Figured this would be an interesting discussion. Assuming Toyota could have used a Li-ion pack in the J250, providing 40 mi of EV range like the RAV4 Prime, would this be preferred?
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Figured this would be an interesting discussion. Assuming Toyota could have used a Li-ion pack in the J250, providing 40 mi of EV range like the RAV4 Prime, would this be preferred?
No thank you.Figured this would be an interesting discussion. Assuming Toyota could have used a Li-ion pack in the J250, providing 40 mi of EV range like the RAV4 Prime, would this be preferred?
I was of the impression that the superior energy density provided by Li-ion batteries would allow for this sort of spec with the same size battery. Packaging is definitely tricky with a solid axle BoF vehicle. The only other one I can think of is the Wrangler 4Xe but it only has 22 mi of EV range.I think a lot of the problem with PHEVs is packaging. Look at how much space the relatively small 1.87 kwH battery is taking up in the LC250 currently. As it sits with a 48 hp electric motor it will only run continuously for a little over 3 minutes solely on electric power. 48 hp = 35.8 kw; 1.87 kwh / 35.8 kw = 0.05 hours or 3.13 minutes of run time. To fit a battery big enough to run for any length of time it would have to be substantially larger. Where would Toyota put it without interfering with passenger compartment room or adding a crazy amount of weight to the truck? In my opinion, which isn't worth much, the regular hybrid is the sweet spot until they have a BEV version. Until Toyota comes out with new battery tech that can drastically reduce the size of or increase the energy density of the batteries this combo seems to be a good bet.
Good point. All of this makes me think we are many years away from a PHEV/BEV proper Land Cruiser. Certainly not before TNGA-F lives out its life. Market demand will impact this as well, NGOs operating in undeveloped countries will not want a PHEV/BEV.Whatever the case may be - I'd want the axles mechanically linked.
I don't think they have that kind of improvement in energy density compared to the current battery. Lithium batteries also have to make room for liquid cooling compared to the air cooled batteries that the tundra/LC250/Tacoma hybrids currently use.I was of the impression that the superior energy density provided by Li-ion batteries would allow for this sort of spec with the same size battery. Packaging is definitely tricky with a solid axle BoF vehicle. The only other one I can think of is the Wrangler 4Xe but it only has 22 mi of EV range.
Yes, a plug-in hybrid is awesome. We have a XC90 PHEV and it gets about 33 miles on the battery only. We get about 700+ miles from a 18.8 gallon tank. Really depends on how far out we drive. When I dive to the city, 15 miles. Battery on surface streets and ICE on highway. My game is to leave the house on full battery and arrive with zero battery. It is also nice when you want to move the car 20 feet out of the driveway. No ICE necessary. The engines should last way longer. One note, the dealer does not have a way to tell how often (miles) the engine ran between oil changes.
The VW dieselgate isn’t the only reason that Toyota won’t give us small diesels. The US emissions regulations are very strict, requiring very high pressure fuel injection systems and urea injection after treatments. These systems are quite expensive and have proved to be unreliable. They also significantly reduce fuel economy.I'm very mixed on the PHEV and HEV concepts. Both add complexity and significant weight; but with that complexity comes improved stop/go driving economy, and short duration boosted torque. PHEV's add the possibility of doing one's daily commute without burning any gas or diesel, which is very appealing.
All of that to say, I think it depends on one's use case. If you live within the all electric range of your workplace, your power grid is low emission (nuclear, hydro, etc.), and you're likely to do a decent amount of stop and go driving; PHEV's probably make a lot of sense (ie. the complexity and weight compromise is likely worth it). If you have a long commute, your power grid is coal-fired, you drive mostly highway, and you need maximum payload; PHEV's probably don't make sense.
Personally, I drive either highway or off-road with my 4x4 SUV. What I want is the small diesel Toyota refuses to give us due to other brands previous diesel screw-ups in the North American market (thanks 80's GM and 2010's VW).
Toyota sells diesel products in the EU which also has tight enough standards to require DEF, particulate filtration, etc.. From a technological perspective it's entirely possible. Fuel cost and foul tasting diesel history in North America are likely the larger factors preventing us from having nice things.The VW dieselgate isn’t the only reason that Toyota won’t give us small diesels. The US emissions regulations are very strict, requiring very high pressure fuel injection systems and urea injection after treatments. These systems are quite expensive and have proved to be unreliable. They also significantly reduce fuel economy.
When you add to that the fact that in much of the US diesel fuel is 30% more expensive than gasoline, and it becomes very difficult to make an economic case for small diesels.
People hate the 1 and 2GRFEs with 270ish hp; very very few north americans are going to buy a 220hp 2.8l diesel with a >10second 0-60Toyota sells diesel products in the EU which also has tight enough standards to require DEF, particulate filtration, etc.. From a technological perspective it's entirely possible. Fuel cost and foul tasting diesel history in North America are likely the larger factors preventing us from having nice things.
Yup. Not many people want a vehicle that slow.People hate the 1 and 2GRFEs with 270ish hp; very very few north americans are going to buy a 220hp 2.8l diesel with a >10second 0-60