FHI announced something in Japanese at http://www.fhi.co.jp/news/05_07_09/05_08_18.pdf. Here's a machine translation:Fuji Heavy Industries Under development Open

Fuji Heavy Industries aims at the utilization as public presentation and future environmental technology for the system "a turbo parallel hybrid (abbreviated name: TPH)" carried in the hybrid car which is scheduling experimental market introduction for the 2007 fiscal year as an end of the precedence technical development which Subaru of an automobile section tackles in the technology of a "turbo parallel hybrid" and a "lithium ion capacitor", and the "lithium ion capacitor" which extends the possibility of the future battery for cars. As a source of power of the clean energy car which inherited horizontally opposed engine and the core technology of Subaru called Symmetrical AWD (All Wheel Drive), Fuji Heavy Industries puts mass production into a view, and TPH announced this time is tackling development. Structure which puts the motor generator of maximum drive output 10 kW with a thin shape between engine and automatic transmission. forcible operation with the power performance the same as before more than 速 while being also 過給域 of a turbo in combining the level opposite turboengine which adopted the mirror cycle, and a motor -- 愉しむ -- while things are made, a torque fall in an engine low rotation region is compensated with motor assistance, and it is generating the torque more than a performance conventionally at the time of a low speed, and it is the new system which is compatible in the acceleration performance which was excellent over the whole region, and a fuel consumption performance. In order that the company may use a small motor and a comparatively little battery as compared with SSHEV (sequential series hybrid) which was advancing research, it is the system excellent in cost performance. In addition, in order to realize roadability ability which was excellent in TPH, the development company NEC RAMIRI-on energy of the rechargeable battery which NEC and Fuji Heavy Industries established by joint management in 2002 is planning loading of the highly efficient manganese system lithium ion battery which is tackling development. Moreover, a lithium ion capacitor increases the energy density which is a subject by leaps and bounds, employing efficiently that the mass electricity which is the feature of the conventional capacitor can be 充放電(ed) momentarily, and the high thing of durability. This lithium ion capacitor uses lithium ion for an electrolyte for the newly developed carbon material which carries out occlusion of the lithium ion to 負極, respectively, by the technique called "pre doping" occlusion of much lithium ion is beforehand carried out [ doping ] to 負極, it raises potential difference while it increases the capacity of 負極, and it makes it possible to take out the high voltage, without causing performance degradation of a plus terminal. Furthermore, the principle of a lithium ion capacitor uses the new material for large-scale-izing by research of the latest capacitor for a plus terminal, and also has the height of the flexibility which can pull out the further double performance of the capacity of assumption on theory by combining with a lithium ion capacitor. Although the performance check by the trial production cell is advanced now, if the small lithium ion capacitor for cars will be put in practical use in the future, it has a possibility of responding not only to large-size cars, such as a bus and a track, but to the demand of hybrid cars, such as a passenger car, and the alternative demand of a common lead battery, and philanthropy can be expected as one of the environmental technology. Fuji Heavy Industries considers the important element with which just development of accumulation-of-electricity technology extends the possibility of the spread of the hybrid car in the automobile field, or fuel cell vehicles and electromobiles in the social consensus of shifting to the energy source using the electricity as secondary energy reproducible from the present fossil fuel based on the environmental problem. Therefore, in order to concentrate development on a specific field called accumulation-of-electricity technology and to acquire technical added value rationally by minimum investment, the mass manganese system lithium ion battery which the NEC RAMIRI-on energy develops is carried to the hybrid test vehicle of Subaru, or electromobile Subaru R1e, development is gradually turned to promotion, utilization, and fertilization to an actual proof experiment, and solution of a subject is tackled. This TPH and research and development of a lithium ion capacitor also strengthen such directivity more, and the posture in which development of the technology corresponding to environment is tackled earnestly is shown.

Here's a related (I think) article carried today by the Kyodo news service (see http://asia.news.yahoo.com/050818/kyodo/d8c23b4g0.html). Thursday August 18, 3:15 PM

Fuji Heavy unveils electric car that uses lithium-ion battery

(Kyodo) _ Fuji Heavy Industries Ltd. unveiled an electric minicar concept model on Thursday that uses high-performance lithium-ion batteries the automaker says will help it compete against others in developing environment-friendly vehicles.

Fuji Heavy President Kyoji Takenaka said with the Subaru R1e model, Fuji Heavy is ready to challenge Toyota Motor Corp. and other rivals leading in technologies for hybrid electric-gasoline or fuel-cell vehicles.

