I completely understand what you're saying as I've been an auto enthusiast for 60 years. I just don't have any interest in anything other than an ice vehicle.
No need for complex crap like turbos. No need for complex valvetrain systems that try to optimize torque over a wide RPM range. Huge chunks of engine design decisions are compromises to deal with that fundamental concern. Those compromises are no longer necessary.
Since current BEVs lose 75% of range or more when they off-road and rock crawl, I didn't know if that would help be not requiring the motor to use as much torque. It would also allow me to keep my Jeep and not start over with a build.
I'm no expert on electric motors, but my understanding is that they have a flat torque curve (from zero to redline) and their efficiency doesn't vary much at all between zero and redline. That is, it doesn't help to divide the motor's rotational speed by a transmission's gear ratio...assuming sufficient torque. If ours is anything like the Ramcharger it'll have 600'ish ft lb.
You'll be starting over if you buy any new rig. Additionally, if you wait until 2028 it's extremely unlikely that significant JL parts will be compatible with the J70 platform...just like going from a JK to a JL.
You guys know the Pacifica Hybrid already exists, right?Cam profile optimized for a constant likely 16-1800 rpm. TB and intake runners optimized for low rpm velocity, high rpm flow not needed, the same for head ports, runners, and valves.
Because it is a f’n generator .
What does a hybrid have to do with any of this? We're not talking about a hybrid.
Of course you are. “Range extender” EV’s with a gas generator are exactly as complex as a traditional hybrid.
The design of the two concepts is massively different, but I'm guessing you're just here to argue about it. Maybe you even have a Pacifica Hybrid.
I do. I’m very familiar with its internal workings. It helps if you would be specific about what you believe to be different.
No.
Sort of. It uses variable valve timing to mimic a shorter compression stroke and longer power stroke like an Atkinson Cycle engine achieves with different connecting rod lengths. But not really the same thing.
There's a lot of complexity in those "few gear sets" and the need to couple/uncouple the two powerplants from the drivetrain.
Not really, not compared to the electronic control systems responsible for managing all of this seamlessly functioning together. Hybrids work very well. I haven't heard a great argument yet as to why the Prius drivetrain is any more complex than the theroretical range extender you guys seem to be drooling over. What is it about disconnecting two shafts that makes it so superior?
The Atkinson engine was never used for anything, and yet the "Atkinson Cycle" remains the name. It has never used his ridiculous crankshaft for any production machine. The argument on the name is unnecessary and going nowhere.
Except, you know, they don't do that.Can you imagine pulling up to stop light, 10-15 vehicles deep in two to three lanes, with half of all of them revving away at 16-1800rpm charging batteries.....
Lovely
How do you know that?
