Detroit 2008: This is what 150 mpge looks like - pics of the XH-150 and XH250 hybrids
Filed under: Emerging Technologies, EV/Plug-in, Hybrid, AutoblogGreen Exclusive, Detroit Auto Show, Green Daily
Near the cutaway BYD F6-DM hybrid in the depths of the Detroit Auto Show, AFS Trinity Power Corporation is displaying a new hybrid SUV (actually a converted Saturn Vue) that gets more than 150 mpge thanks to something AFS calls the Extreme Hybrid (XH). The SUV recently achieved "more than 150 miles per gallon of gasoline based on the EPA Combined Urban/Highway Driving Cycle with 6 days per week of 40 miles per day in all electric mode and one day at 100 miles with assistance of the gas engine." The test reportedly returned mpge numbers of around 170, but AFS wants to use 150 so as not to leave people disappointed if they drive more aggressively or under different circumstances than the test was run in. How do you like them apples?
The XH-150, AFS' name for the SUV (the sedan there is the XH-250), can go 40 miles in EV mode and has a range of 400 miles with gas. Since AFS is making a point by outfitting these standard vehicle with the ultracapacitor-based hybrid system, they are looking for carmakers who want to license the technology and put it into production. AFS Trinity CEO Edward W. Furia said in a release (pasted after the jump) that, "If carmakers decide not to take advantage of this offer, AFS Trinity intends to raise the funds to begin modifying existing hybrids or manufacture its own 150 mpg SUV's and, eventually, 250 mpg sedans. We believe such production models could be available for sale in three years. The SUVs that we just completed that were outfitted with the XH(TM) drive train could have been any SUV made by anyone. The XH(TM) is a new generation of plug-in hybrid drive train ready to multiply the gas mileage of any SUV or any standard sedan." Furia also said that XH vehicles will be the first to pay for themselves in gasoline cost savings. While we like the idea and would most assuredly not be against an SUV that get 150 miles to the gallon, as we asked the other day: does this technology deserve the hype?
[Source: AFS Trinity Power Corporation]
Company releases proving ground data, Details new "Fast Energy" technology for plug-in hybrids
DETROIT, Jan. 13 /PRNewswire/ -- In just completed road tests, a 2007 SUV straight off an American automaker's showroom floor and subsequently equipped with the patent pending Extreme Hybrid(TM) (XH(TM)) drive train, exceeded 150 mpg, AFS Trinity Power Corporation reported today at the North American International Auto Show (NAIAS) in Detroit.
AFS Trinity CEO Edward W. Furia provided details of the tests and the patent pending Fast Energy Storage(TM) system that makes the Extreme Hybrid(TM) possible. During Furia's report, a second, identically-equipped and fully functional SUV demonstrator of the XH(TM) technology was unveiled and will remain on display throughout the Auto Show.
"Extreme Hybrids(TM) don't need high priced technology and don't require new or expensive fuels, such as hydrogen, which, according to Argonne National Labs, will cost twice as much as gasoline at the pump and require installation of an infrastructure costing half a trillion dollars. The Extreme Hybrid(TM) is not a concept," Furia said, "but a practical alternative that relies on cheap electricity from America's vast existing energy infrastructure -- the electric power grid." Furia also pointed to a recent U.S. DOE study that concluded sufficient excess electrical generating and transmission capacity exists today during off-peak hours in America's power grid to recharge 84% of America's light duty car, truck and SUV fleet-184 million vehicles-even if they were all converted to plug-in hybrid drive trains.
TEST RESULTS
According to Furia, the Extreme Hybrid(TM) tests just completed at Michelin's Laurens Proving Grounds in South Carolina produced ...
-- More than 150 miles per gallon of gasoline based on the EPA Combined Urban/Highway Driving Cycle with 6 days per week of 40 miles per day in all electric mode and one day at 100 miles with assistance of the gas engine. Different driving patterns will produce different results.
-- 40 mile all-electric range on a single, overnight charge.
-- Extended range of 400 miles with hybrid operation.
-- Rapid acceleration in all modes of operation, including all electric mode in which no gasoline is burned at all.
-- Highway speeds up to 87 miles per hour in either all electric or hybrid mode.
