Plug-in Hybrid

What is it like?

Two cars in one, really. The D6 has the silent city car and cross country mile-eater aspects largely sewn up, but a performance wagon it isn’t. Partly this is because no matter what Volvo’s marketing department thinks, the V60 isn’t a particularly rewarding steer to begin with, and despite adding all-wheel-drive traction, the new tech lumbers the underwhelming chassis with an additional 300kg or so of kerb weight.

In fairness, it actually bears the burden rather well – thanks in large part to a suspension set-up which has clearly been retuned with comfort in mind – but it labours through apexes with over-weighted, reductive steering and doesn’t feel as fast as the stopwatch suggests it is.

Let’s concentrate on its strengths though, because what the V60 does get right, it accomplishes with persuasive aplomb. There are three selectable drive modes to chose from: Pure, Hybrid and Power. Turn the key and the car defaults to its Hybrid setting, meaning (as you might expect) that it juggles drive from both the electric motor and the diesel engine to achieve optimum economy.

In the development car we drove (despite being available to order, the model is still someway from being signed off) there are still some issues with transition between the power sources – even Volvo admits that reconciling the two into a smooth, refined throttle response has been one of its biggest challenges – but otherwise it impressed.

In practice, with a fully-charged battery (which can take up to 7.5 hours on a lowly 6amp fuse or 3.5 on 16amp via a domestic plug) and 147lb of torque to call on, the D6 defaults to its electric motor, only calling on the diesel engine when vigorous acceleration is required. This is an advantage, firstly because it saves burning the expensive fossil fuel languishing in a scaled-down tank, and secondly because the car feels most at home when the drone of the five-pot oil burner is extinguished.

It’s not hard to keep it in silent running either as Volvo has provided (along with a bumper pack of other information) a roving indicator dial that pre-empts the transition between electric motor and internal combustion. With careful modulation of the throttle – and the fact that the D6 will allow speeds of up to 62mph – the marker will remain below the magic line.

Alternatively, if your journey includes an extended road trip between urban sprawls, it’s possible to preserve battery charge via a ‘Save’ button on the dash, and then use it later on when it’s most effective.

The Hybrid mode will serve you well enough in town, but the Pure setting remaps the throttle for a gentler response (thereby keeping you even further from consuming any diesel) and augments the already calm experience of moving around the rush hour in a muffled hush.

Article source: http://www.autocar.co.uk/car-review/volvo/v60/first-drives/first-drive-review-volvo-v60-d6-plug-hybrid

What is it like?

Two cars in one, really. The D6 has the silent city car and cross country mile-eater aspects largely sewn up, but a performance wagon it isn’t. Partly this is because no matter what Volvo’s marketing department thinks, the V60 isn’t a particularly rewarding steer to begin with, and despite adding all-wheel-drive traction, the new tech lumbers the underwhelming chassis with an additional 300kg or so of kerb weight.

In fairness, it actually bears the burden rather well – thanks in large part to a suspension set-up which has clearly been retuned with comfort in mind – but it labours through apexes with over-weighted, reductive steering and doesn’t feel as fast as the stopwatch suggests it is.

Let’s concentrate on its strengths though, because what the V60 does get right, it accomplishes with persuasive aplomb. There are three selectable drive modes to chose from: Pure, Hybrid and Power. Turn the key and the car defaults to its Hybrid setting, meaning (as you might expect) that it juggles drive from both the electric motor and the diesel engine to achieve optimum economy.

In the development car we drove (despite being available to order, the model is still someway from being signed off) there are still some issues with transition between the power sources – even Volvo admits that reconciling the two into a smooth, refined throttle response has been one of its biggest challenges – but otherwise it impressed.

In practice, with a fully-charged battery (which can take up to 7.5 hours on a lowly 6amp fuse or 3.5 on 16amp via a domestic plug) and 147lb of torque to call on, the D6 defaults to its electric motor, only calling on the diesel engine when vigorous acceleration is required. This is an advantage, firstly because it saves burning the expensive fossil fuel languishing in a scaled-down tank, and secondly because the car feels most at home when the drone of the five-pot oil burner is extinguished.

It’s not hard to keep it in silent running either as Volvo has provided (along with a bumper pack of other information) a roving indicator dial that pre-empts the transition between electric motor and internal combustion. With careful modulation of the throttle – and the fact that the D6 will allow speeds of up to 62mph – the marker will remain below the magic line.

Alternatively, if your journey includes an extended road trip between urban sprawls, it’s possible to preserve battery charge via a ‘Save’ button on the dash, and then use it later on when it’s most effective.

The Hybrid mode will serve you well enough in town, but the Pure setting remaps the throttle for a gentler response (thereby keeping you even further from consuming any diesel) and augments the already calm experience of moving around the rush hour in a muffled hush.

