agility. The other, and ultimately more compelling, reason is an emotional one – the way BEVs deliver their performance is too quiet, too smooth and too refined. The same characteristics, that make them so good to drive as everyday vehicles, unfortunately do not provide the driving experience and excitement sought by sportscar customers. To an enthusiast, the initial kick followed by the constant shove as a BEV accelerates is no substitute for the blasts of acceleration in each gear accompanied by the rising exhaust note each time the ICE revs towards its redline. Some BEV manufacturers have reacted to this customer feedback, and Hyundai’s N e-Shift as fitted to the 478 kW Ioniq 5 N, successfully simulates the engine sounds and gearshifts of an ICE fitted with an 8-speed dual-clutch transmission, while Toyota and Honda are both working on three-pedal versions. The intention is to make judging speed, acceleration and braking points far easier for a driver accustomed to high-performance ICE cars.

Unfortunately, these solutions don’t address vehicle weight, and many legacy performance car manufacturers have developed another approach to retaining the ICE driving appeal of their products while including some of the benefits of electrification – hybridisation. This involves combining a high-output ICE with one, two, or three electric motors and a considerably smaller and lighter traction battery than found in BEVs. While more expensive, this solution provides improved performance and reduced emissions without compromising the driving characteristics. The different approaches to hybridisation by some leading performance car manufacturers are examined in more detail below:

Bugatti

When Bugatti was developing the recently announced Tourbillon, matching the 1 177 kW of the most powerful of the 8.0-litre, quad-turbo, W16-powered Chiron derivatives was going always going to be a challenge. CEO Mate Rimac and his team considered a re-engineered W16, or even going fully electric, before deciding on an all-new, naturally aspirated V16 complemented by three electric motors. In their own words: “It was important to us that this car retained that pure and raw analogue feel of a naturally aspirated combustion engine, while pairing it with the agility and ability provided by electric motors.” Rimac fully understands the importance of this, recently highlighting that despite having been revealed three years ago and receiving rave reviews for its performance, sales of his Nevera electric hypercar have yet to reach its 150-unit target.

In conjunction with Cosworth, a new 8.3-litre V16 developing 754 kW and 900 N.m was created, with the electric motors boosting this to an astounding total of 1 342 kW. Two electric motors are housed in the front e-axle, providing AWD and torque vectoring to improve traction and handling, while the third is mounted on the rear axle. Powered by an energy-dense 25 kWh battery, the electric powertrain serves to boost power and provide immediate throttle response, while providing an all-electric range of more than 60 km. Another important function is called “torque fill”, in which the output of the electric motor is managed to complement the engine’s torque, resulting in a more consistent torque delivery through the rev range.

This approach has allowed Bugatti to create a car capable of reaching 100 km/h from standstill in 2.0 seconds, and exceed 400 km/h, yet drive silently in cities in EV mode, without any compromise to the character for which the brand is famous. Again, in their words: “We have already heard what it sounds like when this car reaches its 9 000 r/min redline under full throttle, and it is a visceral, awe-inspiring experience that will echo for eternity. With the Tourbillon, we have engineered a car that delivers the best of combustion technology and electrification.”

Lamborghini

Lamborghini’s first production vehicle, the 350 GT utilised a V12 engine and since then its flagship models have always been V12-powered, while other models have utilised V8 and V10 engines. Company spokesmen have been very clear that they don’t believe the market is ready for electric supercars, while acknowledging that there will eventually be a move to EV. In fact, Lamborghini has already shown an EV concept and estimates production by 2028, but this vehicle is a 2+2 crossover and will be followed by an electric SUV.

To retain the all-important emotive appeal of its outgoing Aventador model, Lamborghini has introduced the so called High-Performance Electrified Vehicle drivetrain for its new flagship, the Revuelto. It retains a heavily reworked version of its naturally aspirated 6.5-litre V12, combined with two front and a rear electric motor for a total of 747 kW at 9 250 r/min and can hit 100 km/h in 2.5 seconds. Other than additional power, the front motors provide torque vectoring, AWD when required, and regenerative braking to charge the 3.8 kWh centre tunnel-mounted battery. Uniquely, the rear motor is not fitted between the ICE and the gearbox, instead being mounted externally onto the 8-speed DCT allowing it to operate independently of the ICE when required. In addition to torque fill, it also functions as a generator to charge the battery.

Drivers can select both driving and hybrid modes independently, resulting in 13 different permutations grouped into four broad categories – Citta, Strada, Sport and Corsa – accommodating EV, hybrid and maximum performance operation

The Temerario, replacement of the V10 Huracan, also features the HPEV drivetrain, combining a 4.0 litre twin-turbo V8 with three electric motors for a maximum of 677 kW and is capable of reaching 100 km/h in 2.7 seconds.

Ferrari

In its current line-up, Ferrari offers an interesting mix of ICE and hybrid drivetrains. The recently launched 12Cilindri and Purosangue both use naturally aspirated 6.5-litre V12s, while the Roma utilises a 3.9-litre twin-turbo V8. The SF90 combines a 4.0-litre twin turbo V8 developing 574 kW – the highest output V8 in Ferrari’s history – with three electric motors, which deliver an additional 162 kW allowing it to reach 100 km/h in 2.5 seconds. eDrive utilises the front axle motors only, the 7.9 kWh battery providing a range of 25 km at speeds of up to 135 km/h, while Hybrid, Performance and Qualify modes are also provided

The 296 models combine a 3.0 litre V6 with a single electric motor fitted between the mid-mounted ICE and 8-speed DCT, for a total of 610 kW. EV range is 25 km with 100 km/h reached in 2.9 seconds.

Porsche

Porsche recently introduced the 911 GTS with T-Hybrid technology, which features several interesting changes compared to its predecessor. Cubic capacity of the six-cylinder boxer engine is up to 3.6 litres and a single, large turbo featuring an electric motor, replaces the twin-turbo set up, reducing weight and saving space. Normally a single large turbo would mean compromised low-speed response, but this is countered by the electric motor instantly spooling up the turbo. In addition, an electric traction motor mounted within the PDK transmission housing and producing 41 kW and up to 150 N.m provides further torque fill, ensuring instant throttle response and a 3.0 second 0-100 km/h dash. Charging of the 1.9 kWh battery is by regenerative braking and through excess energy generated by the motor on the turbo. There is no EV driving mode, the system being engineered to improve performance with minimal weight penalties.

Porsche also offers PHEV systems featuring a single electric motor mounted in the transmission housing on some Panamera and Cayenne V6 variants, as well as a Bentley Bentayga variant. Higher performance versions are used on the 4.0-litre V8-powered Porsche Turbo E-Hybrid models, the Bentley Flying Spur Speed and Continental GT. Providing very practical EV ranges of 80 to 90 km from a 25.9 kWh battery, the systems provide substantial increases in performance with reductions in emissions and fuel consumption.

The move to hybrid powertrains has provided supercars with improved performance while allowing their manufacturers to meet current range-average emission requirements. Hopefully the adoption of e-fuels will provide another production life extension for these vehicles, whose appeal is so reliant on the emotive characteristics of their high-performance internal combustion engines.

Find the full feature in the December issue of CAR Magazine.

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