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Hyundai Unveils Environment-Friendly Hybrid Car
Hyundai Motor introduced its Click hybrid model at a ceremony to celebrate the development of future vehicles, held at the Grand Hyatt Seoul on Friday. The company has provided 50 hybrid Clicks to the Ministry of Environment and becomes the first Korean automaker to mass produce road-ready hybrid cars.
Hyundai Motor has invested W10.6 billion in developing the Click hybrid vehicle, which has a fuel efficiency of 18 kilometers per liter, 5.9 kilometers longer than its gasoline-powered cousins currently on the market. Hyundai Motor Chairman Chung Mong-koo said that the company plans to develop a new hybrid car model named the MC by the end of next year and will sell them on the consumer market starting in 2006. Hyundai Motor will invest W300 billion by 2010 to expand its production capacity to 300,000 hybrid cars a year.
Why would you say that? The Elantra gets better mileage than the comparable 4 cylinder Accord and has a better Emissions rating.
http://www.aiada.org/publications.asp?id=5102004-20&pub=First- Up
Hyundai Alabama Plant Integral to Future Plans; Automaker’s Quality Improvement Push Yields 300,000-Mile Life Span Engine
Hyundai Motors’ new Montgomery, Alabama, production facility will play a major role in the company’s aggressive plan to unveil six new or redesigned vehicles in the next three years.? Two of Hyundai’s higher-volume new vehicles, the Santa Fe and the Sonata, will be produced in Alabama, where “production capacity is 300,000 units,” reports Automotive News, which spoke to Heung Soo Lheem, the company’s senior vice president of export planning. In the meantime, the Korean automaker that surprised the Automotive industry last week when it leapfrogged to the top of J.D. Power’s Initial Quality rankings, is sending signals that, now more than ever, it is pushing forward with plans to further increase the quality of its vehicles.? Automotive News reports the automaker plans to utilize a “high-tech engine family with a planned 300,000-mile life span” in most of its vehicles.? The Chrysler Group and Mitsubishi Motors Corp. will also swap its existing four-cylinders with Hyundai’s.? ”The engine family has three displacements, 1.8, 2.0 and 2.4 liters. Turbocharged versions also will be available, along with a liquid-propane version that at least Hyundai will offer. All versions will be equipped with variable valve timing to improve fuel economy and reduce emissions. North American production begins next year in Dundee, Mich.”? More about Hyundai’s industry-leading engine: “Hyundai engineers set a target of 300,000 miles without a major failure, twice the Big 3 target for most engines.”? But Hyundai’s cautioned that it’s 300,000 target may take several years to realize because, as senior executive vice president for powertrains Lee Hyun Soon explained, "Some of the component suppliers will not be meeting the target."
You are right. They should focus more on their MBB/NW cases and try to reduce that number first.
http://www.just-auto.com/news_detail.asp?art=45860
Hyundai Elantra get Manual 34-26 Auto 32-24
Honda Accord gets Manual 34-26 Auto 34-24
Given that the Accord is much larger, heavier, quieter, etc., Hyundai is not bad but far from Honda and Toyota for fuel economy (compare the actual Elantra competitors Corolla and Civic). You could also compare the Accord to its competitor the Sonata and the gap is fairly large.
BTW, in city I average 24-25 mpg in the Accord. I have little city driving experience in a Sonata (and none in an Elantra) and have not calculated mileage in those cars.
And if you go by EPA estimates and still want to compare Elantra to Accord, we should be putting a lot of things into perspective (MY 2004 comparisons):
Elantra 2.0-liter I-4 (auto) compact sedan
Engine Output: 132-138 HP/136 lb.-ft
Curb Weight: 2700 lb
Mileage: 24/32 mpg
Greenhouse Gas Emissions: 7.0
Accord 2.4-liter I-4 (auto) midsize sedan
Engine Output: 160 HP/161 lb.-ft
Curb Weight: 3200 lb.
Mileage: 24/34 mpg
Greenhouse Gas Emissions: 6.9
Accord is 500 lb. heavier, has about 25-40 HP more from a larger displacement engine, and still matches EPA rated city gas mileage (and beats on the highway by 2 mpg). In terms of performance (and size and weight and engine output), Elantra compares well to Civic, but you don’t want to compare fuel mileage between those two.
Now, Sonata is a logical comparison to Accord, and it comes with two engine choices (curb weight/size is about the same as Accord at 3200 lb.).