"Electric vehicles could establish a certain presence if we developed technology to charge batteries overnight," Takenaka said.

Fuji officials said they company plans to conduct road tests of Subaru R1e this year and has no firm date on when to bring the car to the market.

The lithium-ion batteries, co-developed by a joint venture of Fuji Heavy and NEC Corp., only take five minutes to be charged 90 percent, the company said. The car can be driven more than 150,000 kilometers without needing a change in battery.

I saw the above press release last night and started translating, but...technical language is a PITA to translate!


There were also a couple of related articles on response.jp such as this one: FHI Aims for Secondary Battery Global Standard (http://response.jp/issue/2005/0818/article73428_1.html).

In short, there was a FHI meeting at a Tokyo hotel on 8/18, where FHI's president announced that:
Starting in 2007, FHI will conduct test marketing of its Turbo Parallel Hybrid (TPH) cars.
FHI aims to become the de facto standard in automotive secondary batteries (manganese lithium-ion).
FHI anticipates that automakers worldwide will adopt and utilize the batteries.
The secondary battery will be used in the Subaru TPH cars.
Secondary battery technology is essential in improving the performance of hybrid and fuel-cell cars.

According to FHI, their manganese lithium-ion battery is superior to the existing secondary batteries because of the fast charge ability, durability, and low cost.

NEC Lamilion Energy has already shipped samples of the battery to all automobile manufacturers.

Here's a pic of the Turbo Parallel Hybrid (partial cut model):
http://response.jp/issue/2005/0818/article73430_1.images/92427.jpg

R1e (manganese lithium-ion battery):
http://response.jp/issue/2005/0818/article73430_1.images/92428.jpg

Lithium-ion capacitor:
http://response.jp/issue/2005/0818/article73428_1.images/92426.jpg

FHI prez with R1e:
http://response.jp/issue/2005/0818/article73428_1.images/92425.jpg

wow.....

how odd, but wow

so an electric motor to make up for low-end lag on turbocharged engines?

sweet.


(bump for people to stop arguing about the 2006 and 'future' imprezas and notice some real news)

Structure which puts the motor generator of maximum drive output 10 kW with a thin shape between engine and automatic transmission.

So the initial lot of cars will only be available as slushboxes.. And no news on a performance model. :p

ah...
another good reason for them must bring over the R1 and R2...!!!

so when do you think we will see these here?

I found out what "FY" stands for at the 4th lines of the second quoted paragraph. :Banana:

I still don't get it. :confused:

so when do you think we will see these here?
I would guesstimate 2010.


According to a 8/18 article (http://www.asahi.com/car/news/TKY200508180587.html) from the Asahi Shimbun, "LEGACY Hybrid Car, Limited Sales to Start in 2007":

FHI announced marketing plans for its next-generation cars that will utilize storage batteries
The Legacy hybrid will be available in 2007 in limited numbers.
FHI aims for 2010 to release an electric car that takes less time to charge up than traditional types
New developments in FHI's lithium-ion battery have enabled usage of economical materials and thus lower costs. Additionally the new type has two times the output and duration than the existing battery.
FHI's president stated 'The key to improving the performance of our next-generation cars is to improve our battery.'
The hybrid Legacy will maintain its low center of gravity engine and be combined with a turbo for fast acceleration performance.
Compared with traditional hybrids fuel consumption will be 30% better.
Estimates sales in the first year is a couple of dozen units.

In regards to electric cars, the R1 is being used as in development.
Charging now takes 4-5 hours on 100 volt (same as home-use electricity)
120 km is the driving range on one charge.
Top speed is 120 kph
FHI president was quoted "If we can sell 2,000 units a month, we can curb the price to 1,500,000 yen (~US$13,500)".

From: http://www.asahi.com/business/update/0818/086.html

I would guesstimate 2010.


According to a 8/18 article (http://www.asahi.com/car/news/TKY200508180587.html) from the Asahi Shimbun, "LEGACY Hybrid Car, Limited Sales to Start in 2007":

120 km is the driving range on one charge.
Top speed is 120 kph



So it can drive for one hour at top speed before if goes caput, eh? :lol:

Yup, with a running start :D

There's another article (http://www.business-i.jp/news/sou-page/news/200508190012a.nwc) from Fuji Sankei online, that says FHI looks to improve the experimental car's driving range to 200 km. Not so impressive maybe, but for daily city driving usage 125 miles is a decent start I think. Also there is an exclusive batttery charger that uses higher voltage, which can charge the battery in 5 minutes.