-- Even faster acceleration and higher speeds possible in future production models should the company decide to configure them for such performance. Editors' Note:
To view three videos that graphically address each of the points in this release click http://www.afstrinity.com and go to the Video links tab.
AFS TRINITY XH-150(TM) PERFORMANCE COMPARISON TABLE
AFS Trinity 2008 Lexus 2007 Saturn Vue 2008 Chevrolet XH-150(TM) RX400h Greenline Tahoe Hybrid Combined City/ Hwy Mileage 150 MPG 25 MPG 26 MPG 20 MPG 0-60 time
-- Full Hybrid mode 6.9 secs 7.5 secs 12.5 secs 8.1 secs
-- All-electric mode 11.5 secs
-- Mild Hybrid mode 12.5 secs Top Highway Speed 87 MPH 116 MPH 106 MPH 112 MPH Weekly Gasoline Cost $7.93 $47.60 $45.77 $59.50 Weekly Electricity Cost $7.56 $0.00 $0.00 $0.00 Total Weekly Fuel Cost $15.49 $47.60 $45.77 $59.50
1. Fuel economy figures for Chevrolet Tahoe, Toyota RX400h, Saturn Vue Greenline reflect published data citing latest 2008 EPA calculation method.
2. Weekly fuel cost based on gasoline at $3.50/gallon and 40 miles/day of driving Monday through Saturday and 100 miles of driving on Sunday for a total of 340 miles.
3. Tahoe top speed estimated based on 2007 conventional Tahoe.
4. Fuel economy figures for XH-150(TM) based on projections of mixed urban/highway drive cycle.
5. Electricity cost based on PG&E off-peak EV charging rate of 6 center/kWh.
6. Top speed based on transmission limit. Higher speeds possible with other components.
7. Although the XH(TM) system can be optimized for fuel economy, top speed or acceleration, fuel economy is the company's priority.
"Keep in mind that these results were not in a small two-seater, but in a medium-size family SUV designed to support a serious supermarket run or a family's weekend recreational activities," Furia said.
LICENSE OR MANUFACTURE
According to Furia, the next step for AFS Trinity is to license its breakthrough technology to carmakers who want to incorporate the XH(TM) drive train into their vehicles. "That would be our preference," said Furia.
"However," he continued, "If carmakers decide not to take advantage of this offer, AFS Trinity intends to raise the funds to begin modifying existing hybrids or manufacture its own 150 mpg SUV's and, eventually, 250 mpg sedans. We believe such production models could be available for sale in three years."
Furia explained, "The SUVs that we just completed that were outfitted with the XH(TM) drive train could have been any SUV made by anyone. The XH(TM) is a new generation of plug-in hybrid drive train ready to multiply the gas mileage of any SUV or any standard sedan."
XH(TM) WILL PAY FOR ITSELF
"In spite of growing popularity of hybrid vehicles," Furia said, "none of them have delivered gasoline savings sufficient to repay the purchase price premium of the hybrid system during the useful life of the vehicle. With the Extreme Hybrid(TM) that is about to change."
Extreme Hybrid technology in commercial production is expected to cost around $8,700 more than current, gas-only SUV's. "However, if the price of gasoline is, say, $2.85 per gallon, XH(TM) gasoline cost savings could repay the purchase price premium in 3.5 years," Furia said. "The higher fuel prices go, of course, the faster the premium is repaid. At a price of $5 a gallon, which is the price already being paid in parts of the world, the premium could be repaid in less than three years and the savings would continue to grow. Tax and other incentives could accelerate this process."
ROCKET SCIENTISTS AND CAR GUYS
The technology that made these results possible came from the former space and atomic energy scientists at AFS Trinity's Livermore, California, laboratory with integration of the technology into the American SUVs made possible by respected global automotive engineering leader, Ricardo.
"This has been a collaboration of rocket scientists and car guys," Furia said. "They have taken the best from aerospace and computer science as well as automotive engineering to produce in a very short time frame and largely with off-the-shelf components a working vehicle prototype in which the XH(TM) plug-in hybrid drive train has been demonstrated in a family-size SUV."
