Yes, this technology is not focused on small fwd cars. No, we don’t expect MINI to join the hybrid ranks anytime soon. However when MINI’s parent company enters into such a strategic partnership for future drivetrain developement, it’s probably worth mentioning.
The state-of-the-art full hybrid system, whose components are being co-developed by General Motors Corp., DaimlerChrysler and the BMW Group for production beginning next year, represents a major automotive industry milestone due to the unprecedented fully integrated combination of electric motors with a fixed-gear transmission.
>As a result of its low- and high-speed electric continuously variable transmission (ECVT) modes, the system is commonly referred to as the 2-mode hybrid. However, the sophisticated fuel-saving system also incorporates four fixed gear ratios for high efficiency and power-handling capabilities in a broad variety of vehicle applications.
>During the two ECVT modes and four fixed gear operations, the hybrid system can use the electric motors for boosting and regenerative braking.
>In summary, the four fixed gears overlay two ECVT modes for a total of six operating functions:
>- Input-split ECVT mode, or continuously variable Mode 1, operates from vehicle launch through the second fixed gear ratio.
>- Compound-split ECVT mode, or continuously variable Mode 2, operates after the second fixed gear ratio.
>- First fixed-gear ratio with both electric motors available to boost the internal combustion engine or capture and store energy from regenerative braking, deceleration and coasting.
>- Second fixed-gear ratio with one electric motor available for boost/braking,
>- Third fixed-gear ratio with two electric motors available for boost/braking.
>- Fourth fixed-gear ratio with one electric motor available for boost/braking.
>The result is trend-setting hybrid technology that provides superior fuel economy, performance and load carrying capability.
>The full hybrid system being co-developed by General Motors, DaimlerChrysler and the BMW Group has an overall mechanical content and size similar to a conventional automatic transmission, yet this full hybrid transmission can operate in infinitely variable gear ratios or one of the four fixed-gear ratios.
A sophisticated electronic control module constantly optimizes the entire hybrid powertrain system to select the most efficient operation point for the power level demanded by the driver.
>Key Advantages.
When compared to conventional hybrid systems, this avant-garde hybrid technology, relying on both the ECVT modes and the four fixed gear ratios, provides advantages in combined (city and highway) fuel economy, dynamics and towing capability.
>Traditional hybrid systems typically have only one torque-splitting arrangement and no fixed mechanical ratios. These systems are often called “one-mode” hybrids. Due to their less capable mechanical content, one-mode hybrids need to transmit a significant amount of power through an electrical path that is 20 percent less efficient than a mechanical path. This requires usually substantial compromise in vehicle capability or reliance on larger electrical motors, which can create cost, weight and packaging issues.
>General Motors, DaimlerChrysler and the BMW Group conceive a full hybrid system featuring four fixed mechanical ratios, within the two ECVT modes, to reduce power transmission through the less efficient electrical path. Consequently, the electric motors are more compact and less dependent on engine size.
>This combination of two ECVT modes and four fixed gear ratios eliminates the drawbacks of one-mode hybrid systems to allow for efficient operation throughout a vehicle’s operating range, at low and high speeds. It also allows for application across a broader variety of vehicles. It is particularly beneficial in demanding applications that require larger engines, such as towing, hill climbing or carrying heavy loads.
>Existing internal combustion engines can be used with relatively minimal alteration because the full hybrid system imposes no significant limitation on the size or type of engine. It enables the three automakers to package internal combustion engines with the full hybrid transmissions more cost-effectively and offer the fuel-saving technology across a wider range of vehicles.
>Initial applications are suitable for front-engine, rear- and four-wheel-drive vehicle architectures, but the full hybrid system has the flexibility to be used in front-engine, front-wheel-drive architectures in the future as well.
>Global Hybrid Cooperation.
General Motors, DaimlerChrysler and the BMW Group have formed a cooperative effort called the Global Hybrid Cooperation, which is actively developing this next generation hybrid powertrain system. In an alliance of equals, all three partners are pooling expertise and resources to jointly and efficiently develop hybrid technology. Each company will individually integrate the full hybrid system into the design and manufacturing of vehicles in accordance with their brand specific requirements.
