No that one was a partnership. But the potential is there to make a number of different deals with a number of different MFGs that can not foot the bill alone.Just a note, GM didn’t license nor sell their EV technology to Honda for the two EV vehicles for Honda that was announced, GM is building those two vehicles for Honda at GM factories and Honda is only designing the exterior and interior. Those two Honda vehicles will have GM VINs.
Ya, the Lincoln is using the 10 speed automatic. I suspect that is why Car & Driver commented on the power train's "refinement isn't quite up to snuff, with occasional thunks when the driveline reengages the gas engine". Sounds like they took the "quick and dirty" way out, and wedged an electric motor in between the trans and the gas engine. It would be difficult to make that kind of system feel seamless. In a true eCVT, power between the batteries and internal combustion sources is seamlessly blended electrically and run through the electric motor instead of mechanically through the transmission as is done in the Lincoln.This one apparently has the electric motor between the engine and transmission, so it's a standard transmission
On a positive note, EVs likely need less routine maintenance, so poor maintenance isn't as likely to shorten a vehicle's life. Also I would assume a new motor would be a lot less expensive to buy and install than a new engine.Agree. Regardless, removing and installing battery packs and supplemental cooling system during recharge should also then be figured into the total energy use equation.
That's the biggest problem I have with any EV technology. Are all the costs really being included in the making and use of the vehicle or are some just ignored or put on the side to be dealt with latter . . . "some day" or for someone else?
Many a pessimistic curmudgeon thought 400 miles range would never be met or battery prices under 100/kWH would be possible. Now both have been realized and expected to not improve. The changes and improvements are coming even faster and will continue to do so. It already has surpassed anything I expected to this point so I no longer count out anything.I would agree with that, but this thread was at one point about towing. It will be a long time, if ever, before EVs work well for towing travel trailers distances or into remote areas (or for big rigs as mentioned above).
When I was looking in early 2019 to buy a truck I did look at the Ram mild hybrid eTorque engines, and quite frankly didn't see the point. Thinking about this Ford Hybrid system, I think it would be more interesting paired to their 2.7 turbo and combined with a larger battery for camping power. But then I'm not interested in towing 10,000+ pounds because I wouldn't do that with a half-ton pickup, so the 2.7 turbo engine would do, supplemented by the electric motor for additional power accelerating. .
But didn't they also try to have it operate on battery only at times with that setup? That also sounds problematic compared to just having the electric motor being a supplement that could kick in for additional power (or regenerative braking).Ya, the Lincoln is using the 10 speed automatic. I suspect that is why Car & Driver commented on the power train's "refinement isn't quite up to snuff, with occasional thunks when the driveline reengages the gas engine". Sounds like they took the "quick and dirty" way out, and wedged an electric motor in between the trans and the gas engine.
True, routine maintenance would likely be less. Not sure how inexpensive replacing a motor would be and what else might be involved.On a positive note, EVs likely need less routine maintenance, so poor maintenance isn't as likely to shorten a vehicle's life. Also I would assume a new motor would be a lot less expensive to buy and install than a new engine.
Extending the average life of vehicles would do a lot toward reducing their overall environmental cost.
It sort of depends on whether they want to be like Netflix or Blockbuster, adapt or die.What some folks miss while they lecture other on is how many of the oil companies have been actively investing in chemicals, charging and renewable energy. They have been diversifying in new areas to take advantage of the new technologies. Also to replace some of the losses in the oil areas. Companies like Shell and BP have been leading the way.
They are not going to miss a beat by being active in all areas as they already have been.
Exactly and large companies like this have the money to morph into other thing with ease and most have been diversifying for a while.It sort of depends on whether they want to be like Netflix or Blockbuster, adapt or die.
Within the transportation industry, the focus is shifting towards new powertrains. There is a recognition that existing gas/diesel systems have to be supported to maintain revenue streams towards the future systems, but nobody thinks gas or diesel is going to be dominant by 2030.It sort of depends on whether they want to be like Netflix or Blockbuster, adapt or die.
He’s saying most electricity comes from power plants that are steam driven turbines, so BEVs are steam powered through 1 degree of seperation.I'm not sure what you are trying to say here. A steam locomotive is a normal cycle Rankine engine. No battery electric vehicle is a Rankine cycle engine by any definition at all. There's no tie up in any way, shape, or form.
Just to be clear, currently existing electric cars and trucks do not have resistor banks, and they do not regeneratively brake when the battery is full. If you search around a bit on Google you can even find various Tesla and Bolt owners who are surprised that their cars behave differently when at a completely full state of charge.You can still with out a doubt use the electric motor for braking. Excess energy gets dumped off via a resistor bank aka heat. Done quite often in industrial settings.
How is that different than ordinary friction based brakes other than the heat can be directed to a heat radiator?If you put 500hp into a resistor all the way down a 4 or 5 mile long grade, that's an enormous amount of energy. It would need more than just passive air cooling.
It 's the same. If you attempt to drive a 40 ton truck down a long grade using just the foundation brakes, the brakes will overheat and stop working in short order. Then you can either take the truck runaway ramp, or you can attempt to set a new land speed record.How is that different than ordinary friction based brakes other than the heat can be directed to a heat radiator?
I think the regen is much like a CVT transmission. It is for light use and mostly city driving in a small car. It is more assist than braking.Most EV's don't allow regen braking until below 80% SoC, so as not to over charge the batteries. I think this is why Tesla recently removed the option to adjust regen braking from all their cars. Adding a dynamic braking feature to an electric semi should probably be mandatory, especially in cases where the truck needs to charge up frequently due to the severe lack of range. Hopefully none of the future Tesla Semi operators have a distribution center at high elevation, or the trucks aren't allowed to fully charge near the top of a mountain pass.