This year's hard-core off-road SUV market can be described as a "fairy fight", when the new Toyota Prado and the domestic Ford Lie Ma are still holding the pipa and half-covering their faces, the tank 700 Hi4-T more simply released the pre-sale price of the base model. Behind the range of about 500,000 yuan, there is a set of 30T V6 twin-turbo engine, combined with a plug-in hybrid system. However, the power battery part that supports the electric drive system is a "small-capacity battery". What kind of medicine is sold in the tank 700 Hi4-T hoist, and what kind of product performance will it bring with a "small battery"?
To say that the tank 700 Hi4-T carried a "small battery" is a less rigorous statement. Because after all, it carries a piece with a capacity of up to 371kwh ternary lithium battery. From the perspective of plug-in hybrid models alone, the capacity of this battery is definitely not small. But when faced with the plug-in hybrids of the tank series, we will find that no matter what the difference is in class and size, the battery capacity they carry is basically the same. The Tank 700 Hi4-T and the already marketed Tank 400 Hi4-T and Tank 500 Hi4-T are all equipped with 371 kWh battery pack. However, the length of the tank 700 Hi4-T was more than 5 meters, and the wheelbase reached 3 meters. The new car is bigger, so why not consider adding some battery capacity?
To put it simply, increasing the battery capacity has little impact from a practical point of view. Secondly, starting from the product positioning function of the new car, the battery capacity is also difficult to increase. In the WLTC mode, the pure electric range of the Tank 700 Hi4-T still reaches 90km. Although it did not achieve a pure electric range of "more than 100" under the same working conditions like the other two brother models mentioned above, the objective gap is not large. From the perspective of urban transportation alone, the range of pure electric range is completely sufficient. On the flip side, behemoths like the Tank 700 Hi4-T are less likely to play a long-lasting, single-day trip role in the city. And from a functional point of view, the weight of the tank 700 Hi4-T no longer allows to continue to pile up battery capacity.
The curb weight of the new car has broken through 31 ton, while the tank 400 Hi4-T, the tank 500 Hi4-T is basically controlled at 2About 8 tons. In short, even with the blessing of new energy, under the premise of the functional attributes of a hard-core off-road SUV, the weight of 3 tons is already a threshold that cannot be ignored. The weight of the vehicle that grows wildly will only affect the efficiency of the vehicle during long-distance crossing, and become a burden when it becomes a high-intensity off-road. However, why did the Tank 700 Hi4-T finally choose to upgrade in the internal combustion engine segment, but not focus on the electrification segment?
There is a premise that cannot be ignored, and this is the hard-core off-road identity of the tank series models. This is obviously a natural limitation for the layout of power batteries. The change in body size is almost negligible in terms of the current impact on battery density. The longitudinal layout of the vehicle, the girder body, and the safety redundancy in extreme environments all make it possible to leave very limited space for the battery. Of course, in addition to these limitations, the deeper answer to this question needs to be found in the technical route of Great Wall Motors when it comes to the tank 700 Hi4-T.
Let's assume the question of whether the tank 700 Hi4-T can be used with 2The 0t engine is equipped with this piece 371 degree power battery? The answer is yes. Because the Tank 400 Hi4-T and Tank 500 Hi4-T are operating in this way, the official 000 acceleration is still at the level of 7 seconds. And the tank 700 Hi4-T, after reducing the load on the engine, the acceleration score remained at 7It should be easy in less than 5 seconds. This level of performance is equally acceptable, and even the all-electric range of the new car will be longer. But the Tank 700 Hi4-T did not make such a choice, and the answer is that the new car is completely aimed at the high-end luxury market. In this case, as a product of plug-in hybrid technology route, oil and electricity must choose at least one dimension to make technical redundancy.
The answer, of course, is already clear, the tank 700 Hi4-T chose to increase in terms of internal combustion engines. But let's dig a little deeper, assuming that the upgrade of electrification, what factors ultimately prompted the Tank 700 Hi4-T to make the final choice, in addition to the limited marginal effect of everyday scenarios? The key to this problem may lie in the motor. As we all know, the Hi4-T technology of the Tank 700 plug-in hybrid model is based on a set of longitudinal engine, a 9AT gearbox with an integrated P2 single motor, and PHEV technology with a mechanical four-wheel drive structure. Then it is clear that if you want to upgrade the electrification part, you can't bypass the upgrade of the P2 motor. But the problem is that the P2 motor is already difficult to upgrade under the current technical background.
In order to meet the amplification effect of the mechanical gearbox on torque, which is even more critical for hardcore off-road SUVs, the most efficient and feasible position for the electric motor is to be integrated with the gearbox. In this regard, Mercedes-Benz and BMW, which focus on the P2 plug-in hybrid track, also chose to do so. However, even in the context of a longitudinal platform, there is still limited space for the layout and heat dissipation of the P2 motor. The working condition of a single motor makes it necessary to grasp the drive and the first motor. The superposition of the two leads to the upper limit of the power of the P2 motor, which cannot be increased infinitely under the premise of ensuring stability.
In fact, 100kW is almost the "power ceiling" of the P2 motor in the traditional sense. Even the Mercedes-Benz S-Class plug-in hybrid version, which is the flagship benchmark, can only restrain its motor power at the 110kW level. The Jeep Wrangler plug-in hybrid version of the hard-core route has a rather complex set of front and rear dual motors, which are compatible with the PEHV technology of mechanical structure four-wheel drive, so as to reduce the power of the front motor to a low level of 53kW. Including the tank 700 Hi4-T, the power of the P2 motor of the three tank plug-in hybrid hard SUV models mentioned in the article is also the same, and all of them have reached a high level of 120kW.
It is precisely because the motor power has reached the "ceiling" level that the Tank 700 Hi4-T continues to pile up the power battery, in addition to appropriately extending the pure electric range with less obvious marginal effect, and cannot make more reserve effects for the potential performance release. However, taking out a part of the limited vehicle weight "quota" to the internal combustion engine can bring immediate results in performance. The Tank 700 Hi4-T can reach 5 seconds in just the official 000 acceleration time. Combined with the ability of the mechanical gearbox to allocate torque output, the vehicle's off-road and escape potential has also been greatly improved. These are the core advantages of PHEV technology based on the P2 architecture.
Finally, this 3The scarcity of the 0T V6 twin-turbo engine cannot be ignored either. Even if electrification is not discussed, the significance of the six-cylinder for fuel vehicles is not limited to paper information. What's more, the six-cylinder engine that Chinese brands can take out is even rarer. Since it wants to be high-end luxury, for Great Wall Motors, it is expected that it chooses to increase the size of this V6 engine. Establish a moat with fuel power, and enhance performance and energy consumption with plug-in hybrid technology. The Tank 700 Hi4-T has finally become such a luxury SUV image that combines everyday driving with hardcore off-roading.