A SOLUTION READY NOW
Furia said, "The Extreme Hybrid drive train is an economical solution to the high cost of gasoline, the dangers of oil dependence and the environmental damage caused by too much gasoline being used to travel too few miles."
"This is a time in automotive development where many promises have been made and a wait-and-see attitude has developed," Furia said. "The XH-150 is not a promise but a fact with 'tires to kick.' The XH-150 does not require exotic or controversial fuels, it works within the present energy infrastructure, and components are available off-the-shelf at reasonable prices -- prices that will only drop lower as volume demand increases. Just as important, XH(TM) production vehicles are capable of being built now at prices many people can afford."
AFS Trinity issued a 14-page summary of key factors surrounding the XH-150, including how the Extreme Hybrid technology works. (Editors' note: If the summary is not attached it is available as .pdf file by emailing hq@afstrinity.com).
Furia also invited review of the XH-150 data gathered during road tests at Michelin's Laurens Proving Grounds by visiting http://www.afstrinity.com.
TECHNICAL BREAKTHROUGH
"Addressing the central limitations of chemical batteries was critical to creating the Extreme Hybrid," Furia explained. "Batteries work best when they provide a slow, steady flow of electricity. Offering enough power for fast acceleration is difficult and damaging to batteries, and this is especially true as batteries become deeply discharged."
"The most common solution is to employ many more batteries and simply shallow-discharge them, which is impractical for all but expensive, exotic vehicles. Instead, the Extreme Hybrid accesses AFS Trinity's long history of developing Fast Energy(TM) solutions for NASA, the U.S. Department of Defense and others. At the heart of this new Fast Energy(TM) technology are patent pending control electronics to cache power for short periods in ultra-capacitors and provide this power in bursts for all-electric acceleration that is better, in many cases, than the internal combustion engine of the host vehicle," Furia said. "Until the Extreme Hybrid, hybrids have resorted to gasoline to satisfy acceleration demands."
SAFETY BREAKTHROUGH
According to Furia, one reason carmakers have resisted plug-in hybrids has been reports of some isolated, but troubling fires involving lithium batteries in laptops that were pushed beyond thermal limits. "All devices through which currents are drawn experience some resistive heating, including all types of batteries. Batteries can be safe if they avoid excessive resistive heating. By using ultra-capacitors as pools of rapid energy," Furia explained, "the proprietary control electronics of the Extreme Hybrid(TM) not only keep the batteries within safe resistive heating limits, but also extend battery life. We regard XH(TM) technology as an important safety breakthrough, which is a critical factor in making Extreme Hybrids(TM) practical now."
CALCULATING MILEAGE
"Gasoline mileage is calculated by using average American driving patterns estimated by the U.S. Department of Transportation and simulating the EPA combined urban/highway driving cycle of the host vehicle operating only with its conventional hybrid drive train. In 2003, the U.S. Department of Transportation reported that 78% of Americans drive less than 40 miles a day. On those days, drivers of Extreme Hybrids will need no gasoline at all
-- even driving an SUV," Furia said.
"Say someone drives 40 miles a day 6 days a week and 100 miles the seventh. That's 340 miles a week. The first 280 are electric. The next 60 miles use gas. That's 340 miles on a little more than two gallons of gasoline for the week, assuming 32/29 urban/highway mileage in the host unmodified hybrid SUV. Although this translates into 170 MPG, we use a more conservative 150 MPG to take into account that mileage will vary depending on where and how a car is driven, but we are comfortable that 150 miles per gallon of gasoline is a good number."
ABOUT AFS TRINITY
AFS Trinity is a privately-owned Delaware corporation headquartered in Bellevue, WA, that is developing Fast Energy Storage(TM) and power systems for vehicular, spacecraft and stationary power systems utilizing batteries, ultracapacitors, and flywheels. The Company has conducted programs with private and government organizations including DARPA, NASA, the U.S. Navy, U.S. Army, U.S. DOT, California Energy Commission, Oak Ridge National Laboratories, Lawrence Livermore National Labs, Lockheed, Honeywell and Ricardo. Although AFS Trinity is not currently using flywheels in systems that are designed for consumer cars, it is actively engaged in developing flywheel power systems for Formula One Racing (F1) and is currently also engaged in developing such a system for one of the world's top F1 teams. American Flywheel Systems, Inc (AFS) received the first patent ever given for a flywheel battery in 1992 and merged with Trinity Flywheel Power to create AFS Trinity Power in 2000. AFS Trinity and Ricardo, Inc. have a Technology Partnership Agreement by which Ricardo is assisting AFS Trinity as a preferred customer and is installing into passenger vehicles AFS Trinity's Extreme Hybrid(TM) drive train technology, technology which is the subject of ongoing AFS Trinity U.S. and international patent filings. For more information, see http://www.afstrinity.com.