Article source: http://www.autocar.co.uk/car-review/volvo/v60/first-drives/first-drive-review-volvo-v60-d6-plug-hybrid

Published May 17, 2012

By Jeff Cobb

A Revolo-converted Suzuki Alto.

While some U.S.-based aftermarket startups are offering high-five-figure hybrid powertrain retrofits, an Indian original-equipment (OE) automotive supply firm is preparing to launch a simple $1,300-$3,500 bolt-on plug-in parallel hybrid system for the masses.

Having proven its effectiveness in testing so far, the prototype system called “Revolo” is being developed by KPIT Cummins as a gas- or diesel-engine add-on, first for the Indian market, but North American, European and Asian automakers have also already expressed interest in the system.

The anticipated installed cost of its belt-driven electric motor, battery and battery management system (BMS) works out to about one-third the selling price of a new vehicle in India, and the system functions essentially like GM’s eAssist or Ford’s EcoBoost.

While the batteries remain charged for average daily driving needs, fuel efficiency is said to be improved by 35 percent, emissions by 30 percent, and the system’s payback is to be less than two years from time of purchase.

If you’ve not heard of KPIT Cummins, briefly, it is a $309 million publicly traded company with over 7,700 employees, based in India, 11-percent owned by Cummins of North America. It has operations in North America, South America, Europe, Japan, Korea, China, and is a supplier to 14 of the top 20 original equipment manufacturers.

In a phone interview this week with one of the engineers involved in the project, we learned this will be the company’s first foray in automotive hardware plus software products, but it is building on its strengths as a behind-the-scenes automotive technology provider to most major automakers.

High Tech Low Tech

Because a low-cost but effective system had to be devised that could sell itself without any green car conversion incentives in India, KPIT had to think hard to come up with solutions to meet these criteria.

This was all the more challenging when trying to be viable in the light-duty commercial market for such vehicles as cabs and delivery trucks. Many Indian small businesses do not have pockets as deep as, say, American corporate fleet buyers who might spring for something like a $30,000 retrofit by the likes of ALTe or a $70-80,000 turnkey converted pickup from VIA Motors.

So to be sure, the several-hour installation of the Revolo parallel hybrid system upgrade – intended for engines up to 3.0 liters – is not as involved as these series hybrid powertrain retrofits, but it is said to get the job done with a quick return on investment.

Presently two motors are being developed for the system. One is for smaller passenger cars, rated at 2.2 kilowatt (3 horsepower, 22 pound-feet torque), the other is for light commercial vehicles rated at 7.5 kilowatts (10.2 horsepower, 55 pound-feet torque). KPIT Cummins says these continuous-output ratings can be peaked by triple these numbers for up to one minute bursts when needed.

Suzuki Alto on left, Tata 207 pickup on right. The Revolo system is currently made under a joint venture with component supplier Bharat Forge in India.

The result is a system that adds 20-40 percent more power to the internal combustion engine’s output when needed without using any fuel.

The idea is when the engine needs it most – such as at low rpm – the instant torque of the electric motor assists, then tapers off above 1,800-2,000 rpm seamlessly thanks to the sophisticated engine control unit (ECU).

The BMS and ECU that come with the installation are the company’s own design, can be adapted to a variety of battery chemistries, and rely on algorithms fed signals by some retrofitted sensors, as well as the vehicle’s stock sensors used by its ECU sensors.

Another innovation is the use of a high-efficiency AC induction motor, instead of a more costly permanent magnet motor, and unique lead-acid batteries made more durable with carbon technology.

Comparatively inexpensive lead acid batteries are usually considered the bottom of the automotive battery hierarchy, but the added carbon and other technological innovations extend life to around 750 recharge cycles.

In contrast, lithium-ion – which by the way, the system is compatible with also – would normally cost 3-5 times more.

KPIT Cummins has also tested with lithium-ion, but the carbon-enhanced lead-acid chemistry is getting the nod for the Indian market at this juncture. The Revolo system would also work with nickel-metal hydride, but KPIT-Cummins has not gravitated to that chemistry in its development work.

Planned battery range with lead acid is expected to be up to 62 miles for commercial vehicles, and about two-thirds that for commuter applications.

The idea is to provide enough range to work for most applications, either light commercial vehicles traveling up to 62 miles per day, or commuters traveling the average 18-25 miles per day in India.

After the batteries deplete, the BMS shuts the system down, the petrol engine continues to operate as normal, and the electric motor simply freewheels with no parasitic drag.

Regenerative braking does also offer 10-12 percent recharging to the batteries on average, extending range somewhat. After the system finally depletes, the regen feature stays operative, and if the batteries reach a sufficient state of charge, the system will automatically turn back on.

