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Hybrid Vehicles Toyota Prius What to expect from the next model year Prius
311 messages, Last post on Apr 26, 2009 at 5:43 AM
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That's 90 miles per Imperial gallon, somewhat better than 2004-2008. The batteries will remain Lead/Acid not Li-on as originally planned. |
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| http://www.autoexpress.co.uk/news/autoexpressnews/212241/prius_estate_on_way.htm- l | |
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Replying to: stevegold (Nov 09, 2007 5:42 am) This is set to be powered by a 1.6-litre turbo engine, mated to a more efficient hybrid system. Previously, Toyota has hinted it would use lithium-ion batteries to create a vehicle capable of returning up to 100mpg. However, technical challenges in the development of the new cells has forced bosses to abandon this plan, and instead it will use less advanced lead acid cells.
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Replying to: gagrice (Nov 09, 2007 7:02 am)
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Replying to: kdhspyder (Nov 09, 2007 7:44 am) |
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Replying to: gagrice (Nov 09, 2007 7:02 am) NOT...!! There is just barely enough HEAT level left in the exhaust of an atkinson engine to fire off the catalyst to operating temperature. Certainly NOT enough to "power" a turbo. On the other hand a fully variable speed/boost Supercharger might be an ideal way to increase the power of a 1.6L engine up to the level "required". Adding another variable frequency inverter to power a 2-3 HP AC motor to drive the SC would be a POC. Even better, driving the SC via a combination of the ICE and an AC motor via a form of the e-CVT would be even better. |
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We all know that Toyota, as with other auto companies, is on this track of more power with succeeding models whether the consumer needs it or not. With the Prius the most obvious upgrade is to let the 1NZ-FXE engine run at 6000rpm which should up the power from 76Hp to something around 90Hp with only incremental increases in the electrical equipment. Of course the engine may not be quite so clean at this level but does the DOT testing actually require the engine to touch maximum output over its standard driving cycle, does anybody know ? I have brought this up before that the amount of time that full power is ever used is comparitively small, perhaps the standard should be that when cruising at top speed. But could you even fail a vehicle on its pollution count at 100mph since that condition is beyond posted limits permitted in any state ? T2
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Replying to: toyolla2 (Nov 09, 2007 5:13 pm)
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Replying to: wwest (Nov 09, 2007 8:38 pm) However talking of engine use at max rpms, that is the reason I favor series hybrids. With control of the throttle most drivers will not rev above 4000rpm, so they have this large engine but they never use but two thirds its capacity. With Prius and series hybrids you relinquish that control to the ECU. In return you get, with the Prius, a performance boost not found with stepped transmissions as the engine continuously rises towards its full rpm at 51mph. Instead of capitalising further on this advantage, the industry appears to be looking to use more power to be sourced from batteries. Fom a recent announcement we learn Toyota is supplying two Prius to SoCal universities equipped with larger NiMH packs. I see that as a niche market with the cost of the battery raising the hybrid premium. Alternatively, I would like to see the Fiat 900cc two-cylinder engine style, from the Panda Aria concept that's scheduled for 2010 I believe, installed in the next design of Prius. It has 25% less weight and 20% more FE over the small four usually fitted to that Fiat vehicle. Fiat is working on a 65Hp naturally aspirated version but the turbocharged 105Hp is good to go. I can only guess that the higher CR used on the lesser engine is giving a NOX issue. Fewer cylinders would provide a needed cost reduction on the Prius. I would quite believe that the machining operations are similar in inline fours such that the price delta between 1.5L and 2.4L engines is quite small. It is going to need something like less cylinders to make a difference. They used to say about small engines 'a different hill needed a different gear'. The Prius servos with their ability to supply the exact ratio needed for the load torque at any point in time would seem ideally suited to these two-cylinder engines. T2
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