I wonder if one day you will just pull into an "energy station" plug your car in walk into the store buy your coffe pay for how much energy it to to recharg your car walk out unplug and off you go! What a day that will be.

']FHI announced something in Japanese at http://www.fhi.co.jp/news/05_07_09/05_08_18.pdf. Here's a machine translation:
Fuji Heavy Industries Under development Open

..In order that the company may use a small motor and a comparatively little battery as compared with SSHEV (sequential series hybrid) which was advancing research, it is the system excellent in cost performance...


For the above excerpt from the FHI press release, I would translate it as:
'Compared with the SSHEV system that FHI had been advancing research on, a smaller motor and a comparatively smaller dose usage of the battery enable the system (TPH) to excel in cost-performance.'

To me it seems like a slick way of saying that Subaru is moving on from the SSHEV system.

Interesting developments at Subaru with the TPH, EV, and diesel.

C'mon turbo hybrid Tribeca!

Following post #17, "Nikkan Kogyo" (manufacturing newspaper) reports that FHI announced that it has switched over from the SSHEV to the TPH system in preparation for its upcoming hybrid vehicle. The implementation is simpler for the TPH.

The "motor assist" on the TPH increases low-rpm torque while still improving both acceleration performance and fuel consumption.

From: http://headlines.yahoo.co.jp/hl?a=20050819-00000007-nkn-ind
--

FY2007 for FHI starts from April 1, 2006...so in 7-19 months we should see the first Legacy hybrid on the streets (in Japan).

$13,500?

I want one.

More photos from Japanese website:
http://car.nifty.com/cms_image/car/2/050819000067/image01_l.jpg

http://car.nifty.com/cms_image/car/2/050819000067/image02_l.jpg

http://car.nifty.com/cms_image/car/2/050819000067/image03_l.jpg

http://car.nifty.com/cms_image/car/2/050819000067/image04_l.jpg

http://car.nifty.com/cms_image/car/2/050819000067/image05_l.jpg

Battery pack presentation-
http://car.nifty.com/cms_image/car/2/050819000067/image06_l.jpg

Lithium-ion battery-
http://car.nifty.com/cms_image/car/2/050819000067/image07_l.jpg

Capacitor (type 2)-
http://car.nifty.com/cms_image/car/2/050819000067/image08_l.jpg

Capacitor (type 3)-
http://car.nifty.com/cms_image/car/2/050819000067/image09_l.jpg

Inverter-
http://car.nifty.com/cms_image/car/2/050819000067/image10_l.jpg

Motor-
http://car.nifty.com/cms_image/car/2/050819000067/image11_l.jpg

http://car.nifty.com/cms_image/car/2/050819000067/image12_l.jpg

Battery management system (top); Junction box (bottom)
http://car.nifty.com/cms_image/car/2/050819000067/image16_l.jpg

http://car.nifty.com/cms_image/car/2/050819000067/ph02_l.jpg

A followup article (http://response.jp/issue/2005/0823/article73576_1.html) in regard to the TPH announcement of 8/18:

Subaru Hybrid - Starting with the new Legacy

Subaru announced their newly developed hybrid system on the 18th. In 2007 the hybrid system will be used on the new Legacy. Sales will be limited at first, but in the future Subaru will adjust their production plans according to market conditions.

With the new style hybrid unit - Turbo Parallel Hybrid (TPH) - a generator and motor are installed between the engine and transmission, making it s a parallel hybrid system. The transmission is a torque converter type AT and drivetrain is fulltime 4WD.

The TPH motor is mated to the engine and rotates at the same speed as the crankshaft. In principle and mechanism, it is similar to the motor assist (IMA) in Honda's parallel hybrid system, but Subaru's motor specs are rated at output of 10kW (13ps) and torque of 150Nm (15.3kgm) - compared to 15kW and 103Nm. Subaru stresses the importance of the higher torque spec.

Actually in 2003 Subaru showcased a powerful 100kW motor for their SSHEV system, but that project has been canceled.

- Kenzo Watanabe (Subaru HEV Development Dept.)
"For the forseeable future this TPH system will be Subaru's foundation for hybrid cars."
The reason for the switch from SSHEV to TPH was "purely a cost and product problem".

The SSHEV, which was highly dependent on the motor output, was too expensive. Instead, Subaru decided that a parallel system that uses a motor to compensate for the engine's output in the low-rpm region would result in lower costs and higher product appeal.