>In Troy, Michigan, the “GM, DaimlerChrysler and BMW Hybrid Development Center” houses together engineers and specialists from all three companies to develop the complete hybrid system and the individual components — electric motors, high-performance electronics, wiring, energy management, and hybrid system control units. In addition, the “GM, DaimlerChrysler and BMW Hybrid Development Center” will be responsible for system integration and project management.
>A key factor in ensuring optimum development is the focus on a flexible system design that can be scaled to the size, mass and performance needs of the various vehicle concepts and brands. The extensive sharing of components and the collaborative relationship with suppliers will enable the alliance partners to achieve economies of scale and associated cost advantages that will also benefit customers. Currently full hybrid systems are under development for front- and rear-wheel-drive passenger cars, and light-duty truck and SUV applications.
Source: BMW Press
A very interesting story Gabe. Although Mini isn’t offering one right now I could see them eventually offering a hybrid option so I think this is a positive step.
I’m not a fan of the hybrids, but I’ve only driven the Honda Insight, which is sort of the pioneer or Model T of the whole Hybrid movement.
I always liked BMW’s efforts in hydrogen, but I guess you need to do what works with the current fuel infastructure. I’d rather see the fuel sipper MINI model be a diesel, rather than a hybrid.
Here is an interesting article from Business 2.0 magazine
<strong>What is the 2nd fastest (0-60) car in the world?</strong>
It’s an EV from California, the Wrightspeed X1.
236 HP 0-60 in 3.0 seconds…
[Fast Electric Vehicle](<a href="http://money.cnn.com/2006/05/04/technology/business2_wrightspeed/index.htm" rel="nofollow ugc">http://money.cnn.com/2006/05/04/technology/business2_wrightspeed/index.htm</a>)
The Bugatti Veyron is the fastest with 1000 HP, 0-60 in 2.5 seconds
Some people miss clicking the link to the whole story, so here is that link…[The Next New EV Thing](<a href="http://money.cnn.com/magazines/business2/business2_archive/2006/05/01/8375936/index.htm" rel="nofollow ugc">http://money.cnn.com/magazines/business2/business2_archive/2006/05/01/8375936/index.htm</a>)
The partnering of BMW with DCX in this case kinda makes the parting of ways vis a vis Tritec seem suspect, eh? lol
Actually, GM’s tranny and running gear divisions are widely used in the industry for custom design and fab. Production efficiency makes for strange bedfellows. I’ve driven a couple of different hybrids now, and outside of the gimmicky readouts, they are very efficient peoplemover/grocery carts. No charisma at all, tho.
BCNU,
Rob in Dago
Hybrids have a bad wrap, and perhaps rightly so, but I think the concept may prove to have merit after several iterations. These guys may crack it…here’s to hoping they do. I drove a company Prius several years back…I’d love to see MINIs really live up to the “sip not gulp” slogan one day.
If you are interested in a very different sort of hybrid, may I refer you to this article about [Turbonique](<a href="http://iowahawk.typepad.com/iowahawk/2006/04/the_real_acme.html" rel="nofollow ugc">http://iowahawk.typepad.com/iowahawk/2006/04/the_real_acme.html</a>)
What I still don’t understand is why MINI hasn’t brought over the MINI D (their diesel model) to North America yet – here in Canada, where I live, the Smart Fortwo has taken off like hot cakes, diesel cars are quite accepted here, as fuel economy matters a lot.
I wonder whether it’s because of the targetting of the MINI as a premium car here, the higher sulphur content of our diesel fuel(doesn’t seem to affect Smart cars or Volkswagen TDI models though), or because the Toyota based engine is deemed to be not powerful enough for our needs.
Regardless, it’s too bad that we don’t have such a car here, as a hybrid MINI doesn’t seem to be in the works for now. It could possibly make having a diesel powered vehicle acceptable, having it in a car like the MINI.
We have to wait until those new low-sulfur diesel laws go into effect before european diesels start coming over. Right now, several states including my very own California make it nearly impossible for manufacturers to sell them here until (I think) 2007-2008. Still hopefull though!
Is MINI D a USA term? MINI/One is what it’s called in europe.
