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Citroën introducing new plug-in hybrid SUV concept at Shanghai Motor Show

Citroën will introduce a new plug-in hybrid SUV concept, the Aircross, at the upcoming Shanghai Motor Show. The company said that Aircross illustrates its international ambitions, rolling out its positioning initiated with the C4 Cactus with a body style intended for sale around the world.

Citroën Aircross is powered by a gasoline-electric plug-in hybrid system. An electric motor on the rear axle develops power of 95 bhp (70 kW) and torque of 200 N·m (148 lb-ft). The motor is powered by lithium-ion batteries that charge up in just three and a half hours via a 16A domestic socket. The electric motor is combined with a 1.6 THP gasoline engine developing 218 bhp (160 kW) and torque of 275 N·m (203 lb-ft).


Aircross features an all-electric range of 50 km (31 miles). When the driver places strong pressure on the accelerator pedal and when torque is required immediately, a boost function combines the torque of the internal combustion engine with that of the electric motor, delivering 313 bhp (230 kW); fuel consumption is projected to be 1.7 l/100 km (138 mpg US), with 39 g/km of CO2 (MVEG combined cycle). Citroën Aircross accelerates from 0 to 100 km/h in 4.5 seconds.

Citroën developed a fresh take on the C4 Cactus’s Airbumps (earlier post) for the Aircross, adapting them to SUV requirements. While the Airbumps are designed to protect the body from everyday bumps and scrapes, the Alloy Bumps protect the vehicle from lateral impact with their visible padding. The Alloy Bumps are made up of a honeycombed structure in highly absorbent aluminium foam, a material originating in motorsport.

The graphic components also highlight the search for enhanced aerodynamics on a body whose surfaces have already been worked to optimise air penetration. The Air Signs are chrome-finished signatures that underline the rear window while forming an air-flow tunnel. The Air Curtains are air intakes located at the front of the concept car. These two features are accompanied by front and rear wheel arch extractors and the highly tapered shapes of the wing mirrors. Together these components improve the overall aerodynamics of the Aircross while enhancing its design.

In addition to a head-up display, Aircross uses two 12-inch panoramic HD screens to display driving information and infotainment content. Set on a rail, one of the two screens can be conveyed from driver to passenger. The two screens can also be merged to form one, controlled by the driver using touch pads on either side of the wheel. Click to enlarge.

Citroën selected the Shanghai Motor Show as a symbolic venue given the importance of the Chinese market, which accounts for 25% of the brand’s total sales and its number-one market.



As many posters rightfully claimed, this new muscle PHEV (SUV) may save more fuel than two similarly equipped small cars while producing less GHG than current SUVs.

Alternatively, the ICE could be replaced (as an option) with a recent Fuel Cell to further reduce GHG, battery size and cost and fossil fuel use.


A fuel cell would increase costs - certainly purchase cost and also running costs. Effect on GHG and fossil fuel use more marginal, depending upon source of hydrogen. Don't see why battery size would be affected in a PHEV. Though for a HEV a larger battery would be required to cope with the fuel cell being worse at load following than an ICE.


A good part of the appeal of the C4 cactus is its low price. Adding a fuel cell that costs more than a house (in many parts of the world) would cancel that out.

Selling tens of thousands of cheaper hybrids surely has more environmental benefit than building a hydrogen concept car and jetting it around the world to various car shows.


The point of a hybrid is that it keeps the engine mostly in the very narrow band at which it is most efficient.
The battery pack for the Toyota FCEV seems to be exactly the same one as that used in the Prius, and both it and that in the Hyundai FCEV are around 1kwh or so.

Hydrogen has different GHG emissions depending on the source.
Just like electricity.

However in a PHEV configuration it would remain smooth and quiet even on long runs, and of course have zero emissions at point of use.


Why so many posters assume that FCs and H2 price will remain high while both will probably fall by 90% or even more by 2025 or so?

Future FCs without precious metals and built in fully automated factories will be lighter and probably cheap than equivalent ICEs.

H2 from waste and/or biomass and/or lower cost REs will be easier to produce at a competitive cost with fossil and bio fuels.

Biomass and clean low cost wind power are plentiful in colder places where FCEVs would benefit from free heat for passengers and stored H2.



The time stamp on my comment says 2015, not 2025!

You mentioned "a recent Fuel Cell," which I took to mean recent past, not recent future.


PHEVs are an excellent (interim) technology until affordable 4X to 10X batteries and/or lower cost FCs become available sometime between 2020 and 2025.

Post 2025 competition may very well be between BEVs and FCEVs. ICEVs and PHEVs with ICE range extenders will be progressively replaced between 2025 and 2040 (the soonest the better for humanity and the environment)

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