Another low-cost, but effective aspect is this plug-in hybrid system uses a basic three-phase plug much like a computer cord. No fancy 5-pin SAE J1772 or CHAdeMO plugs here to pay for – or risk being stolen.

Economics and Pragmatism First

For now, the Revolo system is intended as an efficiency boost, and not as a speed or acceleration performance enhancer, so 0-60 runs will only barely be improved. The main goal is saving money without costing a lot of money, and the benefits have not been lost on some of KPIT’s existing OE customers who’ve shown interest in the system.

For example, in testing the system mated to a sophisticated modern “European luxury SUV” with over 60 on-board ECUs – which KPIT Cummins was not at liberty to name – the Revolo system provoked no diagnostic error codes. This and other such testing have been taken as a good sign that the computer programming side of KPIT Cummins’ automotive engineered solution is as effective as the low-cost side of it is.

First things first however is to prove the system works in the real world. The initial Indian market launch of the lead-acid system is anticipated to be a “lucrative” market with no downside for consumers.

Pending plans are for retrofitting the system through third-party franchises to existing vehicles. At the same time, KPIT Cummins is in discussions with automakers to build the system into new vehicles.

As mentioned, the company says it is talking with automakers about installing the system in vehicles intended for the Indian market.

If all goes as intended, the company hopes for OE joint ventures, and in time to see its Revolo plug-in hybrid system installed in vehicles made for other markets also – possibly even the U.S. assuming it works as advertised.

40 min ago

I wish them luck…

MrEnergyCzar

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Article source: http://www.hybridcars.com/news/kpit-cummins-develops-innovative-bolt-hybrid-system-46020.html

Spending only five days on the lot means that the 2012 Toyota Prius Plug-in Hybrid was the third quickest selling vehicle in the US in April and second on the list in March.

Cars.com posted its most recent “Movers and Losers” list, which calculates the average number of days it takes to sell vehicles from the day they arrive on the lot until the final paperwork is signed by a buyer. The list focuses solely on 2012 and 2013 Model Year vehicles.

The 2012 Toyota Prius Plug-In was third on the Cars.com list. In fact, the Prius Plug-In was the third quickest selling vehicle in the US in April and number two on the list in March. On average, the Prius Plug-In spent approximately five days on the lot.

The obvious explanation is that the PIP was burning off a long list of pre-orders, including a lot of California customers looking for a quick and relatively affordable way to gain access to the HOV lane. Toyota tallied 891 sales of the Prius Plug-in Hybrid in March, and 1,654 sales in April. The vehicle qualifies for a $2,500 federal tax credit, and a $1,500 California rebate.

For reference, the average 2012 or 2013 Model Year vehicle spent nearly 45 days on the lot in April and 41 day in March. Other quick selling vehicles worth mentioning include the two Beemers atop the chart—2013 BMW X3 and X5 at four days—and the 2012 Toyota Prius c at seven days.

The question going forward is if the Plug-in Prius will continue to sell at that rate even after advanced orders have subsided. If so, then it would confirm that Toyota has the right formula for gaining consumer acceptance of plug-in vehicles—a blended hybrid model with a relatively affordable battery granting about 10 to 15 miles of all-electric range.

Article source: http://elonmusktesla.wordpress.com/2012/05/16/toyota-prius-plug-in-hybrid-is-third-quickest-selling-vehicle-in-us/

The ones we have are the first spy photos of the Porsche 918 Spyder, in its current evolutionary state, following advances in Nardo collected during the first test mules, which we have spoken in April.

The design incorporates the concept. Expected in 2013, the super hybrid is beginning to take shape, and shows what could be the final body panels, but with some adjustments. The design incorporates the concept of the 918 Spyder and 918 RSR and the confirmation of the development of the propulsion system is the location of the discharge, placed above the engine, such as forklift in action on the Italian track, now owned by Mercedes-Benz.

More than 800 hp. The unusual choice of tailpipes allowed to balance the weights, given the necessary space for the batteries and electric motors that turn the 918 into plug-in hybrid four-wheel drive with torque vectoring. The union between the naturally aspirated V8 and two electric motors will also exceed 800 hp, with variable operating modes: dall’elettrico total peak performance of the track, with an additional “overboost” electric.

Price. The 918 will be produced in limited edition and sold at a price of 800,000 euros: Customers who have already booked the supercar in the meantime have had the opportunity to buy a 997 Turbo S Edition 918 Spyder, prepared with the same color scheme of 918 and produced in limited series.

Article source: http://autonewsworld.com/porsche-918-spyder-continues-the-development-of-plug-in-hybrid/