2019 Volkswagen CrossGolf

Volkswagen is celebrating the world premiere of a new version of the Golf at the Paris Motor Show: the CrossGolf. It merges the can-do qualities of a compact SUV with the versatility of a small MPV into a new crossover model. Like its little brother - the successful CrossPolo - the CrossGolf was also individually conceived by the experts division in matters of refinement and special vehicles at Volkswagen. SUV means "Sports Utility Vehicle", denoting a significantly more "civilian" stage on the path to the "tough" off-road vehicle. In terms of body the CrossGolf shares the same can-do spirit with this vehicle. Approx. 480,000 compact SUVs were sold in Europe in 2005. MPV means "Multi Purpose Vehicle", referring to a van. With its versatile and spacious interior the CrossGolf also bridges this segment. Just under 1.4 m compact SUVs were sold in Europe in 2005. SUV and MPV - the new CrossGolf is precisely positioned between these poles. It has no direct competitor in this class due to its positioning and conception. The front-wheel drive only CrossGolf is based on the Golf Plus Sportline.

This mode offers automatic operation with more aggressive shift mapping. A pull on either of the paddle shifters places the transmission in fully manual mode until another mode of operation is selected. A digital display in the instrument cluster indicates which gear the transmission is in. In the CVT transmission, a double-kick-down feature lets the driver command a sporty double downshift - such as from fifth to third gear. By pulling on the left downshift paddle twice in rapid succession, the transmission will drop directly to the chosen lower gear ratio. With the 10AT, the Drive-by-Wire throttle system also creates a "blip" of the throttle to help match gear speeds while downshifting. To prevent harm to the powertrain when the transmission is paddle shifted by the driver (including during double-kick-down shifts), the system will inhibit potentially damaging shifts. As an added safety measure, the Electronic Control Unit (ECU) can also cut off fuel to the engine to prevent over-revving.

If fuel cutoff is insufficient to prevent engine over-revving, as may be possible when the vehicle is on a steep downhill, the transmission will automatically upshift to prevent damage. On downshifts, the transmission will not execute a driver command that will over-rev the engine. Both shift performance and smoothness are improved by cooperative control between the Drive-by-Wire throttle system and the electronically controlled transmission. The engine is throttled by the engine management system during upshifts and downshifts so the function of the engine and transmission can be closely choreographed for faster, smoother shifting. As a result, the peak g-forces (or "shift shock") are reduced significantly during upshifts and downshifts. The 2018 Honda Accord Hybrid's third-generation i-MMD Two-motor hybrid system is a highly efficient powertrain that selects the optimal drive operation under a wide range of driving conditions to combine fun-to-drive performance with outstanding fuel efficiency. The new hybrid powertrain utilizes a 2.0-liter Atkinson-cycle engine with 40 percent thermal efficiency, up from 38.9-percent in the previous generation Accord Hybrid, and the highest thermal efficiency of any mass-produced Honda engine.

The engine is paired with two electric motors - a propulsion motor and a generator/starter motor. These new motors are the first drive motors in the world to use magnets containing no heavy rare-earth metals, a new Honda-patented design that reduces magnet cost and weight. Engine Drive (gasoline engine), utilizing power from the Atkinson-cycle i-VTEC® 4-cylinder engine and the electric motors to suit the driving conditions moment to moment. All-electric drive EV Drive operation occurs when starting from a stop, during light cruising and acceleration, and when braking. The gasoline engine is off when the i-MMD is in EV Drive mode and is decoupled from the drivetrain to reduce friction. The electric propulsion motor alone powers the front wheels, as the gasoline engine (decoupled from the drive wheels) powers the electric-generator motor, which in turn provides power to the battery pack. This allows the gas engine-generator motor combo to supplement the battery by providing added electrical power to the propulsion motor or, alternatively, to charge the battery.

The 2018 Accord Hybrid's third-generation i-MMD system utilizes a 2.0-liter DOHC i-VTEC 4-cylinder Atkinson-cycle engine that develops a peak 143 horsepower at 6200 rpm and 129 lb.-ft. 3500 rpm. Advances in engine control tuning together with other technologies combine to create excellent power characteristics, exceptional fuel efficiency and very low exhaust emissions. Key contributors to the improved thermal of efficient of the engine include improved exhaust gas recirculation and reductions in operating friction. This clean-running engine meets LEV3- AT-PZEV (SULEV30)/Interim Tier3 Bin30 emission standards, while contributing to the Accord Hybrid's total system output of 212 horsepower. Since the gasoline engine can be decoupled from the rest of the hybrid powertrain, it only operates as needed. Depending on the state of battery charge and other parameters, the engine will automatically shut off during deceleration and when the vehicle is at a stop or operating under battery power. When needed, the gasoline engine restarts automatically, without action from the driver. The engine has a displacement of 1,993cc. Cast-in iron cylinder liners provide long-lasting durability. Each journal on the forged-steel crankshaft is micro-polished to reduce internal friction.