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Audi’s performance SQ5 diesel features electric compressor with mild hybrid system

The new Audi SQ5 TDI diesel features a powerful V6 engine with a mild hybrid systems and an electric powered compressor to ensure that maximum torque is available to the sporty SUV at just above idle.

The 3.0 V6 TDI engine delivers 255 kW (347 hp) and 700 N·m (516.3 lb-ft), with the torque available continuously across a broad range from 2,500 to 3,100 rpm. The V6 diesel accelerates the sports SUV to highway speed in 5.1 seconds on its way to an electrically limited top speed of 250 km/h (155.3 mph). In the NEDC it consumes between 6.6 – 6.8 liters of diesel per 100 kilometers (35.6 – 34.6 mpg US), corresponding to 172 – 177 grams of CO2 per kilometer (276.8 – 284.9 g/mi). The SQ5 TDI is certified according to the Euro 6d-temp emission standard.


Audi has systematically refined the drive concept from the full-size SQ7 TDI for the new SQ5 TDI. The 48-volt main electrical system includes an electric-powered compressor (EPC) and a mild hybrid system. Energy is stored in a compact lithium-ion battery with an electrical capacity of 10 Ah located beneath the luggage compartment floor. An AC/DC converter connects the conventional 12-volt electrical system.

The electric compressor is the ideal assistant for the turbocharger. It helps out whenever the exhaust gas flow provides too little energy to drive the turbocharger, i.e. when starting off and accelerating in the low-rev range up to 1,650 rpm. High torque is available immediately with no turbo lag whenever the driver needs it, whether starting off, passing or exiting a curve. In everyday driving situations, the early and rapid torque development made possible by the technology keeps revs and fuel consumption low.

The electric powered compressor is located in the intake air path downstream of the intercooler and close to the engine. If the load demand from the accelerator is high but there is still too little boost from the turbocharger, the EPC comes into play. A compact electric motor with an output of 7 kW accelerates the compressor wheel to 65,000 rpm in roughly 300 milliseconds, producing a relative boost pressure of 1.4 bar.

The MHEV system (mild hybrid electric vehicle) in the new Audi SQ5 TDI can reduce real-world fuel consumption by as much as 0.7 liters per 100 kilometers. At its core is a belt alternator-starter (BAS) connected to the crankshaft. During deceleration, it can recuperate up to 12 kW of energy. This electrical energy is stored in the lithium-ion battery, from where it is dynamically distributed to the consumers in the electrical system.

If the driver lifts off the accelerator at a speed between 55 and 160 km/h (34.2 and 99.4 mph), the new Audi SQ5 TDI can, depending on Audi drive select setting and driving situation, either recuperate, roll at idle with the clutch disengaged or coast with the engine off for up to 40 seconds.

The BAS restarts the engine the next time the accelerator is depressed, and that noticeably faster and more smoothly than a conventional starter. MHEV technology allows for start/stop operation at a speed of up to 22 km/h (13.7 mph). If the vehicle is equipped with the adaptive cruise control (ACC), the engine restarts while the brake pedal is still depressed as soon as the vehicle in front of the SQ5 TDI begins to move.

This top output version of the 3.0 V6 TDI engine has been further developed and modified in numerous areas. Crankshaft, pistons, connecting rods and oil management have all been specially configured for the more stringent demands. The thermal management system is highly versatile. The crankcase and the cylinder heads have their own cooling circuits, allowing the engine oil to warm up quickly after a cold start. The coolant flow is directed to the oil cooler, the EPC, the BAS and the turbocharger as needed. The large exhaust gas turbocharger with variable turbine geometry (VTG) produces a relative boost pressure of up to 2.4 bar. A sound actuator in the exhaust system gives the TDI a sonorous sound.

A fast and smooth-shifting eight-speed tiptronic handles the power transmission. Its lower gears feature short, sporty ratios, while the upper gears are long to reduce revs and fuel consumption. New detailed solutions enable the tiptronic to work effectively with MHEV technology. If the sport SUV is rolling and the engine is idling or shut off entirely, a clutch in the central transmission opens and interrupts the power connection. An electric oil pump enables the tiptronic to engage the gear while coasting that will be needed at restart.

Like every S model from Audi, the new SQ5 TDI comes standard with quattro permanent all-wheel drive. In normal driving conditions, its self-locking center differential distributes torque between the front and rear axle in a 40:60 ratio. When slip is detected, the majority of the power is directed to the axle with the better traction. Depending on the driving situation, a maximum of 70 percent can flow to the front or 85 percent to the rear.

Wheel-selective torque control, an intelligent software function complementing the quattro drive, is active on all kinds of surface. During dynamic cornering, it brakes the wheels on the inside of the curve minimally before they begin to slip. The power is thus directed via the differential to the wheel with the better traction. The sports SUV turns into the curve ever so slightly. Its self-steering behavior remains neutral for a long time, and handling remains stable, precise and agile.

Customers can also order the SQ5 TDI with a sport differential on the rear axle. It actively distributes the power between the rear wheels during dynamic cornering. The sport differential literally pushes the car into the curve, nipping understeer in the bud. It sends more torque to the outside rear wheel when accelerating out of tight radii to further improve agility.

The new Audi SQ5 TDI offers a broad portfolio of driver assistance systems. The predictive efficiency assistant provides specific tips to help the driver save fuel. Audi active lane assist makes it easier to stay in your lane and can handle some of the steering task in slow-moving traffic. The distance warning display alerts the driver when the distance to the vehicle ahead drops below a safe distance. These and other functions are brought together in the optional Tour assist package.

