( Air-Hybrid Blog )
The true cost of gas-electric hybrids?
Kiplinger's has an interesting analysis of the true cost of driving a gas-electric hybrid. What driving a hybrid will really cost you Rising fuel prices and tax breaks ease the price of driving green. Here's what it'll cost to own any of the seven best new hybrids vs. their gas-engine counterparts.All hybrids cost more to buy than their gasoline-engine counterparts -- usually at least $5,000 more. But that doesn't mean all hybrids cost more over the long run. One way to see whether a hybrid pays for itself is to focus less on the initial price premium and more on the five-year ownership costs. Our summaries below make it easy to compare costs. Savings at the pump aren't likely to pay you back for the extra initial outlay, but when you combine those savings with the federal tax credit (read "Save thousands on a hybrid -- if you hurry") available for purchases after Jan. 1, 2006, the numbers look friendlier.To read the results for the seven most popular gas-electric hybrids, click here.
Collaboration Among Foreign and Domestic Automakers Leads to New Hybrid Technology
A very interesting article over at AutoChannel about the collaboartion on hybrid technology between US and foriegn automakers. GM, DaimlerChrysler, BMW Premiere Unprecedented Hybrid TechnologyGeneral 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.To read the full article, click here.
Nissan won't rely on Toyota's hybrid technology for long
Nissan won't rely on Toyota's hybrid technology for long, Ghosn saysNissan will have capacity to build 50,000 hybrid Altimas a year but has indicated it does not expect to sell that many. Although the Toyota Prius and the Honda Civic Hybrid have sold well, Toyota and Honda Motor Co. have scaled back their hybrid production plans. Ford Motor Co. is offering 0 percent financing on its hybrid Ford Escape SUV. "You have to be prudent when all competitors are cutting production or offering incentives" on their hybrid vehicles, Ghosn said. "Developing a technology and mass-marketing a technology is something very different," said Ghosn, who has criticized hybrids because they are sold at a loss.The full story is here.
A message from Sal Scuderi, president of The Scuderi Group
(Ed. Note: this is taken from a response Sal developed to some earlier questions about the Scuderi engine, we thought it would be helpful to re-post here) Good Morning, As president of the Scuderi Group and one of the inventors of the engine, I thought it might be helpful to try to clear up some of the basic misconceptions about the engine. The Scuderi Engine does take advantage of the Miller Effect but not in the method used by conventional engines. The Miller Effect in the Scuderi Engine is achieved by having a longer stroke on the power cylinder versus the compression cylinder - not by leaving the intake valve open and supercharging the intake. However, this is only one feature of the Scuderi Engine that helps to improve efficiency. From a thermodynamic perspective the objective for increasing engine efficiency is to somehow increase the area under the pressure volume (PV) curve of the Otto Cycle. In the Scuderi Engine, the PV diagram is really two separate curves - one for compression and one for combustion. It is the difference in the areas under the curves that determines the efficiency of the engine. There have been split-cycle engines in the past. However, they have never functioned as well as conventional Otto cycle engines for two main reasons. First, their volumetric efficiency (how well air is pumped through the engine) was never as good as a conventional design. This caused the split-cycle engines to be larger, resulting in a lower power density and greater frictional losses especially on part load. Second, compressing the gas in the compression cylinder and again in the power cylinder (because they fired before top dead center) was doing work on the gas twice. Consequently, they were never as efficient as a conventional engine. However, if you could solve these problems, the advantage of the split configuration is that it really is two systems in one - a compressor and an engine. This gives you a great deal of design flexibility. The Scuderi Engine solves both problems by using some unique valve designs and by firing after top dead center (ATC). It was the firing ATC that was really the major hurtle that had to be overcome. Normally firing ATC is considered bad practice in engine design; it causes reductions in both power and efficiency. In the Scuderi Engine, the combustion process begins with high-pressure air entering the power cylinder from the crossover passage. Massive turbulence is generated in the cylinder causing very rapid atomization of the fuel-air mixture. The result is a flame speed, or rate of combustion, that is twice as fast as anything previously obtainable. Because of the rapid rate of combustion, high pressures on the power piston are achieved even though the piston is pulling away from the firing point. The effect is a split configuration with actually higher efficiency and more power density than a conventional engine. (The firing point for the Scuderi Engine is between 10 and 15 degrees ATC.) An interesting phenomenon that resulted from firing after top dead center was reduced peak temperatures. Our power cylinder does have higher average temperatures than a conventional system; however, its peak temperatures are considerably lower. It is the peak temperatures of combustion that generate the NOx emissions. Because Scuderi Engine’s peak temperatures are significantly lower, the amount of NOx produced is up to 80% less than a conventional engine. Because of its design flexibility, the Scuderi Engine makes it possible to enhance efficiency and performance in ways that are difficult, if not impossible, in a conventional design. The Miller Effect, for example, can easily be achieved by increasing the length of the power cylinder. Simply increasing the diameter of the compression cylinder can supercharge the engine without any added equipment or complexity. (A four-cylinder engine could give you the power of a six-cylinder engine but have approximately the size, weight and cost of a four cylinder.) However, one of the most amazing features of the Scuderi Engine is that it really is two systems in one - an air compressor on one side and a combustion engine on the other. By having fuel only enter the