Geely launched its Leishen Power lineup of hybrid systems claiming world's highest efficiency hybrid ICE and world's most compact two-motor hybrid transaxle:
The Leishen Power series consists of two ICE and two hybrid transaxles:
>> DHE15 is a 1.5L I3, turbocharged, Miller cycle ICE with low pressure EGR. Output is 110kW(150PS) and 225N.m(166lb.ft) and max thermal efficiency is 43.3%. Its direct comparison is M20A-FXS with 112kW/190N.m/41%.
>> DHE20 is basically scaled up version with one more cylinder. Output is unknown but rumored to be 161kW(220PS) and 320N.m(236lb.ft) with similar thermal efficiency.
>> DHT is a single-stage dual-motor serial-parallel hybrid transaxle with similar operating mechanism as Honda i-MMD. Like THS-II all hybrid components are in one package.
>> DHT Pro adds a three-stage planetary gearset (similar to Toyota's multi-stage concept) to allow much higher torque capacity and high speed efficiency. At 120kg it could output 4920N.m of torque to the drive axis.
>> Like THS it's highly modular allowing for full-hybrid, range-extended EV and plug-in hybrid layout. The architecture could be scaled up to 475kW(650PS) in eAWD PHEV form. THS-II in its current form is scalable to just half that amount.
>> Claimed fuel economy of DHE15+DHT Pro is
3.6L/100km (65MPG-US) for a mid-size crossover. That's 23% lower than RAV4 Hybrid although the cycle is unspecified.
There are other similarly impressive hybrid systems launched early this year. One common theme is 40+% efficiency ICE and integrated hybrid transaxle with Honda-style serial-parallel architecture. It is worth noting all these ICEs cannot operate without a hybrid system. So the high efficiency is probably from a very high degree of electrification. I would say they are still behind in ICE technology although that gap has reduced to 5-6 years (Toyota originally developed a 42% ICE for 2015 Prius but decided to kill it since it was not worth the cost and stayed with an ESTEC evolution of 2ZR-FXE instead).
While Toyota still has a huge lead in hybrid control software and NVH, the weaknesses of PS-style THS (power and full speed-range efficiency) are becoming increasingly vulnerable. Because new regulations heavily favor HEVs, Toyota/Honda could no longer take their duopoly for granted. Let's hope TMC doesn't rest on its laurels. Seriously, when the very engineers who developed THS-II get frustrated with the lack of power and efficiency, they need something truly innovating with the 2025 powertrain overhaul (THS-III?) instead of an evolution of current THS-II.