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..or even better in an Diagram of the GM Volt. The Enemy of high Efficiency ist high rpm and partial load.

Sweet Spot is the Range in rpm vs. torque where the efficiency ist best

The Sweetspot is always near the max Torque, the lower the rmp the better. The Problem in the Parallel Mode is that the ICE Power may not be enough to drive the car and the Electric motors have to help driving. Under this circumstance the Batterie will not be charged but emptied and below...

@ThudnBlundr: I agree with you 99% :-) I've got an Outlander MY16, with (I believe the latest Updates), and I am shure that at least with my car there's a difference in ICE rpm between CHARGE and SAVE mode when in series hybrid mode. In both Modes the ICE rpm follows more or less the tork...

I "plan" my rides always this way: 1. if possible run always on battery 2. if charge is needed, do it with speeds above 70 km/h (paralell mmode) this way the ICE runs on mostly on low rpm (sweet spot) because its mechanicly coupled with the front axl. and if there is enough power it...

As far as I was observing, the ICE charges with the same Kind in both Modes. I've seen no Difference in charging while switching from Charge to Save when the paralell Hybrid Mode is on -> Speed greater then 70 km/h. In seriell Hybrid Mode (Speed lowwer 65 km/h) the Charge Mode results in higher...

Found the answer in this forum: https://youtu.be/WSho8T_Sxlg?t=42 :-)

I've got an PHEV MY16 and im very happy with it :-) Now we're leaving Switzerland and are moving to Teneriffa. There are very steep Streets there with even more then 30%. Now I was reading somewhrer in the internet, that the max. Pitch should be 30%. But I don't trust this Statement: The...

With a CVT the ICE is able to run in the hot spot under most conditions and run a generator to provide the rear electric motor / battery with electrical enegy. But 1 mile battery range, that's nothing :-( Peter

The values @65 km/h : 155 - 45 = 110 N.m @120 km/h : 175 - 100 = 75 N.m are from the pic on page two... But theese values represent a car probabely on a flat road. With a caravan and/or while climbing the green graph representing the air and roll drag, hav quite higher levels and the...

@anko: do you have an idea how much the air drag was? When driving with an average speed of 94km/h: was the outlander decide to go paralell or serial mode? With our caravan we're allowed to drive 80km/h only, this could probably help to charge the battery before a steep passage? Peter

Very interesting measurments! Thank you very much anko! :-) I agree that the dip just before the power reaches 60kW (before? including efficiency it could be just when the power was reaching 60kW) could be due to the startup of the ice. I think (i'm not yet an owner of the Outlander :-( )...

Thanks a lot for your infos, the plot say a lot! Includes even the sweet spot! :-) The Outlander PHEV uses an extremly advanced drivesystem, and though simple from the parts point of view! I like it! :-)

Yes, thats true, the maximum power @ about 1/3 of max. RPM will be even less then 1/3 of max. power (89kW). But my thinking was going more electrical wise: ICE @ 1680 rpm (imagine no mechanical power direct to the front axle) will the generator be able to draw so much power to bring the ICE...

I'm wondering in what range RPM wise the generator is able to charge the battery "optimally"? Will it be able to delivre enough power with a speed of 65km/h (ICE @ 1680 rpm) in paralell mode? Peter

Very good List, the 12 Points! Thank you Trex! I can follow and agree all points, but I can not understand why the battery level (talking about the usable level) has an affect on fuel consumption.... Can anybody help me on this point? Peter Found my question anwered in another threat: