Hi there. Not sure if you have the e-Power variant of Nissan models in USA but over here in Australia we can get them. They work differently to a traditional hybrid where the engine has no mechanical link to the wheels. As you drive power will always 100% come from the electric motor and never from the engine. What are your thoughts on a set up like this?
I think it's a cool system but the DIG-T engines they're mated with are absolute crap.
It's closely related to the famously horrid other DIG-T
https://europe.autonews.com/automakers/renault-nissan-face-legal-action-france-over-engine-problems
https://alltransautos.co.uk/qashqai-owners-speak-out-against-engine-failures/
It can be a good way to make a hybrid. That’s essentially the concept of a diesel electric locomotive.
But I think the question is in the execution. Can Nissan pull it off with a high level of quality?
Good question.
That’s very similar to the lates generation of Honda hybrids.
Most of the work is done by an electric motor. The gas just supplies the energy to create the electricity.
But at higher speeds past 45 mph, the gas engine takes over power the vehicle via a mechanical linkage clutch.
It is supposedly more efficient for the electric motor to work below 45 mph a the gas motor to work above 45 mph.
technically that's not a hybrid then, since there's only one source of propulsion. "range extended" EV is the terminology I think. It's a good idea. The batteries don't need to be as big.
interesting, but if you run the engine at it's most optimal RPM , then isn't it running more efficiently than when it propels the care with a lead foot at the wheel?
If I had time, I would research what is actual difference in efficiency between system with a mechanical clutch and a generator one.
@mmj , Yep! precisely.
The fixed RPM variant (Nissan e-Power / Renault e-Tech) achieves 50% thermal efficiency due to extra optimizations allowed by this operation, while the variable RPM variant achieves just 43%
But this does not offset all the losses of operating in a series-hybrid configuration - for highway causing a parallel hybrid is much more efficient.
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@g-t
As far as compering the two technologies,
Nissan's version of "CMF-B HS platform" is called Nissan Note (2020-up E13) and it uses e-Power, while Renault's version is the Clio (2019-up) and it uses a 1.6L engine from the early 2000s with an EDC (dry clutch dual clutch transmission).
The dual clutch design achieves 4.3L/100km WLTP combined (despite the older engine)
while the new generation fixed RPM e-power gets worse 4.6L/100km.
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With that being said,
Tri-clutch design really allows you to get the best of both worlds.
I previously had a Kia Niro with that design and most of the time the engine would run at a high-rpm disconnected from the wheels and the DCT entirely (using the 3rd clutch) while also being able to almost instantly connect the engine to the wheels (just connecting the clutch)
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An example of a better execution would be the Hyundai Kona hybrid (DCT) does 3.9 L/100km combined (60 mpg) beating all of them while also being a much larger SUV.
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As a side note, current eCVT technology is shockingly less efficient than current generation conventional automatics. The Sportage hybrid outperforms the RAV4 hybrid in fuel economy while having what seems to be a conventional bulletproof 6 speed AT.
Thanks @dan. Only 0.3L/100km difference, that's practically nothing. In such case I'd rather see which system would give you less headaches when it comes to reliability.
I assume the point of the this system, is that you're only using the engine to generate power in the rare instances when you actually need the additional range. It's probably aimed at people who will be plugging it at home, and running it on battery power most of the time. Which brings up another question for me ... how reliable is that engine going to be if it sits unused a lot.
@mmj , Nope. They do not make cars with both a large battery and an electric engine.
"Nissan has shut the door on plug-in hybrid electric vehicles" (12 Oct 2022)
well that's dumb
As far as reliability of EVs with a range extender,
Cabs in London (LVEC, owned by Geely) are mostly configured that way ("Range extended EV") - and a lot of them do not end up using the ICE too much, they've proven to be pretty reliable.
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A neighbor of mine has an Outlander PHEV (the neighbor that lived there before him had a Niro PHEV, I think) he pretty much commutes on electricity alone and has never had issues with the engine, fuel being too old, etc.
But I do think that once every 3 months he probably should not charge it and use up the gasoline...
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https://www.taxi-point.co.uk/post/electric-taxi-review-100-000-miles-in-a-the-levc-tx
"he probably should not charge" @dan do you mean should?
I said I think owners of PHEVs who use them mostly in EV mode: probably should exit EV mode and drive their PHEV as a regular ICE car every 3-6 months to burn through old gasoline.