Do you always have full power in a PHEV?
Discussion
Evening,
I need to arrange a new car and am looking at the new VW Golf GTE 245PS.
I am very new to the PHEV side of cars and one point I am struggling to get my head around is the performance...
I understand the GTE is equipped with a 1.4tsi petrol engine AND the battery motors which is how the car achieves 245PS. If i was on a 150mile journey, during the first 30miles while the battery had charge I would have full access to the whole 245PS.
What happens at say 100miles once the battery charge has been depleted, am i left with only 150PS or does the car somehow still manage to generate 245PS? If this is the case does the car always have the full 245PS and the only limit is pure electric range?
Apologies if this seems a little naive however, most reviews i have read/ watched all seem to state they have full charge when testing the performance.
I need to arrange a new car and am looking at the new VW Golf GTE 245PS.
I am very new to the PHEV side of cars and one point I am struggling to get my head around is the performance...
I understand the GTE is equipped with a 1.4tsi petrol engine AND the battery motors which is how the car achieves 245PS. If i was on a 150mile journey, during the first 30miles while the battery had charge I would have full access to the whole 245PS.
What happens at say 100miles once the battery charge has been depleted, am i left with only 150PS or does the car somehow still manage to generate 245PS? If this is the case does the car always have the full 245PS and the only limit is pure electric range?
Apologies if this seems a little naive however, most reviews i have read/ watched all seem to state they have full charge when testing the performance.
Can’t speak directly to the VW, but my C350e does lose performance when the battery charge level drops. I’d be surprised if any battery driven system will deliver full performance on a less than full battery, unless the performance is capped at the level it can deliver on a discharged battery...if you see what I mean.
Again, specific to my own experience so is very dependent on the configuration, but the EV and ICE maximum power figures happen at different revs, so I find mine runs out of puff at higher speeds. Kind of feels like you hit a wall as the EV push drops off pretty sharply.
Again, specific to my own experience so is very dependent on the configuration, but the EV and ICE maximum power figures happen at different revs, so I find mine runs out of puff at higher speeds. Kind of feels like you hit a wall as the EV push drops off pretty sharply.
They are meant to always maintain a certain % battery to give you full power when you need it.
I find in my p400e it saves enough for an initial kick of acceleration but only for around 5 secs. Also the electric motor stops pushing at 84mph. I know thats speeding but on the autobahn it was noticeable trying to go 85-100 involved lots of revs and distinctly less shove. When it has got full battery it is surprisingly punchy.
The p400e doesn’t really re charge the battery on the move so I can’t comment on how other systems work.
I find in my p400e it saves enough for an initial kick of acceleration but only for around 5 secs. Also the electric motor stops pushing at 84mph. I know thats speeding but on the autobahn it was noticeable trying to go 85-100 involved lots of revs and distinctly less shove. When it has got full battery it is surprisingly punchy.
The p400e doesn’t really re charge the battery on the move so I can’t comment on how other systems work.
If memory serves, the battery voltage in lithium will decrease slightly depending upon how charged the battery is then when the battery is almost out of waft the voltage plummets. That would, I imagine, have an impact on performance unless, as stated above, the power train is designed to only use enough power that it can deliver peak performance throughout most of the battery range and not be impacted purely by battery voltage.
As an example, an 18650 cell (much as Tesla used) can vary from almost 4V fully charged to 3V at cutoff, so you will for sure see a performance change over that range.
Yes, the BMS will protect the pack from excessive discharge (and usually charge) but it can’t do anything to mitigate that fundamental of a reducing voltage with charge state.
It would certainly be possible to manage the inverter to cap performance at high charge states to match that available at low charge states, but does anyone do that?
Yes, the BMS will protect the pack from excessive discharge (and usually charge) but it can’t do anything to mitigate that fundamental of a reducing voltage with charge state.
It would certainly be possible to manage the inverter to cap performance at high charge states to match that available at low charge states, but does anyone do that?
The GTE if I remember correctly has 4 (?) drive modes.
EV, Exclusively uses electric motor.
Hybrid, Will attempt to use both to maximise efficiency, ICE generally kicks in @50 ish, usually in sixth gear.
Battery Charge, this mostly drives on ICE using the motor as a generator to top up the HV batt. Not efficient AT ALL and your economy will plummet.
GTE mode, where it will attempt to use both at the same time to maximise performance, and as a part of that, manages the HV battery charge level in order to maintain a reservoir of HV should it be required.
It will on occasion force a change of mode, like when you're in EV, and the HV battery is depleted or when in EV and you touch the floor with the throttle. Both force a switch to Hybrid.
It's a great car, and *can* be VERY economical, in GTE mode less so and absolute performance comes up just short of GTI performance.
For me, I'd take the GTE over the GTI again, as when you're not hooning, it's about double the economy, and the 1" reduction in wheel size means you run slightly less ludicrous ultra low profile tyres with suspension that for 99% of the time is a far better ride handling compromise.
EV, Exclusively uses electric motor.
Hybrid, Will attempt to use both to maximise efficiency, ICE generally kicks in @50 ish, usually in sixth gear.
Battery Charge, this mostly drives on ICE using the motor as a generator to top up the HV batt. Not efficient AT ALL and your economy will plummet.
GTE mode, where it will attempt to use both at the same time to maximise performance, and as a part of that, manages the HV battery charge level in order to maintain a reservoir of HV should it be required.
It will on occasion force a change of mode, like when you're in EV, and the HV battery is depleted or when in EV and you touch the floor with the throttle. Both force a switch to Hybrid.
It's a great car, and *can* be VERY economical, in GTE mode less so and absolute performance comes up just short of GTI performance.
For me, I'd take the GTE over the GTI again, as when you're not hooning, it's about double the economy, and the 1" reduction in wheel size means you run slightly less ludicrous ultra low profile tyres with suspension that for 99% of the time is a far better ride handling compromise.
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