Almost synchronized with the launch of Denza N9, Lynk & Co is also preparing to bring a brand-new full-size plug-in hybrid SUV, internally codenamed L946, by March next year. What is certain is that, as Lynk & Co's new flagship SUV, it naturally needs to maximize performance in terms of power. Therefore, the 2.0T and multi-speed DHT Pro EM-P solution are essential. However, this new model is not built on the same platform as the Lynk & Co 09, but rather on the Evo version of Volvo's Scalable Product Architecture (SPA), which also supports models like the Volvo XC90, Volvo EX90, and Polestar 3. So, will there be any new technologies introduced in Lynk & Co's new flagship after switching to this new platform?

Rejecting range extenders and replacing the P2 motor, would P1+P3+P4 work better?

In a recent batch of spy shots, it is clear that the new vehicle uses a short front overhang and a long rear overhang body design, with the distance from the front wheel hub to the front end of the car being significantly longer than that of the AITO M9 and Denza N9. In other words, this is a typical large-displacement plug-in hybrid SUV with a wheelbase ratio of approximately 5:1. Judging from the visual effect alone, the new vehicle is at least larger than the current Lynk & Co 09. The shorter L113 design means that the cabin space is not small. Combined with the exposed spy shots of the second row, the legroom under the six-seat layout is indeed worth looking forward to. Without second-row armrests, the aisle width to the third row seems to be more generous than that of the Li Auto L9. The only question is, is the rear floor hump similar to that of the Lynk & Co 09 PHEV still present? This question can be answered by looking at the SPA Evo architecture. Due to the need to equip a large-capacity battery, even with the SPA chassis structure making full use of the battery-integrated body technology, without optimizing the main longitudinal beam and crossbeam, the difficulty of mounting a large battery still exists. Both the main longitudinal beams of SPA and SPA Evo use about 35% front and rear hot-formed steel, but the latter has adjusted the battery casing, cooling system, automatic disconnect unit, busbar, battery module, and battery cover, so there will be no slight longitudinal space encroachment. In other words, the rear floor of the new vehicle will be completely flat. In a sense, the new energy identity of this new flagship SUV is purer than that of the Lynk & Co 09 PHEV.

In this way, SPA Evo not only solves the problem of mounting large batteries but also further optimizes the cabin space, allowing the second-row seat rails to be more extreme, which balances the riding experience of the third-row seats. This is one of the core changes among all current Lynk & Co plug-in hybrid models. As for the second core change, it lies in the plug-in hybrid technology architecture. Lynk & Co's Lynk E-Motive hybrid system includes three hybrid-dedicated engines, two hybrid-dedicated transmissions, and two rear-wheel drive motors, providing EM-F (HEV) and EM-P (PHEV) power forms, with an EM-R range extender solution to follow. Among these three engines are two DHE series models, namely DHE15 and DHE20, as well as the 2.0TD T5 engine from the Drive-E series. Matched with these three engines are the 3-speed DHT Pro transmission and 8AT. As mentioned earlier, considering the size and positioning of the new vehicle, the power solution will be the DHE20 2.0T + 3DHT Pro + battery + rear-wheel drive motor. The engine need not be elaborated on; it has a maximum power of 185kW and a maximum torque of 420 Nm. With the support of technologies including 360bar high-pressure direct injection, low-pressure EGR exhaust gas recirculation, turbocharger intercooler, and deep Miller cycle, its thermal efficiency is 45%, which is 1.7% higher than that of BMW's renowned B48B20B 2.0T model. Therefore, even without considering the motor's auxiliary torque output, this engine dedicated to hybrids is clearly developed with a performance orientation.