2.4 I-4 (138 HP/ 147 lb.-ft) is rated 22/30 mpg (more comparable to the 240 HP Accord V6 than it is to the 160 HP Accord I-4)
2.7 V6 (170 HP/181 lb.-ft) is rated 19/27 mpg (so I actually did a shade better than highway rating).
But, what did I say?
I picked the Elantra 4 cylinder and the Accord 4 cylinder because EPA show them as midsize. With manual transmission the Elantra is rated at 30 mpg combined and the Accord at 29 mpg. The Hyundai also got ULEV II and the Accord only LEV II. The Accord has 3 five star ratings vs 2 five star ratings for the Elantra. Just seemed like a closer match up than you have suggested.
I felt you were a bit harsh on Hyundai announcing their upcoming hybrid. I think innovation is good coming from all automakers. None have a corner on the innovation market in spite of a few very biased opinions expressed here on the forum. For me I am waiting for a high mileage car I don't get claustrophobic in.
BTW, more than compact or midsize, it is the weight and power that will determine fuel economy. Elantra is far from being close to Accord in any regard. Sonata makes for a better comparison.
To have a realistic chance at a successful hybrid design, the ICE part will have to be addressed. This is why we see companies like Honda and Toyota continually work on improving various efficiencies of their engines.
This picture may have been obtained from Honda, but whoever provided it, did he/she know that the thing shows IMA printed on the cover?
http://www.azcentral.com/arizonarepublic/business/articles/1008fu- elecon08.html
http://www.detnews.com/2004/autosinsider/0410/11/autosinsider-299- 581.htm
WardsAuto.com, Oct 11 2004 WASHINGTON – American Honda Motor Co. Inc.’s Acura luxury unit eventually will expand its new Super-Handling All-Wheel-Drive system to more models than just the new ’05 RL.
http://wardsauto.com/ar/auto_acura_expand_awd/index.htm
Say "smart car" and we typically think of the Daimler-Benz two-seater that first went into production in 1997 and can now be seen in many European cities. For as long as cars have been around, Europeans have been more conscientious about fuel consumption and extremely crafty in dealing with parking issues. Today, over 40% of cars in Europe use low-sulfur diesel1, which costs 30% less than standard fuel, gets 30% better mileage and emits fewer pollutants2. When we were in Europe recently, we saw and drove new, diesel-fueled Peugeots and Citroëns that were peppy, sharp looking and decidedly modern. We also came across service stations that brought inspiration to the highway.
But the U.S. market has witnessed one hugely successful new smart car in the last couple of years—the Toyota Prius. A hybrid engine vehicle, the Prius employs new technologies to improve fuel consumption and conserve precious resources. A built-in computer optimizes the efficiency of the engine's dual power sources of gas and electricity. On a standard highway, the Prius delivers approximately 50 miles to the gallon, and accelerates and cruises at normal speeds.
Two months ago, we were invited to witness the 2004 Prius establish a performance record at the Bonneville Salt Flats in Utah during Speed Week. Twice a year, this event attracts a motley crew of garage mechanics, engineers and friendly, independent, rebellious speed geeks who camp out in 100-degree desert heat in the hopes of establishing new land speed records. People old and young come to watch the events, decked out in almost comical hats and other shading devices, with not a trace of designer black in their wardrobes. Names of local garages and crews grace the car bodies, rather than graphic logos for beer and cigarette companies. This is authentic American hot-rodding that dates back to the 1950s. A day pass is only $8, and you can walk around and watch hundreds of amazing vehicles work out on the five- and seven-mile straightaways, reaching speeds of up to 300 mph. Click here for more images.
Speed-racing at the salt flats has been drawing attention since 1914, when a Blitzen Benz set a record of 141.73 mph. Since that time, drivers have been setting records with a variety of vehicles, including a record of 622.4 mph set by a jet powered vehicle. Cars, motorcycles, trucks and all kinds of machines descend upon the desert to establish personal bests. The character of these events is somewhere between The Road Warrior, Burning Man, The Right Stuff and a J.M.W. Turner landscape. It is a surreal environment, with crunchy salt underfoot, horizons shimmering from the sweltering heat, and a pageant of car buffs, trailers and all the paraphernalia that goes into the unique engine-driven subculture.