Another response.jp article (http://response.jp/issue/2005/0824/article73577_1.html) from 8/24:

Subaru Hybrid - With Miller Cycle a 20% Improvement in Fuel Consumption

One of the key devices in Subaru's new-style TPH system is the Miller cycle, employed alongside the horizontally opposed turbocharged engine.

The Miller cycle uses an expansion stroke that is greater than the compression stroke and is a technology that minimizes pumping loss, a big factor in internal loss. According to Subaru's development camp, matching the Miller cycle and low friction internals will result in a 10% more efficient engine.

The base engine is the EJ20 currently being used in the Legacy. This engine comes equipped with Active Valve Control System (AVCS), but the TPH engine will use that valve timing management and retard the valve timing to work with the Miller cycle.

An expansion stroke of 11 or higher is common for NA engines. The compression stroke, governed by AVCS, is variable between a minimum of lower than 8 and the upper limit which is the same as for normal turbo engines. "During times of high power output, the spec will be close to auto-cycle mode." (Subaru rep)

Since the displacement of the (Subaru's) engine is smaller than what is commonly used with Miller cycle, power and torque will be low. Subaru plans to utilize what it considers its forte, a turbo, in order to cope with the problem. Because the turbine's output decreases as a result from the Miller cycle, a turbine which provides higher flow than normal has been used.

The weak point of this new engine is the relatively low low-rpm torque as compared with normal engines. Thus the 15Nm TPH motor is assigned the duty of compensating for the deficiency. Combining the Miller cycle and TPH systems will result in a Legacy that maintains the current GT-turbo specs, while being able to obtain an approximate 20% improvement in fuel economy.
I'm not too familar with the tech language (sorry for any funky translations!) so I looked up Miller cycle and related terms. It looks like the Mazda Millenia used a 2.3L Miller cycle engine in in the 90's. It was rated at 217hp/210ft-lb and was on Ward's 10 Best Engines list from '95-98. However it seems like it didnt sell well.

Has using a turbocharger with the Miller cycle (instead of a supercharger) been done before?

If indeed this works for Subaru, a 250-270hp JDM 2.0L Legacy thats rated at ~34-36mpg (from current ~28-30mpg) would be appealing..but at what cost?

Also I wonder what differences there would be in power and efficiency if the same hybrid system were to be used with the USDM 2.5L turbo.

I love Subaru, Viva la techno! and thanks for a really worthy article/thread !

I think it would make sense to add a super-torquey electric motor to a wrx. It would not surprise me if Subaru tried to go for the first high-performance hybrid.

Well speaking of Imprezas, I came across an article from http://www.auto-g.jp/news/200508/23/topics04/index.html that states that the Impreza will get the hyvrid treatment. However, I think they are assuming this since Subaru stated they would use the EJ20 with the hybrid system. Details are very similar to the previous response.jp article.

This article explains:

When in low gear and torque is lacking, motor assist will compensate.
Subaru's hybrid is of the same structure as that of the hybrid Honda Civic, but instead of using a CVT it will use a torque converter, and during cruising the Miller cycle will help fuel consumption.

Shot of the motor/generator-
http://www.auto-g.jp/image.html?image=news/200508/23/topics04/02_b.jpg

Miller Cycle + Hybrid System torque/rpm graph (torque increases while fuel consumption improves by 30%)-
http://www.auto-g.jp/image.html?image=news/200508/23/topics04/03_b.jpg

I love the idea of an Impreza (or any Subaru) hybrid. I think another great idea would be to use the solar power augmentation idea from Steve Lapp’s PV Prius (http://www.greencarcongress.com/2005/08/solarpoweraugme.html) and apply it to the surface of the STi wing. That has to be worth another square meter or 6 kWh ;-).

Eric

Translated 8/25 article from http://response.jp/issue/2005/0825/article73578_1.html

Subaru Hybrid - A Powerful 'Drive Feel' and Also Refined

Subaru has implemented its TPH system in a test car and is currently in the stage of conducting driving tests. Regarding the 'drive feel' of this test car, a Subaru engineer stated the following:

"At low and mid rpms, it feels much stronger than the output figures stated on the spec sheet. The torque in low gears is lacking with the Miller Cycle, but the Motor Assist is absolutely successful in compensating. In the mid and high rpm range, the gaseous mixture reduction due to the Miller Cycle will be counterbalanced by a more powerful turbine, which will result in a car with a similar acceleration sensation as compared to a gasoline powered high performance model."