engine at the power cylinder through direct cylinder injection, the compression cylinder is pumping only air. This makes the Scuderi Engine the ideal engine for an air-hybrid system. This feature of the engine has only recently been patented and is expected to have a huge impact on the market. By simply adding a storage tank and some controls, the engine would have the ability to store energy normally lost during braking. (Similar to the current electric hybrids) The big difference is that the Scuderi Air-Hybrid only requires one system, not two. Since the Scuderi Engine already uses compressed air in its combustion process, it can utilize the energy stored in the tank without modifying how it operates. The gains in efficiency come from eliminating the need for a compression cycle. When the engine is operating out of the storage tank that has been pressurized from the braking of the vehicle, the efficiency of the engine can potentially run over 80%. Gains in mileage are much better than an electric hybrid and there is no compromise to power and performance. However, the biggest benefit however is the cost. To convert the Scuderi Engine to an air-hybrid, the cost is a few hundred dollars unlike an electric hybrid that adds thousands of dollars to the cost of the vehicle. A ready supply of compressed air has additional benefits. Engine accessories and components can now easily be pneumatic - camless valve design for example. As long as the engine is running, there is a source of compressed air. External accessories can be operated such as air tools or other devices. This has major significance, especially in military applications. These are only some of the features of the Scuderi Engine. Two proof-of-concept prototypes are currently being developed at a world-renowned testing and research facility. We expect the first to be finished by mid-2007. I hope I was able to clarify some of the basics of the engine. Best regards, Sal Scuderi, President The Scuderi GroupWelcome Instapundit readers!!
Thank you for visiting Scuderi's Air Hybrid Blog. Here you will find the latest information on Scuderi's breakthrough engine technology as well as frequently updated news, commentary and analysis of developments in hybrid technology and alternative energy. The Scuderi Air-Hybrid Engine The Scuderi Air Hybrid Engine represents a quantum leap for the performance, efficiency and environmental impact of the internal combustion engine. This design represents one of the most significant developments for internal combustion engine to come along in decades. Unlike other prior split-cycle designs, the Scuderi engine utilizes a cross-over chamber that allows for faster flame speed, and in turn a more powerful and fuel efficient engine. Performance of this technology has been verified by a world renowned applied research and development laboratory. • The Scuderi Air-Hybrid Engine not only is more efficient, produces much fewer emissions but is also easy and less costly to build than today’s gas-electric hybrids. • Because of its built-in supercharging capabilities, the Scuderi Engine produces significantly more power than an equivalent conventional engine. A four cylinder Scuderi engine provides the power of a six cylinder conventional engine but at the size, weight and cost of a four cylinder conventional engine. • Because it produces more power in a smaller package, the Scuderi engine will also improve vehicle mileage simply because it is lighter. In addition, a smaller engine enables vehicle manufacturers to design a more aerodynamic car and again improve the mileage of the vehicle. • One of the most innovative features of the Scuderi Engine is unique combination of an air compressor on one side and a combustion engine on the other. By having fuel enter the engine only at the power cylinder either through direct cylinder injection or port fuel injection, the compression cylinder becomes a dedicated air compressor that pumps only air. • By simply adding a storage tank and some controls, the Scuderi Engine will have the ability to store energy normally lost during braking - similar to the current gas-electric hybrids. The big difference is in complexity. The Scuderi Air-Hybrid has a single drive system while the gas-electric hybrids require two separate drive systems. o This feature of the engine has only recently been patented and is expected to have a huge impact on the market. • Since the Scuderi Engine already uses compressed air in its combustion process, it can utilize the energy stored in the tank without modifying how it operates. The gains in efficiency come from eliminating the need for a compression cycle. • Gains in mileage are much better than a gas-electric hybrid and there is no compromise to power and performance. However, the biggest benefit is the cost. To convert the Scuderi Engine to an air-hybrid, the cost is a few hundred dollars unlike an electric hybrid which adds thousands of dollars to the cost of the vehicle. • A ready supply of compressed air has additional benefits. Engine accessories and components can now easily be pneumatic - camless valve design for example. As long as the engine is running, there is a source of compressed air. External accessories can be operated such as air tools or other devices. This has major significance, especially in military applications. Validated by Research Business and Government Experts • The Scuderi technology is patented worldwide with six patents issued and several pending in over 45 countries. • The Scuderi Engine has been verified by a world-class independent laboratory that spent two man-years studying the engine using the most sophisticated computer modeling techniques available today. • In January 2006, the Scuderi Group received a $1.2 million defense appropriations grant for development of the Scuderi Engine Technology for military applications. • The Scuderi Group has raised more than $8 million in funding through private investments and is currently building both a gasoline and diesel version of the Scuderi Air Hybrid Engine that is expected to be completed by mid-2007. To learn more about Scuderi's breakthrough Air Hybrid Engine, check out the Scuderi Group's web site.Michigan Gov. Jennifer Granholm Visits The Scuderi Group
Michigan Governor Jennifer Granholm, a major proponent of alternative energy research, recently visited The Scuderi Group at the Society of Automotive Engineers 2006 World Congress in Detroit.