The Toyota Prius was the unique entry this year and drew much attention as an example of an environmentally sensitive car and as an important piece of modern design. At the salt flats, it established a land speed record exceeding 132 mph, and, amazingly, delivered 16-plus miles per gallon while zooming along at its highest speeds. Kudos to the Prius team of Japanese and American engineers and designers who were all present for this event—and who drove during the trials, rather than employing professional speed racers.
The Prius is a beacon of hope for the U.S. auto market. With its stylish looks and a sticker price of just over $20,000, the Prius has mass appeal, in addition to making a difference to the environment. Toyota will sell 100,000 Prius' in their first year and there is a waiting list of several months to buy one. The overwhelming demand has spurred many U.S. automakers to introduce similar hybrid engines for their vehicles. Along with the European smart car, it hopefully signals a turning point in the industry, or at least a willingness to take on the problems of pollution and resource depletion that the car industry has in large part contributed
You will provide a BEV conversion to a normal vehicle but still restrict its distribution (partly because your government isn't funding much of the effort)
You will make sure your BEV conversion is functional but not particularly exciting or eye catching so as not to raise the average person's interest or attract regulatory action against you
You will launch a hybrid that still contains components from all your corporate divisions
Very interesting article....
http://www.evworld.com/view.cfm?section=article&storyid=754
And another one:
http://www.fuelcellsworks.com/Supppage1293.html
From: "IRS Newswire" <irs-newswire@lists.qai.irs.gov>
Subject: IR-2004-125 -- 2005 TOYOTA PRIUS CERTIFIED FOR CLEAN-FUEL DEDUCTION; NEW LAW RESTORES FULL DEDUCTION AMOUNT FOR 2004 AND 2005
To: "IRS News Release Service" <irs-newswire@lists.qai.irs.gov>
IR-2004-125, October 14, 2004
2005 TOYOTA PRIUS CERTIFIED FOR CLEAN-FUEL DEDUCTION; NEW LAW RESTORES FULL DEDUCTION AMOUNT FOR 2004 AND 2005
WASHINGTON —The Internal Revenue Service has certified theToyota Prius for model year 2005 as being eligible for the clean-burning fuel deduction. The certification means taxpayers who purchase this vehicle new may claim a tax deduction of $2,000 on Form 1040.
Federal tax law allows individuals to claim a deduction for the incremental cost of buying a motor vehicle that is propelled by a
clean-burning fuel. By combining an electric motor with a gasoline-powered engine, these hybrid vehicles obtain greater fuel efficiency and produce fewer emissions than similar vehicles powered solely by conventional gasoline-powered engines.
Under the recently signed Working Families Tax Relief Act of 2004, the clean-burning fuel deduction is up to $2,000 for certified vehicles first put into service in 2004 and 2005. The deduction will be limited to $500 for vehicles placed in service in 2006 and no deduction will be allowed after that year.
The one-time deduction must be taken in the year the vehicle is originally used. The taxpayer must be the original owner. Individuals take this
benefit as an adjustment to income on Form 1040. They do not have to itemize deductions on their tax returns to claim it.
The amount of the deduction for the 2005 model year Prius was set after the manufacturer, Toyota Motor Sales, U.S.A., Inc., documented for the IRS
the incremental cost related to the vehicle’s electric motor and related equipment.
The IRS previously certified the Toyota Prius for model years 2001, 2002, 2003 and 2004. The IRS also previously certified the Honda Insight for
model years 2000, 2001, 2002, 2003 and 2004 and the Honda Civic Hybrid for model year 2003 and 2004.
350 HP of Hybrid (IMA) power delivered via all four wheels. The powertrain was a hybrid of...
2.0-liter I-4 DOHC i-VTEC (200 HP)
Electric Motors/IMA (150 HP)
Getting 200HP on a 2L engine is possible with some modifications and add-ons. 150HP electric motors has been around for decades in various industries. These are big and heavy motors. To be able to integrate a motor (or motors) that total 150hp into a compact car is a very huge technological advancement. Equally impressive is a battery so compact that could support the power appetite of this motor. Then we factor in the weight of the motor, battery, and the really thick copper wires to support all that ampreage.
Honda must have developed something really big in car technology 2 years ago or the article above may have been a result of misinformation.
As far as the electric motor is concerned, among all the high powered hybrid prototypes from Honda are concerned, this is the most powerful IMA set up. Here are the others...