ABOUT RICARDO
With technical centers and offices throughout Europe, the US and Asia, Ricardo is a leading independent technology provider and deep-content strategic management consultant to the world's transportation sector industries. The company's engineering expertise ranges from vehicle systems integration, controls, electronics and software development, to the latest driveline and transmission systems and gasoline, diesel, hybrid and fuel cell powertrain technologies. Its customers include the world's major automakers, tier 1 suppliers and leading motorsport teams. The headquarters of Ricardo's US operations, Ricardo, Inc., is located at Van Buren Township, Michigan. The company's skill base represents the state of- the-art in low emissions and fuel-efficient powertrain technology, and can be best summarized: "Ricardo is Fuel Economy." Ricardo plc posted sales of $344 million in financial year 2007 and is a constituent of the FTSE techMark 100 index -- a group of innovative technology companies listed on the London Stock Exchange. For more information visit http://www.ricardo.com.
Some statements in this news release are forward-looking. These statements may be identified by the use of words such as "will," "expects," "believes," "targets," "intends," and words of similar import. Actual results may vary depending on circumstances both within and outside the control of the Company including market acceptance of products, technology development cycles and other risk factors. AFS Trinity Power Corporation takes no responsibility for updating any forward-looking statements made in this release.
Extreme Hybrid(TM), XH(TM), XH-150(TM), XH-250(TM), Fast Energy(TM), Fast Energy Storage(TM), Just Plug It In(TM), Powered by XH(TM)are trademarks pending of AFS Trinity Power Corporation Patents Pending -- All Rights Reserved -- (C) 2007 AFS Trinity Power Corporation
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Reader Comments (Page 1 of 2)
1-15-2008 @ 9:30PM
youyan001 said...
good
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1-15-2008 @ 11:18PM
Joe said...
The sedan is like the bastard child of an EV1, a Buick LaCrosse, and a Porsche 911. The Ugly bastard child.
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1-15-2008 @ 11:30PM
BillO said...
150 mpg is very misleading. If you wade though all the text, it really only gets 30 mpg. The other "mpg" come from not using any gas at all. Why not report 1000 mpg?
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1-16-2008 @ 1:14AM
jake said...
@BillO
I agree, it is misleading. They should provide a mpg estimate for the EV only mode (like the Tesla does with it's 135 mpg figure) and a separate number for it's hybrid mode. Otherwise the numbers are useless as they assume you drive so much in EV mode and so much in hybrid mode. Here they are calculating it as if it doesn't use energy in EV mode.
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1-16-2008 @ 7:24AM
rgseidl said...
@ BillO, jake -
agreed, it is grossly unprofessional of ABG to reprint verbatim a largely meaningless claim made by a particular company based on its proprietary duty cycle for measuring PHEV fuel economy based on gasoline consumption only. The fossil fuel consumption and GHG emissions associated with actual electricity production are blithely ignored.
If the the emerging PHEV industry wants anyone to take its fuel economy claims seriously, it is going to have to produce a formal, peer-reviewed standardized test procedure that includes a representative duty cycle and, accounts for the primary energy mix in a meaningful way (varies by country, possibly even state-by-state in the US).
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1-16-2008 @ 8:55AM
MarkR said...
I think you guys (previous posters) are missing the point. Maybe its not that obvious to you, but most people commute to work solo, at about 10-20miles each way. If you can drive those 20-40 miles everyday with out a drop of gas. and only use some gas on the 6th or 7th day you would get the above stated figures. Now yes thats useless on a road trip but that doesn't account for the majority of drivers.
