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You are right when saying "the power/weight ratio..." There are numerous EVs that are relatively light, including some of the Tesla models. Also about the Mazda Iconic SP.
But if Mazda would produce such a concept car, make it "sporty" like the Corvette Stingray (for example), and still keep the price below $50,000, it would attract a lot of customers, because it is a good-looking car. The Stingray is a lot more powerful, but it costs around $82,000. Anyway, the technical aspects of this hybrid car (Iconic SP) sounds very interesting. I feel the same way about the 2025 Ram 1500,. at least about the use of electric motors for propulsion.
I am assuming that other automobile manufacturers will come-up with their own hybrid versions in the future. This is a market forecast, so take it with a grain of salt https://www.mordorintelligence.com/i...vehicle-market
It got tempered when Mazda released the MX-30 first without the rotary range extender though with parts arranged under the hood in a way that was looking to accommodate something else (the rotary extender). The problem with that was the battery capacity and range versus the price of the vehicle without the rotary engine was not competitive at all. After the MX-30 with the rotary range extender came out, it seemed to confirm those suspicions as it was not price or performance competitive despite Mazda having such a long history with the rotary engine. After that, I'm hoping to be pleasantly surprised but am no longer expecting this to work out very well.
The problem with the diesel engine is the DPF, DEF, EGR, perception, dieselgate, etc....
Total diesel sympathizer here too...I love my diesel Jetta and recognize this country runs on diesel but in a passenger car....it's deader than ever :/
I have 3 vehicles on diesel: MH class A, Wrangler, BMW335d (tuned and removed all control) and still miss the A3 and Passat (they paid me more than new when I traded back 3 years later).
As long as diesel is an option, it will always be my first one
It got tempered when Mazda released the MX-30 first without the rotary range extender though with parts arranged under the hood in a way that was looking to accommodate something else (the rotary extender). The problem with that was the battery capacity and range versus the price of the vehicle without the rotary engine was not competitive at all. After the MX-30 with the rotary range extender came out, it seemed to confirm those suspicions as it was not price or performance competitive despite Mazda having such a long history with the rotary engine. After that, I'm hoping to be pleasantly surprised but am no longer expecting this to work out very well.
You could be right, of course. But while I not very hopeful about the Mazda rotary engine, I believe that other engine manufacturers, including Toyota will improve the existing internal combustion engines. By improving, I am referring to engines with greater thermal efficiency, more compact, and lighter in weight, all coupled to electric motors to propel the car. However such an engine would still be fine without the use of electric motors, since the primary reason after reaching such degree of power (HP) is to burn cleaner. The problem is that the existing internal combustion engines that reach thermal efficiencies of 50% and greater are too expensive. For example, the Mercedes hybrid engine used in the AMG-ONE, or the F1 dual-turbo 6-cylinder hybrid engine that costs millions.
You could be right, of course. But while I not very hopeful about the Mazda rotary engine, I believe that other engine manufacturers, including Toyota will improve the existing internal combustion engines. By improving, I am referring to engines with greater thermal efficiency, more compact, and lighter in weight, all coupled to electric motors to propel the car. However such an engine would still be fine without the use of electric motors, since the primary reason after reaching such degree of power (HP) is to burn cleaner. The problem is that the existing internal combustion engines that reach thermal efficiencies of 50% and greater are too expensive. For example, the Mercedes hybrid engine used in the AMG-ONE, or the F1 dual-turbo 6-cylinder hybrid engine that costs millions.
Both Toyota and Honda use Atkinson cycle ICE engines in their hybrids. These have lower horsepower output per unit displacement than conventional Otto cycle engines, but are more efficient.
Likely the biggest routes of energy losses in a conventional ICE engine is heat loss. It is possible to convert heat to electrical power with relatively small, simple devices like a thermoelectric generator (TEG), and that could be advantageous in a hybrid vehicle. I found this 2020 paper and it indicates there are several automakers researching this very system. Unfortunately though, from what I got out of a quick scan, it sounds like while it will work and will improve efficiency, it won't make big gains, because the TEG is itself not very efficient. https://www.mdpi.com/1996-1073/13/14/3742
Both Toyota and Honda use Atkinson cycle ICE engines in their hybrids. These have lower horsepower output per unit displacement than conventional Otto cycle engines, but are more efficient.
Likely the biggest routes of energy losses in a conventional ICE engine is heat loss. It is possible to convert heat to electrical power with relatively small, simple devices like a thermoelectric generator (TEG), and that could be advantageous in a hybrid vehicle. I found this 2020 paper and it indicates there are several automakers researching this very system. Unfortunately though, from what I got out of a quick scan, it sounds like while it will work and will improve efficiency, it won't make big gains, because the TEG is itself not very efficient. https://www.mdpi.com/1996-1073/13/14/3742
That is true. But in accordance to the article, the newer TEG systems are being designed for greater efficiency. The rest is left to internal combustion engine becoming more thermally efficient. Electricity itself, even after being greatly more efficient than an internal combustion engine used for propulsion, still dissipates in heat. Now, currently there are gasoline engines that reach a thermal efficiency slightly greater than 50%. Some of these engines turn excess heat from the turbos into electricity to power the battery. The problem is that if most the residual heat from an engine is used to produce electricity, there is a point of diminished return: for example, if there is not sufficient engine residual heat when driving in a cold environment, then there is not other option but to use resistive heat to keep the cab and occupants warm.
The bottomline is as follows: for the time being the use of hybrid engines is the only way to achieve greater driving ranges than with both an ICE and an EV. At the same time, the engine is curtailing "some" tailpipe emissions. If some day-long into the future-an extremely energy efficient internal combustion engine becomes a reality, then its power (HP) can be directly applied to the wheels, or to electrically power the motors with the aid of generators and a battery.
Last edited by RayinAK; 04-04-2024 at 06:13 PM..
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