2001 Dual Note (300 HP 3.5/V6 + 100 HP IMA)
2002 RDX (190 HP 2.4/I-4 + 60 HP IMA)
2003 Accord Muscle-tec (200 HP 2.0/I-4 + 150 HP IMA)
At least one of the prototypes (Dualnote/DNX) didn't use batteries, instead ultra capacitors.
Unlike the IMA systems in production today, where an ultra-thin brushless DC motor forms a part of the engine's flywheel, these prototypes used a combination of multiple motors. In case of Dualnote, one motor tied to the engine (like typical IMA setup) and one motor each mounted in-wheel on the front axle.
Accord Muscletec was an official entry as a concept at 2003 Geneva Autoshow, but as always, Honda mentioned it as simply a "Sport Study Model".
2002 RDX (190 HP 2.4/I-4 + 60 HP IMA)
2003 Accord Muscle-tec (200 HP 2.0/I-4 + 150 HP IMA)
At least one of the prototypes (Dualnote/DNX) didn't use batteries, instead ultra capacitors."
None of those concept cars would be possible with battery as the electric storage device. For example, Accord Muscle-tec 150hp electric motor(s) will need 10 packs of Accord Hybrid battery.
NiMH used in Prius is capable of 1.3 kW/kg. So, to make 150hp(112kW), NiMH pack would weight 190lbs(pure modules weight). This is optimistic calculation because car manufacturers do not push the battery max output. For example, Prius battery pack is really capable of making maximum of 47hp but Toyota decided to push it only up to 34hp to prolong battery life(Prius GT draws 47hp). That's why Prius' NiMH pack weight 99lbs. From that realistic calculations, a NiMH pack that can supply 150hp would weight 443lbs!
But, you might say Honda use Ultracapacitors right? The Ultracapacitors that Honda used in their latest FCX fuel cell hybrid can output 1.5 kW/kg. That's about 15% better than Prius' NiMH. To have Ultracapacitor pack that can output 150hp, it would weight 386lbs! So, is it possible to make IMA hybrid with 150hp electric motor(s)? Yes. Is it realistic? Not yet because the pack would be too heavy and extremely expensive. That's why it is still called Concept Car.
On the other hand, did you know that Highlander Hybrid and Lexus RX400H will have 161hp(120kW) electric motor? They only need two Prius' NiMH battery packs. To understand how this is possible, you'll need to know how HSD works.
Dennis
I’m sure they had some energy storage method. And I did mention Dual note using ultra capacitors. You missed that.
For example, Accord Muscle-tec 150hp electric motor(s) will need 10 packs of Accord Hybrid battery.
Accord Muscle-tec should need more storage device, but your multiplication factor is intriguing to start with, rendering conclusions based off it useless.
On a related note, FCX has a 80 HP motor.
I am not so sure. Assuming they do, by the time that technology become mainstream realistically, probably so will the fuel cell. I don't see electric high power IMA hybrids any time soon.
"your multiplication factor is intriguing"
My bad. HAH's electric motor is 16hp, not 15hp. Accord Muscle-tec will need 9.375 packs of Accord Hybrid battery. My point is still valid.
"On a related note, FCX has a 80 HP motor."
Reasonable. Remember, FCX's main electricity is coming from the fuel cell stack. Ultracapacitors are there to assist for fuel cell stack start-up time and high demand acceleration. So, the 80hp electric motor is powered by both fuel cell stack and UC pack.
Dennis
http://www.fuelcellsworks.com/Supppage1295.html
Fuel cell is already a reality. It is the refueling and cost aspect that are the deterrants. Here is a Honda FCX Road Test article if you'd like to read about it.
Regarding energy storage, when you know Dualnote used ultra capacitor, you don't have to assume it did (or did not). DNX/Dualnote, BTW, was a mid-engined, four passenger sedan with three electric motors.
My point is still valid
You wish. Let us begin with discharge/re-charge characteristics as it relates to power demand/delivery. For that matter, let us see how your point holds up when I provide you the following specs (of a "real" hybrid car):
ICE Power: About 500 HP
Electric : About 150 HP
NiMH battery pack was used for energy storage. What does your math suggest about weight of this pack? If you're wondering about the car, it happens to be the first gasoline-electric hybrid race car that participated in LeMans (1998, Panoz Q9).
Remember, FCX's main electricity is coming from the fuel cell stack.
And did you just assume that 150 HP (in Euro Accord concept) or 100 HP (in Dualnote) or 60 HP (in RDX) are designed to function just like they do in the current IMA offerings?
http://www.toyota.com/vehicles/future/volta.html
408 bph and a 0-60 mph in 4 sec.