I don't fault them for the numbers or reporting it the way they do. they are reporting what it will be used for most of the time, and what I would get or close to it, in miles per gallon if I were to drive the above car. Sure there needs to be other breakdown in the gpm for road trips or longer commuters but we are heading that direction with these hybrid types of cars. Besides when you go in to an interview you tell the prospective employer your positive attributes not your negative. you have a right to be skeptical. but If the claim is true about the 150 mpg for the average commuter. It would save Tons, and Tons of carbon emissions.
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1-16-2008 @ 9:20AM
Taser said...
I would take a wait and see approach with AFS.
No estimates on battery life and dubious cost claims lead me to sit back and wait for the spin to stop.
AFS could have a great product, but it also could be smoke and mirrors.
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1-16-2008 @ 9:36AM
GoodCheer said...
#3, #4, & #5:
While you are quite right that there needs to be a universal standard for describing how a PHEV maker comes up with a mileage number, no such standard exists today, and that is not the fault of AFS, or the Volt folks, or Aptera. I think in this case AFS has done as much as should be expected of them. They provide a 2-paragraph description of the duty cycle they used, and justified why they thought that was a good one to use. It's not reasonable to call it "proprietary" if they tell you exactly what it is, nor to blame AFS for the absence of an industry standard.
As to the professionalism of ABG and other media. I agree that they should know what they are saying when they say XXXmpg, and most often they don't. This seems like an better example than most though, because of the detail provided in the press release.
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1-16-2008 @ 9:37AM
Tim said...
BillO, Jake & rgseidl;
Can't you read?
"More than 150 miles per gallon of gasoline based on the EPA Combined Urban/Highway Driving Cycle with 6 days per week of 40 miles per day in all electric mode and one day at 100 miles with assistance of the gas engine. Different driving patterns will produce different results."
If you don't like the way the figures are calculated, then get a job with the EPA and change all the rules of calculating average driving cycle fuel mileage.
Gentlemen, we're talking about getting off OIL here. The BEST way to do that is replace as much of it with renewable electricity as quickly as possible. This battery + ultracapacitors system is on the road NOW, not still in some lab somewhere waiting for some kind of new battery miracle. (think GM)
Big Auto could had done this years ago but their business models include profits due to planned obsolescence, replacement parts and consumables like oil, gas, and now ethanol and ultimately hydrogen.
In fact, GM just stated that they are having problems with the Volt’s new exotic and expensive battery pack not giving them enough POWER for the acceleration they want. Yet another stall!!!
You guys are real car lovers. Maybe that’s why you’re helping big auto now.
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1-16-2008 @ 9:54AM
Taser said...
Tim, where is this claim by GM about battery pack problems? I'd be interested in reading about it.
AFS has a prototype which they have admitted would take 3 years to get into production IF LICENSED TODAY.
I know that you are enthusiastic about the possibilities, but we cannot just gloss over the timeline or the assertions that AFS has made. We have to look at them carefully.
It'd be great if these AFS claims are true about range and reliability, but in the past many small companies have claimed revolutionary technologies in order to spur investment; and later it was determined that there was little substance to the claims.
We'll have to wait and see.
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1-16-2008 @ 10:40AM
Golden Boy said...
"agreed, it is grossly unprofessional of ABG to reprint verbatim a largely meaningless claim.."
"Grossly unprofessional?" It's a freakin' blog the owner works on during his/her own time and then lets you read for free. And not to be a suckup, but I think it's very well done.
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1-16-2008 @ 11:12AM
Throwback said...
Gm has not stated any "problems" with the battery packs. AFS says; "We believe such production models could be available for sale in three years."
Hmm, Vue Hybrid plug-in will be here in 2010, The Volt target date is Nov. 2010, probably Mid 2011, 3 years time. So where is GM stalling? Sounds to me like they have given a realistic time frame. Prius plug-in, probably 2010, is Toyota stalling also?
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1-16-2008 @ 12:32PM
jake said...
@Tim
Don't assume we didn't read that.
