This is joookes's Typepad Profile.
Join Typepad and start following joookes's activity
Join Now!
Already a member? Sign In
Recent Activity
@ HarveyD: Nonsense. An E300 BlueTec hybrid would get a US EPA cycle rating within 1 mpg, plus or minus. Considering a Camry offers lowest-common denominator styling and driving experience, not to mention FAR less power and torque for the same MPG, it is worth much more on those merits alone, never mind that you're comparing a Camry to a Mercedes E-Class which is ludicrous to begin with. Another good opportunity to troll for Toyota though. Even the E400 Hybrid, with nearly double the power of the Camry Hybrid, would cost many buyers less than $400 a year more to operate than a Camry Hybrid - most people who buy a Mercedes could care less about $400 a year.
Five figures still probably, but hopefully closer to $10K now than $20K+.
Expect more of these moves to unfold, many of the vehicles made by Polaris and their competitors are ripe for EV models, an example being the 4x4 side by side hunting buggies. The limited noise of EVs is also an important part of reducing the ecological impact these vehicles have on the areas they traverse.
Do forget that Harvey, because it is a lie. The mechanical concept is relatively simple and was patented 30 years prior to Toyota even thinking about building a Prius. Both they and Ford developed the concept, because it is one of the most logical ways to make a hybrid. "The reality is that Ford independently developed its own hybrid system at the same time Toyota was doing its own. The basic architecture of both systems is the same and both are based on the concepts developed and patented by TRW engineers in the late 1960s. When Ford introduced the Escape Hybrid, Toyota went after the Blue Oval for infringing on its patents. Ford had patents of its own on the technology that Toyota was using. Eventually, the two companies reached a cross-licensing agreement that gives both companies the right to build their own systems. Such cross-licensing agreements are common in these kinds of cases, but Ford did not use the Toyota hybrid system. The only other company that uses Toyota's system is Nissan for its Altima hybrid, and they actually buy hardware from Toyota. - Sam Abuelsamid"
Harvey, A 2.0L + 8-speed auto combination is in the works to replace the 2.4L + 6-speed in a year or two. Should push close to 45 MPG highway.
Navistar, who were partnered with Modec in the US, could have easily saved them. Navistar sells several hybrid trucks already, and has developed a PHEV system. Would not surprise me to see Navistar instead push the PHEVs on their existing chassis instead, no range anxiety for business owners and still most of the benefits. Its probably cheaper for Navistar to do a PHEV class 4/5 truck, and would find more willing buyers than the Modec.
Hino already has a good reputation amongst contractors, so they will probably win a lot of sales from the established competitors. I still see a fair number of their old cabovers on the road.
Lucrative? Not likely. But... 1. The Sprinter was their most credible commercial vehicle by far, and Daimler is keeping it to themselves now. Two new vans, already designed and made by Fiat? I'd wanna stick it to Daimler too, for various reasons, if I were Chrysler. 2. This is a response to the demand for more efficient and nimble urban delivery vehicles. There is a reason Ford is bring two new smaller vans to replace their Econoline, GM is replacing their Savannah with a smaller European style van, Nissan is entering the US LCV market, Toyota too via Hino, the list goes on... light commercial vehicles are an enduring need that accomplish much of the vehicular work in urban centres, which are rapidly growing around the world, so it seems like a smart thing to make product for and a good core market that is growing, vs. debt-laden consumers...
Harvey: Yes, yes, and yes. And likely an EV down the line too, since the Focus, its sister, just had an EV model introduced. This is built on the same platform as the new Focus, so Ford has a wide variety of powertrains at its disposal. SJC: The system does not maintain a fully charged battery - instead of constant charging by the alternator when driving, it only engages during deceleration, unless the battery become depleted. So it doesn't sap energy during acceleration and steady state cruising - it uses energy that otherwise would've been simply turned to heat by the braking system. Mild regenerative braking, but regen nonetheless.