Seriously though…aren’t you guys a bit concerned about gas powered engines? Eventhough our MCS is amazing I sometimes feel like crap when I opt to drive instead of taking the subway…alas the mini has been used less than 40 miles in the past three weeks! (Cab is not an option since they consume 8miles to the galon in NYC *this is based on their driving style and because the mostly use crown victorias)
fdavid – personally, I don’t have the extra 2-3 hours of commute time, depending upon availability of busses, (diesel powered, at that), the wait time at the trolley stations, and changing from one to another, to use what they laughingly call mass transit in SoCal. I would gladly ride it, but it isn’t practical as an everyday ride to & from work, let alone for shopping or entertainment destinations. Until things change, I’m stuck with driving at least 60 miles a day, so a MINI Cooper, possibly the best-performing “green” car out there, is my choice to be energy efficient. If an alternative power was available that had similar or better HP and torque characteristics as my present MINI, I’d go for it, as long as it paid for the difference over time.
BCNU,
Rob in Dago
” Is MINI D a USA term? MINI/One is what it’s called in europe. ”
Yup LTZMTOR, I was refering to the MINI One D, which is the diesel variant of the MINI One. Good catch! 🙂
I’m curious to know if the diesel engines in the Smart Fortwo and Jetta TDI are different from the ones sold in Europe – as they seem to work fine on the diesel fuel we have here. Or is it related to emission requirements?
Nonetheless, I feel that there is a market for a diesel-powered MINI in North America. For daily urban driving, the lack of horsepower of a diesel engine in relation to a gasoline engine of the same cc would not be an issue, but the much higher torque output of a diesel would be a definite plus.
I am in Munich this week on business and just spent a few hours in a 1 series diesel. You’d never know it was a diesel from the sound or performance. Bring it on vs a hybrid.
>…or because the Toyota based engine is deemed to be not powerful enough for our needs.
That is the other reason. Apparently they think that 75bhp isn’t enough for the HP hungry crowd here in the states. If I could, I’d still drive it.
>personally, I don’t have the extra 2-3 hours of commute time, depending upon availability of busses, (diesel powered, at that), the wait time at the trolley stations, and changing from one to another, to use what they laughingly call mass transit in SoCal. I would gladly ride it, but it isn’t practical as an everyday ride to & from work, let alone for shopping or entertainment destinations.
Here here. I already spend 4 hours a day commuting. Public transportation would add close to 2 hours to that number and still cost more than filling up for the week. Sometimes I wish I lived back in NorCal where they at least have BART.
And, while not a hybrid, Hybrid Technologies has built an <a href="http://www.hybridtechnologies.com/products.php?sec=3&id=7" rel="nofollow">electric MINI</a> that the British Embassy uses in Mexico City.
>That is the other reason. Apparently they think that 75bhp isn’t enough for the HP hungry crowd here in the states. If I could, I’d still drive it.
Actually the MINI One D got a healthy power upgrade for 2006: <a href="http://motoringfile.com/2005/06/26/the_mini_one_d_gets_an_upgrade/" rel="nofollow">motoringfile.com/2005/06/26/the_mini_one_d_gets_an_upgrade/</a>
Ted….
I’ll bet he can get anything he wants at that restaurant behind him.
hybrid? gas mileage? nearly everyone <em>here</em> drives a 8-12 passeng… er I mean empty-seat lagwagon while reclining in a lazy-boy position and talking on the phone while going 28mph in the left lane thru the suburban sprawl on their way to Wal-Mart…. the only green vehicles I see are seafoam metallic Honda minivans……
…. if only my company would open a Deal’s Gap office, lol….
Always loved MINIs. A hybrid MINI would be interesting.
Hybrids are yesterday’s news. Thet are the biggest hoax bestowed the American consumer public in recent years. Hybrids are nothing more than a stop gap technology. Watch these heaps pile up in junk yards in a few years time, no one will want them!
bring the high tech Euro Diesels here. Even better, do like Brazil which is no longer dependent on foreign oil and uses Ethanol in nearly 95% of the country’s fleet. That is more of a long term real solutions, vs costly Hybrids IMHO.