To see more photos from the show, check out the Scuderi Photo Album.
Photos
According to the organizers of the event, the Scuderi Group’s booth at the Society of Automotive Engineers 2006 World Congress was the busiest of any exhibitor at the show.
The Scuderi Group contingent at the Society of Automotive Engineers 2006 World Congress. From L to R: Erin Scott, Jenn Scuderi, Ruth Scuderi, Sal Scuderi, Angelo Scuderi, Stephen Scuderi, Lutz Deyerling, Nick Scuderi
From L to R: Sal Scuderi, Angelo Scuderi, Stephen Scuderi, Lutz Deyerling, Nick Scuderi
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From L to R: Dr. Dennis Radar, head of licensing for Scuderi and Sal Scuderi discuss the engine with visitors to the booth at SAE
![Gov[1].Granholm.JPG](http://airhybridblog.com/wp-content/uploads/2006/04/Gov[1].Granholm.JPG)
From L to R: Sal Scuderi looks on as Michigan Governor Jennifer Granholm talks to Stephen Scuderi
From L to R: Michigan Governor Jennifer Granholm talking about the air hybrid engine with the Scuderi brothers, Sal, Steve and Nick
Scuderi Engine featured in Boston Globe & Philadelphia Inquirer
The profile of the Scuderi Air Hybrid engine that recently ran in the Detroit Free Press was republished up in the Boston Globe and the Philadelphia Inquirer over the weekend. New engine's a family affair By Justin Hyde, April 23, 2006''We're basically preserving technology that's been around for a century, but we've tweaked it a bit and made it better," Sal Scuderi said. They won't have a working prototype until next year, but the Scuderis have: Verified their unique engine ideas with outside experts. Raised $8 million to fund the company. Patented their designs in 45 countries. The moves put them several steps ahead of the parade of engine inventors who have made pilgrimages to Detroit over the years to tout engineering breakthroughs. Most leave empty-handed, but the Scuderis believe Carmelo Scuderi's ideas are too compelling to ignore. ''When our dad did the original design and with every effort we put forward, we go back to thermodynamics. That's everything in an engine," Sal Scuderi said. ''A lot of people we deal with are good at understanding how engines work, but they're not good at how thermodynamics work."To read the whole article, click here.
Toyota embraces ethanol technology for US push
Financial Times Toyota embraces ethanol technology for US push By Bernard Simon in Toronto and James Mackintosh in London Published: April 18 2006 22:23 | Last updated: April 18 2006 22:23Toyota is planning to sell ethanol-powered vehicles in the US by 2008 in the latest push by the Japanese carmaker into segments dominated by the Detroit-based manufacturers, a company executive said. Toyota has resisted the technology amid worries about the impact of highly-corrosive ethanol on rubber seals in the engine. The new vehicle would be fitted with anti-corrosive parts to meet US regulations. Toyota is known for its fuel-efficient hybrid petrol-electric systems, with its Prius hatchback the market leader by far. But the Japanese company is eager to show it has not put all its eggs into the hybrid basket. “We’re studying all alternative fuels,” Toyota said. “We will not be outflanked.” Last year’s surge of consumer interest in hybrid vehicles has shown signs of flagging amid questions about whether the extra fuel efficiency justifies the high purchase price.Read the whole article here.
A reminder about the law of unintended consequences
Jamie Lincoln Kitman, the New York bureau chief for Automobile Magazine and a columnist for Top Gear, a British magazine, had an interesting article in the New York Times over the weekend. Life in the green lane...just because a car has so-called hybrid technology doesn't mean it's doing more to help the environment or to reduce the country's dependence on imported oil any more than a non-hybrid car. There are good hybrids and bad ones. Fuel-efficient conventional cars are often better than hybrid sport-utility vehicles - just look at how many miles per gallon the vehicle gets. Being a professional car-tester, which is to say a person who gets asked for unpaid car-buying advice practically every day, I know these distinctions have already been lost on many car buyers. And I fear they're well on their way to being lost on our governments, too.Kitman reminds us about the law of unintended consequences,
Pro-hybrid laws and incentives sound nice, but they might just end up subsidizing companies that have failed to develop truly fuel-efficient vehicles at the expense of those that have had the foresight to design their cars right in the first place. And they may actually punish citizens who save fuel the old- fashioned way - by using less of it, with smaller, lighter and more efficient cars. All the while, they'll make a mockery of a potentially useful technology.