I've heard and read about Volta concept. It seems to have gotten more publicity than the Honda prototype (Dualnote) that preceded it by almost three years.
Dualnote had 400 HP, was a 4-seater (sedan), AWD (conceptually similar to SH-AWD in RL but with electric motors sitting on the front wheels), estimated 0-60 in low 4 seconds, top speed of 186 mph, and driven via 6-speed manual transmission (switchable to 6-speed auto). So, unlike Volta, this was a sport sedan concept.
I think the next hybrid from Honda would be the smaller (than MDX) Acura SUV to be produced in Ohio. And this could be the production version of the 2002 Acura RDX prototype. Honda has already announced production of "the smaller SUV".
Contradictory statement. Your reality must be so different from many others. You must have millions of dollar to own FCX with solar power hydrogen generator at your home and drive no further than 80 miles radius. Let me give you a key word that we should look for; it is "mass produced".
"when you know Dualnote used ultra capacitor, you don't have to assume it did (or did not)."
Don't take concept car spec very seriously. Honda said so, therefore, it must be using UC right? Whether if it uses UC or not is not the issue. The issue is how large or expensive will it be? What if the whole trunk is full of UC pack? What if it UC pack only deliver 150hp for split second? Dude, lighten up!
"What does your math suggest about weight of this pack?"
See my previous post for the number. That is what I derived from current mass produced production hybrid car sold to the public to drive on public road for at least 150,000 miles.
If you find a race hybrid car that is an exception, well duh! Do you know the capacity of it's battery in Amp Hour(AH)? Will the pack last 150,000 miles or just 24 hours? Many more things to consider.
You are trying to argue that just because concept/race car can do it, it means production car must as well. A very weak argument.
"And did you just assume that 150 HP (in Euro Accord concept).... designed to function just like they do in the current IMA offerings?"
Yup. Honda is on their 3rd generation of IMA and their future hybrids should have similar design as well. Did you just imply that major changes need to be done in order for IMA to have high power electric motor(s)? I agree.
Dennis
By your definition, CNG powered vehicles are not a reality either! At least not until now when Civic GX finally opens up for sale at dealerships this year after years of existence as a fleet-only vehicle.
Back to hybrid cars and technology, I will gladly dissect your conclusions that are supposed to “enlighten” me while being based on presumptions:
Don’t take concept car spec very seriously
Dual Note was a prototype, a step ahead of being just a concept. And I take things for what they are, sometimes to educate myself about the future. Couple of prototypes led to Insight. While I don’t expect to see Dual Note reach production as is, it tells me something (you can ignore it if it makes you uncomfortable). Don’t go on imposing your presumptions on others.
Issue is, how large or expensive ultra capacitor will be? What if the whole trunk is full of UC pack?
Only if you knew. Dual Note was a mid-engine sedan prototype, with a short front end. There was a reason I posted a side profile of the sedan. Except for ATTS and in-wheel electric motors at the front, the rest of the drive train sat behind the rear seat.
Expense is another issue. UC is expected to be more expensive than batteries (BTW, how much does the battery pack in 400h cost?). The upside to UC is it is a one time investment. So, it will make sense in upscale hybrid vehicles at least until the initial cost can come down (and eventually should), also as the technology advances. We’re already talking about cell phones using ultra capacitors instead of batteries. Honda has ventured into developing UC pack on its own, (FCX is using Honda UC pack).
What if the UC pack only delivered 150 HP for split second?
And what if it didn’t? Do you realize, how vague this sounds? The 100 HP in Dual Note came from three electric motors, and this wasn’t your typical IMA set up that you have seen in the three hybrids from Honda.
That is what I derived from current mass produced production hybrid car sold to the public to drive on public road for at least 150,000 miles.
And did you take into account current/voltage requirement based on design? Or did you assume everything based off a specific design?
For couple of years, Honda hasn’t been shy of mentioning a hybrid vehicle for Acura, at least not since Acura RDX was revealed at 2002 NAIAS. Acura has just announced production of a smaller than MDX SUV in Ohio and rumors dominate this being the RDX. Now, this compact SUV had hybrid power in prototypical form, with two 30 HP electric motors mounted on the rear wheels.
If this were to be true, are you suggesting that RDX will require 4.6 times (physically) larger battery pack than one used in Civic Hybrid? Yes, or No.