The optional functions rear cross traffic assist, exit warning, collision avoidance assist and turn assist also enhance safety in everyday driving. The same applies to the pre sense systems; Audi pre sense city comes as standard. It warns the driver about pedestrians and vehicles, and if necessary initiates automatic emergency braking within system limits. Park assist, camera-based traffic sign recognition and hill descent control round out the optional features.

The new Audi SQ5 3.0 TDI will begin arriving at German dealerships in Summer 2019 and have a base price of €67,750.



255 kW out of 3 liters?  How these beasts have improved.  My 2004 TDI got only 100 kW out of 2 liters; this thing is doing 70% better.


Looks like they are pulling out all the stops to sell as many ICEV as possible before moving to EVs.


The 3.0 V6 TDI engine delivers 255 kW (347 hp)


I am not that impressed… Since 2017 BMW has a 3-liter engine that delivers 400 hp (294 kW) in the X50d models (4 turbo). The previous model was also close to 400 hp (3 turbo).


Yes, Peter, but are they diesels?


"A sound actuator in the exhaust system gives the TDI a sonorous sound."

You know this is made for comedy while given that manufactures give the customer choices. I suppose there will be apps from the I store to go with this.
Do the headlights wink when other drivers are polit? I.E.
" The ‘Think New’ tag line will be linked to VW’s strategic shift towards electric vehicles, starting with its recently revealed ID, and matched to imagery of the Beetle and Golf Mk1. ..."During recharging, the LED units pulsate in a simulation of the flow of energy being provided to the battery."

'Sonorous' can have so many definitions that can suggest emotion:
resonant, rich, full, round, ringing, booming, vibrant, deep, clear, mellow, mellifluous, melodious, full-toned, orotund, full-bodied, fruity, strong, resounding, reverberating, reverberant, vibrating, pulsating; rarecanorous
"he read aloud with a sonorous and musical voice"

(of a speech or style) using imposing language.
"he relished the sonorous words of condemnation"
synonyms: impressive, imposing, majestic, extravagant, grandiloquent, magniloquent, high-flown, high-sounding, lofty, rotund, orotund, bombastic, grandiose, pompous, pretentious, overblown, overripe, oratorical, rhetorical, turgid, flowery, florid, declamatory, Ciceronian;



If you want to see an interesting high performance diesel, look at the so-called "Higgs" diesel >.


I hit post when I needed to hit edit. Anyway, they claim1638 hp from 1000 cu in or 1221 KW from16.37 liters. But the real kicker is the weight. They claim only 664 lbs or 302 Kg. A reference to this showed up in the annual engine edition of Kitplanes which left me wondering what sort of home built needed 1600+ hp V-12. A full scale P-51 Mustang? Even the last of the mighty Rolls Royce Merlins fell a bit short of 1600 hp and you would need to add 1000 lbs of ballast in the nose to balance out the plane as the Merlin weighs about 1640 lbs.

Apparently the market for the 1600 hp engine is the P&W PT-6 Turbo Prop engine. If this is not all smoke and mirrors, it might be a good thing as the claimed fuel burn is considerably less. They also have engine designs that are more aligned to the typical experimental aircraft market

This engine is some sort of weird loop scavenged arrangement that uses what they call a "combined cycle piston" where there are 2 piston and bore diameters. The smaller bore is for the combustion and the lower larger bore is for the intake air so they have separated the intake and exhaust. If you are willing to give them you email, you can get much more information including a 28 page PDF spec document but while it has a drawing of the piston, it does not have a very clear explanation of the porting.


Sounds something like DeltaHawk only bigger.

DeltaHawk irritates me by not giving BSFC in standard units, but converting at 6.67 lbm/gallon for jet-A:

180 hp   10.4 gph   0.385 lb/hp-hr
135 hp   7.5 gph   0.370 lb/hp-hr


The DeltaHawk engine is a conventional loop scavenged engine with a screw type supercharger to get a positive manifold pressure. It appears that the Higgs engine is naturally aspirated with the larger lower piston area acting as an air pump to first suck air in and then force the air into upper combustion piston area. The other interesting claim is that it will burn almost any fuel, obviously diesel and Jet A and all the other variations of jet fuel but also all variations of gasoline and bio fuels and, just for HarveyD, it can also be made to run on Hydrogen.

Around 2000-2001, I worked on a opposed piston engine that had been designed by Dr Marius Paul. I was mostly doing mechanical modeling and manufacturing. He claimed that he was going to be able to get up to 800 hp out of 3 liters displacement by running up to 10 bar or 150 psi of boost using an electrically split turbocharger. I am not sure how much of his claims to take as realistic as he was making some rather outlandish claims for thermal efficiency. Anyway, it did not get finished before the funds dried up but he had made an earlier 1.5 liter version with some DOD funding which did run somewhat but had a number of problems including injectors.

Interesting times -- the last gasps of the piston engine design before electric motors take over.


DeltaHawk has a Roots blower for scavenging only; you can't supercharge with a piston-ported engine.  It has a turbocharger and will in fact run with the supercharger belt failed so long as the engine develops sufficient power to keep the turbocharger speed up.  One of the engine warning indications is supercharger failure, AAMOF, so the pilot doesn't throttle down too far and lose all power unexpectedly.

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