The front axle still uses the DHE 2.0T and 3DHT, which seems identical to the Lynk & Co 09 PHEV, but the opposite is true. If the P1+P2+P4 architecture were to be continued, it would lead to even greater weight pressure on the front axle. After all, the P1 motor responsible for power generation and engine start-up is already integrated into the engine, while the P2 motor responsible for part of the electric drive tasks is located at the input end of the 3-speed DHT transmission, amplifying torque through the 3DHT. Only the P4 motor is placed on the rear axle. Moreover, in terms of motor performance, the P2 and P4 motors of the Lynk & Co 09 PHEV are 100kW and 130kW, respectively, far below the starting level of 200kW for the Denza N9. Combining these two factors, maximizing the performance of the DHE20 and effectively matching it with the 3DHT, redefining the motor architecture is clearly more suitable. Lynk & Co's solution is simple: eliminate the P2 motor and add a P3 motor to the output end of the 3DHT to directly drive the wheels. This not only avoids the uneven power output caused by the P2 motor shifting through the 3DHT but also better balances the front-to-rear weight ratio. Therefore, the new technical form becomes the 2.0T + 3DHT + P1 + P3 + P4 solution. The effect is that only in battery depletion and sport modes does the engine start to charge or participate in direct drive, with the gasoline and electric engines driving all four wheels in parallel. This is also the strongest state of power output. When the battery is fully charged and in low-to-medium speed scenarios, electric drive is primarily used. In other words, it can realize pure electric, gasoline-electric series (range extender), and gasoline-electric parallel drive modes. Moreover, the core of Lynk & Co's multi-speed transmission is full-speed, full-scenario parallel operation, allowing the DHE20 engine to operate in a more efficient range for a longer time. In battery depletion mode, low torque relies on the engine, and high-speed endurance with a three-speed gear ratio achieves fuel savings. With this set of technologies, it can be seen that performance in high-speed scenarios is stronger than that of single-speed DHT or range extenders, with the large battery + 3DHT + three-motor solution ensuring fuel economy.

Besides dual-chamber air suspension, is the only new chassis feature rear-wheel steering?

As a full-size flagship SUV, the new vehicle's chassis configuration will definitely be top-notch, at least including Lynk & Co 09's dual-chamber air suspension and CDC continuously adjustable electronic control shock absorbers. The shock absorber hardness is controlled by adjusting the damping valve through sensors at the bottom of the vehicle body, further enhancing the comfort experience under different road conditions. Additionally, from a core technology perspective, the new vehicle may also be compatible with rear-axle dual in-wheel motors and active rear-wheel steering. Although it cannot achieve the compass turn typically done by locking a single wheel using Yitu's technology, tank turns and a smaller turning radius still provide some substantial benefits in enhancing maneuverability and practicality. Besides these chassis functions, are there any new technologies used in the front and rear suspensions?

Let's start with the rear suspension. From the spy shots, it can be seen that the new vehicle adopts an integrated multi-link scheme with separate cylinder and spring and a leaf spring, and there is also a motor controlling rear-wheel steering at the center of the rear axle, connected to both wheels through tie rods. The application of this technology directly refutes rumors that the new vehicle will be equipped with a rear H-arm multi-link suspension. After all, the H-arm is a high-stiffness integral component formed by upper and lower two-piece casting, with no trailing arm structure and directly connected to the knuckle through four bushings, which limits the wheel's swing space and can only dissipate longitudinal stress but not decouple lateral motion. Additionally, in-wheel motors are integrated into the knuckle area. Simply put, it uses the rotating magnetic field generated by the current passing through the stator to excite the current in the rotor, generating torque through the interaction of the two magnetic fields to drive the axle, optimizing rear-wheel torque and grip. Note that this is fundamentally different from hub motors directly integrated into the wheel. Returning to the structure, the lower control arm still uses aluminum alloy for lightweight purposes, reducing unsprung mass and improving the overall stability and comfort of the vehicle body. Therefore, compared to the Lynk & Co 09's rear suspension, the main differences lie in the addition of in-wheel motors and rear-wheel steering.

As for the front suspension, it is not surprising that an aluminum double-wishbone suspension will still be used. Considering the flagship positioning and the need for full-size agile handling, a double-ball joint structure is sure to appear. The purpose of this solution is to enhance handling performance. By splitting the original lower control arm into two connecting rods and then connecting them to the knuckle, two ball joints with different kingpin angles are formed, which can handle lateral and longitudinal stresses separately, and the forces in these two directions do not interfere with each other. Therefore, whether on curves, straight roads, or uneven terrains, this front suspension can better ensure the vehicle's stability and comfort during driving. Coupled with rear-wheel steering technology, even with an extreme wheelbase ratio, the problem of an excessively large turning radius can be better addressed. In conclusion, it can be said that this brand-new Lynk & Co full-size plug-in hybrid SUV is not the same as the Lynk & Co 09 PHEV in terms of handling and comfort experience alone. Considering the application of a series of new technologies and the official guidance price of the Lynk & Co 09 PHEV (289,900-347,800 yuan), if the new vehicle aims to establish a foothold in the high-end plug-in hybrid SUV market while providing users with a performance and fuel economy experience distinct from range extenders (mainly the Li Auto L9 and AITO M9), it actually needs to offer a pricing strategy that delivers a surprise. A starting price of 350,000 yuan may yield more competitive results.