Does Accord Hybrid use a 23% (physically) larger battery pack than Civic Hybrid? Yes, or No.
If you find a race hybrid car that is an exception, well duh! Do you know the capacity of it's battery in Amp Hour(AH)? Will the pack last 150,000 miles or just 24 hours? Many more things to consider.
Like what? The bottom line was size of battery pack. You have conveniently skipped that part. And this race car was developed in the late 90s, using NiMH technology available back then.
You are trying to argue that just because concept/race car can do it, it means production car must as well. A very weak argument.
A race car did it in 1998, where weight and packaging are of greater issue in a racing vehicle that weighs only 2400 lb. This is far from being a weak argument. As a matter of fact, you haven’t shown an argument in this regard at all!
Honda is on their 3rd generation of IMA and their future hybrids should have similar design as well. Did you just imply that major changes need to be done in order for IMA to have high power electric motor(s)? I agree.
Without major changes in an evolving technology, you cannot follow a progression needed to be competitive. In case of Toyota, do you think a major, or a minor change was involved going from Prius I to Prius II? And what about 400H. Is it going to use identical set up as Prius II? Yes, or No.
18 October 2004, This Is Money
FOUR out of five drivers would buy a 'greener' car if it was worth their while but many find the cost of new hybrid vehicles prohibitive, new research reveals.
Although 80% of motorists know that a hybrid car could be better for the environment, people aren’t prepared to make the financial sacrifice necessary to buy one of them.
Research from the Energy Savings Trust, a policy analysis group that promotes sustainable use of energy, shows that just 12% of drivers would change from a conventional car to a hybrid without some form of incentive.
Richard Tarboton, head of the transport energy business unit at the EST, said: 'Road transport is the UK's second largest contributor to climate change and emissions from vehicles are not only harming our environment but also our health.
'These results clearly show that the majority of people in the UK are starting to take these issues seriously and want to see improvements.
'Carefully targeted financial incentives are available through our own transport energy programmes in the form of grants towards the cost of low-carbon vehicles and emissions reduction technologies.'
The EST claims that up to 24,000 people die in the UK every year as a result of poor air quality – and it has grants available to help anyone buy a cleaner vehicle with lower levels of carbon dioxide.
Electric hybrid vehicles are powered by a combination of petrol and electricity. They have a petrol engine and a separate electric motor powered by an energy storage device such as a battery pack. All hybrids use 'regenerative braking', which means that energy is put back into the battery when the vehicle brakes – this improves energy efficiency and reduces brake wear. Hybrid technologies improve fuel efficiency and therefore provide considerable fuel savings compared to a normal petrol vehicle.
Current models include the Toyota Prius, Honda Insight and Honda Civic IMA.
The disadvantage of electric hybrid vehicles is the initial purchase cost. Although running expenses are typically two-thirds of the cost of equivalent petrol-fuelled vehicles, it usually costs between £1,000-3,000 more to buy a new electric hybrid than its conventional equivalent.
http://www.thisismoney.com/20041018/nm83628.html
Actually Honda/Acura does it everyday in standard engines:
Acura 2005 RSX-S 2L 210 hp
Honda 2005 S2000 2L 240 hp
YMMV,
MidCow
Anyway I drove a Siverado Hybrid. Very interesting the auto-stop was smooth and would shut down engine automatically. They shortened the drive shaft and inserted a MG that used electric power for up to 13 mph from three standard lead cell bateries. Above 13 mph or under heavier accerltion the ICE powers up and the MG becomes a genrator that can recharge batteries as will as supply 10Kwatts power ;tools, PCs, etc. .
Not much improvement in mpg about 20 mpg overall (actaully pretty good for a full-sized truck).
Built on exact same platform as normal Silverados, $2,500 option. Shortend driveshaft and 3 additioanl lead-acid batteries.
If Accord brings there new diesel Accord to the USA then I think Prius and other HS hybrid implementations sals and residuals will plumet. Prius serve a needs right now, abiet somewhat high priced to be a true TCO solution. but hey after the intial sunk cost (purchase price) the Prius is very economical.
Maybe they are waiting on low sulpher regulations in USA to take effect.
YMMV,
MidCow
Typically, gasoline engines don’t do as well as CTD engines in terms of CO2 emissions, but in case of hybrid, it is lower (116 for hybrid versus 134 for diesel). And other emissions (that US market cares about) are much better from the hybrid.