That's not the issue here, the issue is that in general the 150mpg can be entended to 1000mpg by varying the driving habits. The mpg specifically refers to gasoline usage. However, do you think any mainstream media will bother with that? They will just throw out the 150mpg figure and not bother with the details. They have certainly done that before on PHEVs. I am not faulting Autobloggreen here as some has done, as they provided the whole ariticle for a reason. And I think the general audience of autobloggreen will be able to figure it out. My comment is more of a comment on the general deceptive mpg ratings for PHEVs.
They never mention the efficiency of the EV mode, which has a large impact on the overall efficiency. I doubt the equivalent efficiency of the EV mode is even over 150 mpg. Of course you can estimate the equivalent efficiency by using the $7.56 cents of electricity for 6days x 40miles/day = 280 miles of driving @ 6 cents/kWh. Equivalent is 126 kWh for 280 miles of driving. This calculates to 450 Wh per mile. Using the standard DOE energy conversion 33705 Wh/gal, you can get the standard Monroney stickers' "station-to-wheel" mpg figure (the one on new cars). 33705/450 = 74.9 mpg equivalent.
This means the AFS hybrids only get 74.9 mpg in EV mode, meaning they will never reach close to an equivalent efficiency of 150mpg (and also remember they were never EPA certified to get 40 miles / charge either). Herein lies the biggest problem in PHEV mpg calulations.
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1-16-2008 @ 12:50PM
JanS said...
My calculations giving 44 MPG driving on gas.
Less then a Prius but for SUV like that not bad.
The calculatios are: 340/150=2,27/G, 100M on gas
100/2,27= 44 MPG
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1-16-2008 @ 12:51PM
jake said...
@Tim
Sorry for the double post there are some glaring (at least to me) mistakes I have to correct on my post.
ariticle should be article, calulations should be calculations.
In my calculation of 6days x 40 miles=280 miles, I originally wrote 7x40 instead of 6x40 (they mention monday to saturday so 6 days, 40 miles). Should be 240 miles. This means 500 Wh/mi instead of 450. 33705/500 = 67.41 mpg equivalent instead. Again, since I'm double posting anyways, I want to make clear my comment is on mpg ratings for PHEV in general and I agree it would be a little unfair to fault AFS specifically for it, as most of the PHEV industry does the same thing. I just feel there should be a better way to rate mpg on PHEVs esp if their electric mode mpg figure can't reach their gasoline usage mpg figure, as in this case where 150mpg is more than 2 times the 67.41 mpg figure for electric mode.
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1-16-2008 @ 1:36PM
Tim said...
Jake, you seem to have forgotten that the whole reason for E-REVs in the first place is it to offset petroleum with domestically produced and ultimately home made (distributed) PV renewable electricity... you know, the plug!
EPA and GM studies concluded that 78% of the America automotive fleet has an average weekly duty cycle consisting of 6 days of 40 mile or less daily commutes PLUS one long 100 miles or less trip per week.
For 78% of the drivers, this car would use ZERO gasoline during the weekly commutes for unlimited gas mileage PLUS if the 100 mile trip was non-stop, then the first 40 miles would use electricity and the other 60 would use gasoline. At 30-mpg, this car would use 2 gallons to go 100 miles for 50-mpg. Who would be so dumb or lazy as buy a E-REV and NEVER plug it in?
During this average duty week, the E-REV traveled 40 miles for 6 days plus the 100 mile trip for a total of 340 miles and used 2 gallons of gas for a total GAS mileage of 170-mpg. Now, if the fuel was E-85, only 15% of the 2 gallons would be petroleum or .3 gallons of imported petroleum for the week. It could be argued that the E-85 E-REV would get 1,133.3-mpg per gallon of petroleum.
This company and others are using the 150-mpg figure because electric cars have so much torque that many drivers will develop “lead feet” just for the fun of it. This would require more gas for some and would not affect others at all. These companies just want to be conservative in their weekly duty cycle estimates.
Now, as far as my earlier statement regarding GM’s stating that their Volt is being delayed due to acceleration problems…
I read this quote somewhere, but I can’t find the reference and point to the source, so I sincerely apologize to the group and retract the statement.
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1-16-2008 @ 5:25PM
jake said...