This is the important part: Ford has 12(!) vehicles planned on this same platform for sale in North America. The C-segment platform underpinning the Focus represents the ultimate hedge against high gas prices, developing EV, PHEV, HEV and high MPG gas powertrains (EcoBoost + dual clutch) which can easily be put into ANY of these C segment vehicles, with the plant having flexible production capabilities too. With 12 vehicles from the same platform built at the same flexible plant, Ford can make EV-PHEV-HEV anything, since the platform will underpin everything from hatchbacks to small SUVs to small vans. IMO Ford's electrification plan has the best mass-market potential because of this flexibility as to what the powertrain goes in, without soaring engineering costs to do so.
Nissan should go ahead and offer the 5.0L V8 Cummins diesel they were considering, make it a pricey option if they must but it would regardless be a great product differentiator for their trucks and vans. They should go ahead and make a Titan 2500HD too, the frame is strong enough and 5.6L V8 gas / 5.0L V8 diesel would be enough engine.
the big news is a reported 19/28 for the 2.0L EcoBoost with 250 lb-ft from 1750 rpm, it should move well too
The engine is downsized to meet the average power needs, not necessarily the peak needs, because the traction motors draw from a battery rather than the generator. That is why this tech makes sense on switching locomotives instead of long haul, more variable power demand.
Mike Levine: Given the Duramax 6.6L is at its design limits, I think it would be timely to find out the bore, stroke, and bore spacing on the shelved GM 4.5 DOHC turbodiesel. The block is CGI, so it could have the strength for more displacement. Assuming the bore x stroke is 89 x 90, a 95 x 105 version would displace about 6.0L...and make 400 hp no problem, and 700+ lb-ft. If GM moved to an 8-speed auto, that could help negate the torque difference while leaving Ford in the dust in terms of fuel economy with a 6.0 DOHC turbo-diesel / 8-speed auto combo. Whaddya think?
HarveyD, This new Explorer gets better combined mileage than a 2006 Toyota Camry V6 (and only 1 mpg less combined than a 2010 Camry V6), while having more power and torque, and seating two more passengers. I'm no SUV fan, but you are delusional or heavily biased.
EP - I'm no Government Motors fan but reading... "The base Verna is offered with ... the choice of a five-speed manual gearbox or four-speed automatic." the very post you're responding to with "Hyundai is going to 8-speeds while GM is selling 4-speeds" makes you sound like a troll, and realizing that GM sells more vehicles with 6-speed transmissions than Hyundai, and has an in-house developed 8-speed automatic, makes you sound like an even dumber troll.
Stan, this transmission is rated for 209 lb-ft. Ford's 2.0L EcoBoost in its mildest form of tune is 200 hp and 207 lb-ft from 1750 rpm. What I'd like to see is that drivetrain in the Fusion.
HarveyD: Yes, which is why a 2.0L turbo will relatively soon become the base Mustang engine, tuned to beat the 3.7L in fuel economy while matching the performance of the 4.0L that engine replaced. Look for a V6 turbo special edition (Mach 1) Mustang first to incrementally introduce the tech to the muscle car market. Ford isn`t going to rush a 4 cylinder into their muscle cars, it just doesn`t make sense but they will do so when it is timely, probably the next oil spike, because the engine is already in development.
Freddy: Ford is already working on Miller cycle EcoBoost engines. What I like here is the confidence shown in the 2.0 EcoBoost - the Edge is a vehicle which will have a 7000 lb+ gross combined weight rating. A 4-cylinder turbo F-150 won't be too far behind.
You may be on to something, because Daimler is cutting Dodge off from the Sprinter in the US starting in 2010. I wouldn't hold my breath waiting for it with Chrysler involved though.
As I recall, some F-550s are being converted to PHEV, not sure on Ford's level of involvement. An F-550 pure EV is a long, long ways out but PHEV could be closer than we think. This new engine has a standardized bolt pattern, so conceivably something off the shelf like an Eaton parallel hybrid system using the 6-spd automated manual transmission could work. The energy storage alone could make is worthwhile for some, to run tools, whereas others would find the city MPGs pay-off. I have my doubts as to whether PHEV Class 4/5 trucks will ever fill out beyond commercial niches and rich ranchers with renewable energy on-site, etc.
Never. A 1.6L direct injection turbocharged gas engine is likely, however.
Target specs: 390 hp 700 lb-ft This sucker had better be reliable.