An updated HSG with turbos, belts, and pulleys. Wayne Gerdes – CleanMPG – April 21, 2025 Hyundai revealed its next-generation hybrid drivetrain touted to improve power and efficiency for their entire lineup. This next-generation hybrid system features a new transmission with two integrated motors that can be paired flexibly with a range of internal combustion engines. What did they not say is that this was a planetary system with no need for a std. transmission like the topography is now? The newly developed transmission includes a new P1 motor that handles starting, battery energy generation and energy deployment to assist propulsion. It Appears to be a Hybrid Starter/Generator spun off a belt but later on in the release, they state this motor is directly tied to the engine to reduce losses and reducing lag time. ??? The transmission’s P2 driving motor is responsible for propulsion and regenerative braking. The std. large motor to power the transmission in serial or parallel operation. This integrated dual-motor setup improves power, performance and fuel efficiency while achieving smooth shifting and reduced noise and vibrations for a more refined driving experience. The transmission can be paired flexibly with internal combustion engines across the model lineup, delivering a system output from the 100 to 296 hp allowing for broad application from sub-compact to large vehicles. The new hybrid system also integrates convenience features commonly found in the Group’s EVs, such as Stay Mode, Vehicle-to-Load (V2L) functionality, and Smart Regenerative Braking. The first powertrain to use the next-generation hybrid system uses an enhanced gasoline fueled 2.5L turbo. A new, gasoline fueled 1.6L turbo hybrid powertrain will also be available. I was hoping Hyundai would have discarded any turbo as it drastically reduces long term reliability while increasing costs. By reassigning the 2.5L engine’s starting and generating tasks to the newly added P1 motor, the turbo hybrid powertrain minimizes power losses. Adding, with a modified cylinder flow within the intakes and combustion chambers, fuel efficiency is said to have been improved. The 2.5L turbo hybrid system utilizes an ‘over-expansion cycle’, intentionally delaying intake valve closure during compression to lower the effective compression ratio of the mixed gas in the cylinder while maintaining a high expansion ratio during the combustion process. This sounds like the same Atkinson cycle to me. An improved piston design and a significantly expanded triple fuel injection range enhances combustion speed, stabilizes combustion, and suppresses detonation, improving engine efficiency further still. In Korean terms, the gasoline fueled 2.5L turbo hybrid system used in the all-new Palisade delivers maximum fuel efficiency of 33 mpgUS but on the Korean cycle. It provides a max combined output of 330 hp ad 339 lb-ft. of torque. The next-generation gasoline fueled 1.6L turbo hybrid improves fuel efficiency by more than four percent in a mid-size SUV compared with previous models. Additionally, by incorporating the P1 motor into the Active Shift Control (ASC) hybrid transmission logic, the system achieves faster and smoother shifting performance. Improved control of the engine clutch further reduces the time taken for the engine to engage when switching from EV mode. “Stay Mode” adapts the ‘Utility Mode’ of EVs for hybrid vehicles allows the use of all in-vehicle convenience features, including A/C and multimedia without starting the engine, and can be used for up to one hour when the battery’s state of charge is between 70 and 80 percent. This system also includes a ‘Stay Mode Usage Reservation’ feature. This function synchronizes with the navigation system and begins charging the high-voltage battery about 1.2 miles before reaching a user’s intended destination, targeting a battery charge level of 70 to 80 percent upon arrival to maximize Stay Mode usage time. See that pulley with one belt attached and a second one to yet another ancillary? That does not appear to be moving forward. Additionally, the next-generation hybrid system’s V2L function offers a maximum output of 3.6 kW allowing users to charge and power external appliances and personal tech devices. V2L can be used continuously while the engine is running, and in Stay Mode without the engine running. In this use case, up to 50 percent battery capacity (from 80 to 30 percent SoC) can be utilized.
That had better be more than the typical 1-1.5 kWh battery. Seems almost plug-in like, but no plug. I guess the reserve engine function to build up for save mode may be worth it if an hour-long run of HVAC is possible without engine running.