@Tim
I get that a big part of PHEVs (or E-REVs as you call them, but I don't think the AFS hybrid can qualify as an E-REV according to the definition of the GM marketing term) is to reduce gasoline consumption, but what's to say that electricity consumption isn't significant. If you are using electric mode most of the time, the electricity consumption is a very significant part of your energy usage. To measure that, at least a Wh/mile or mile/kWh figure should be provided for the electric mode. EVs have always been burdened with the arguement: "but you are just moving the pollution to another source!" I don't see why PHEVs (or E-REVs) should get away with it just because they have an alternative source of power.
P.S. Incidentally are you the same Tim arguing that series PHEV is a mistaken term for the Volt? If that's the case, I'd like to point out not only has the Volt been called a series PHEV at the earliest of it's conception, there have been series hybrid buses with generators that only charge batteries without directly providing electricity to the electric motors (example the TrasTeq EcoMark Buses, created 1999). (links: http://www.transteq.com/press_release.asp
http://jcwinnie.biz/wordpress/?p=1627) Therefore, the arguement that the Volt is not a series PHEV simply because its generator doesn't also directly power the motors fails. Though at the same time it is right to call the Volt a E-REV (after all they made up the term), it is not mistaken to call the Volt a series PHEV. In fact, the Volt closely follows the PHEV-40 designation as evidenced by the AFS hybrids shown in this article (since they are also PHEV-40s, except parallel ones). The Volt was released after a strong push by PHEV activists like calcars.
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1-16-2008 @ 6:36PM
bioburner said...
JanS and Jake.
I got almost the exact same numbers you guys came up with. The 150 mpg is unrealistic-too high. 44 MPG gas only cycle and less then 70 mpg Energy equivlant in the pure electric only cycle.
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1-16-2008 @ 10:00PM
Tim said...
Alright Jake, I’ll be patient so let’s try once again to clear this up. It’s not rocket science so try to ignore the media and sloppy, lazy tech writers and pay attention to the hundreds of engineers and scientists who design these things…
Is it a Hybrid, a Series-Electric, or a Range-Extended Electric Vehicle?
A hybrid is the COMBINATION of two or more different things, aimed at achieving a particular objective or goal. http://en.wikipedia.org/wiki/Hybrid
If either or both an ICE and/or an Electric Motor CAN together and/or separately directly provide power to the wheels at any time, then it’s a Hybrid. Full hybrid, mild hybrid whatever.
If only an ICE can provides power to the wheels, then it’s an ICE vehicle. B.A.S., Cylinder Deactivation etc does NOT make these a “hybrid” because all the motive power still comes from ICE.
If a Steam Engine drives the wheels, then it’s a Steam Driven Vehicle.
If ONLY electric motors drive the wheels, then it’s an Electric Vehicle.
If the electricity is stored in a battery then it’s a Battery Electric Vehicle also called a Plug-In BEV.
If there is a generator that produces electricity to power the electric motor that drive the wheels, then it’s a Serial or Series-Electric Vehicle.
If there is a generator that cannot provide power directly to the wheels, but only recharges the battery, then it is an Extended-Range Battery Electric Vehicle. If the battery range was only a single mile, that would make it a E-REV-1. The Volt will be a E-REV-40 because the generator’s power must ALWAYS first go through the battery which has a 40 mile range.
The E-REV is NOT to be confused with a series-electric vehicle like a train where the electric motors get their power directly from a generator even if that train has some batteries on board to recapture braking energy. If the generator provides some or all of the power DIRECTLY to the wheels, it’s a Serial Electric.
By the way, it’s sloppy tech writers like those who are calling EVERYTHING they don’t understand a “hybrid” who screwed this up over 100 years ago by calling the Internal Combustion ENGINE a MOTOR. It’s because of arm chair scientist parrets like you that we’re still stuck with that mislabeling to this day.
Just because you read it in a publication, even a manufacturer’s “press release” doesn’t make it accurate. Trust me. I know tech writers and they often don’t understand what they are writing about. Let’s try NOT to make that “Engine or Motor” mistake again with “Hybrid or Extended-Range Electric Vehicle.”
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1-16-2008 @ 10:07PM
Tim said...
By the way, since I'll only be driving my E-REV-40 about 30 miles each day and charging every night via my roof top solar panels, I will have UNLIMITED gas mileage. I apologies if that screws-up your calculations.
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