However, a typical European buyer has to look beyond all that. If diesel is considerably cheaper (unlike USA), small advantages (emissions and mileage) and a premium (regardless of how much it is), will not be enough to make up for it.
Now, in the USA, we will have to wait and see how diesels are accepted, and how they perform. Hybrids will continue to keep coming, that is for sure.
Why do you think they would pay a 1000 Pounds more if the MPG were close to equal? That is assuming all the other options were equal. That is about $1800 more with no realized gain in economy.
http://www.thecarconnection.com/index.asp?article=7667&sid=19- 6&n=156
I am sorry if you feel that way. All you gotta say is "I disagree".
"Couple of prototypes led to Insight."
That's good. As you pointed out, some/most prototypes don't make it to production stage. As Dual Note concept is 4 years old already, it would be safe to say that the design was just not realistic for a production car. RIP.
There were 7 prototypes made and test drove at least 1 million km before finalizing on 04 Prius. If you know how traditional cars are designed and tested, you'll know how much extra Toyota to get it right. It would take an ignorant to call 04 Prius a beta product.
"UC is expected to be more expensive than batteries (BTW, how much does the battery pack in 400h cost?)."
$0 for 400h battery pack since rumors are that Lexus is going to warrenty the pack for life time of the car. Ultracapacitors can hybrid with NiMH battery to create more synergism. All it takes is a small UC pack large enough to do 0-60mph; (guessing 150Wh, about 50W light bulb for three hours) to handle the most extreme discharge and charge cycles. This would also double NiMH battery life. I expect this solution implemented in next gen Prius if the price come down enough to do so.
"And did you take into account current/voltage requirement based on design?"
Current(amp) X Voltage = Watt. NiMH modules are rated to output Watt per kilogram. The world highest specific power NiMH pack is used in Prius. I used it to derive the weight from it even though I could use lower power pack from Honda but I didn't. All the hybrids on the market today(Prius,HCH,Insight,HAH,and FEH) use NiMH modules somewhere around 6-6.5 Ah. Yes, I kept that in mind when I calculated the weight.
"Does Accord Hybrid use a 23% (physically) larger battery pack than Civic Hybrid?"
I believe Accord Hybrid's battery pack is higher in density, so it should be a little lighter and smaller than HCH. Suggesting minor improvement in battery technology every IMA generation only helps my point. Accord muscle-tech with 150hp electric will need a over 9 times specific power breakthrough in battery or major cost reduction in UC technology. We will not see high power electric IMA any time soon.
"The bottom line was size of battery pack. You have conveniently skipped that part."
No, the bottom line was race car's battery don't need to deal with city driving situations so I can conveniently skip that part.
"In case of Toyota, do you think a major, or a minor change was involved going from Prius I to Prius II? And what about 400H. Is it going to use identical set up as Prius II?"
03' Prius to 04' Prius was a major leap in technological achievement. Conceptually, both cars operate the same way! Sure 04' got more power, more in both gas ICE and electric motor. In fact, electric motor gained more power than gas ICE becoming almost as powerful as the gas ICE. The design is very flexible and allows that kind of optimization and results speak for itself.
For IMA, as the drivetrain power grew, the electric power lag behind gas ICE power. You can claim the next IMA will have much powerful electric motor but the track record shows otherwise. It becomes more clear that electric storage device is preventing IMA from acheiving a balance hybrid output. To change it, IMA will need to change fundamentally. Maybe become more like HSD by adapting series-parallel design as in that scooter.
There is not much more to discuss about this. I made my points enough to pin you down. There is no need for the count down. I rest my case.
Dennis
I think people that are going for the absolute maximum mileage would buy the HCH, Insight or Jetta TDI with a manual transmission. I believe the tests were run with Automatics. Many people are getting 50-60 mpg and more with a manual transmission in all 3 of those vehicles.
Did you know that Accord Diesel is slower than Prius? They cost about the same. Accord Diesel get less mpg than Prius as well(go check on honda europse site). Sure it meets Euro4 but Accord Diesel is not clean enough to bring it over to US. HAD does not meet US emission standard that is already in effect.
Dennis
Your making a joke right? The Accord diesel is a 9 second 0-60 car easily. With 130 mph top speed. It has a combined mileage of 44 MPG US and far exceeds the handling of the Prius. The only reason they are not importing them is the ignorant regulations that CARB sets for CA. They easily pass current EPA standards for diesel cars.