Of course Subaru is only halfway into their developmental stage and their focus now is on issues such as refining the synchronization of the Motor Assist and engine, which in turn will make for a more natural feeling car - a necessary task to clear according to Subaru.

There is approximately two years until the scheduled release of the TPH powered model. The system itself is completed, but refininement requires adequate lead time to complete.

I wonder what the cost of electricity will be at these stations.

so its kinda like the Blitz Prius?

it's about time.

i just hope they don't wait too long and lose marketshare.

Experimental launch in 2007

Fuji Heavy Industries, Ltd. (FHI), a global manufacturer of transportation and aerospace-related products and the maker of Subaru automobiles, today released information on its two new technological projects for future environmentally friendly vehicles: one is the Turbo Parallel Hybrid (TPH), a revolutionary powertrain system to be applied to a hybrid electric vehicle (HEV) that the company plans to experimentally launch in the market in 2007; the other is the Lithium-ion capacitor (Li-ion), which is anticipated to broaden the possibilities for batteries in future automobiles. FHI has been striving to create practical applications for these environmental technologies in its future vehicles.

The TPH is a strategically important technology for the power source of clean-energy vehicles and will be incorporated with Subaru’s core technologies: the Horizontally-Opposed Engine and Symmetrical AWD system. FHI has been developing the TPH in view of its future mass production.

The TPH system places a thin, 10-kW motor generator between a vehicle’s engine and its automatic transmission. The combination of the motor generator and the boxer turbo engine, which adopts the Miller cycle, creates a system that not only provides powerful and pleasurable driving in the mid-speed ranges when turbocharger is active, as with conventional turbo models, but it also delivers excellent acceleration and fuel economy in practical use. This superb, all-range performance has been enabled by motor assist, a feature that is designed to boost engine torque at low revolutions.

Compared to the SSHEV (Sequential Series Hybrid) system that FHI had previously developed, the TPH excels in cost performance since it uses a relatively more compact motor and a smaller battery.

In order to bring out even better driving performance from the TPH, FHI is planning to equip the system with high-performance manganese lithium-ion batteries, which are currently under development at NEC Lamillion Energy Co., Ltd. That company was jointly established by NEC and FHI in 2002 for development of secondary batteries.

As for the Li-ion capacitor, its energy density has been drastically enhanced, while it retains the inherently superior capability of instantaneous charge/discharge and the high durability of regular capacitors. The Li-ion capacitor’s negative electrode uses newly developed Li-ion occlusive carbon material, while its electrolyte is also made of Li-ion. The technique called pre-doping enables occlusion of large amount of Li-ion on the negative electrode in this new capacitor, helps boost the capacity of the negative electrode, and increases the electrical potential difference, thereby making achievement of high voltage possible without deterioration in positive electrode performance.

Furthermore, the principle of the Li-ion capacitor holds the potential for greater versatility and increased performance of capacitor occlusion. Many new materials to be used for high-energy accumulation in capacitors have been tested, and some progress has been made in that area of research. The application of certain new materials to the positive electrode, combined with the pre-doping technique of the Li-ion capacitor, will theoretically double the estimated accumulation capacity of capacitors available in today’s market.

FHI is currently conducting performance tests on prototype cells of the new Li-ion capacitor. The eventual successful commercialization of Li-ion capacitors for compact cars would open up many other business opportunities, including helping to meet the increased demand for new hybrid buses, trucks, and passenger vehicles. This new capacitor also has the potential to be an alternative to conventional lead batteries in the future, and the widespread use of this environmentally sustainable technology will certainly contribute to the well-being of society.

To further address environmental issues and meet the social consensus on the transition from the current burning of fossil fuels to cleaner, renewable, electricity-based secondary energy, FHI is committed to the development of power storage technologies as the key to further promote the use of hybrid vehicles, fuel cell vehicles, and electric vehicles.

Consequently, FHI has been concentrating specifically on the development of power storage systems and the application of NEC Lamillion Energy –made high-capacity manganese Li-ion batteries to prototype hybrid vehicles, including the Subaru R1e, for further testing and evaluation. This approach has allowed the company to efficiently acquire added technical value with minimum investment and to solve issues concerning the practical application and mass production of high-capacity manganese Li-ion batteries.

The TPH and Li-ion capacitor development projects are the latest in FHI’s power storage technologies, and the practical advances they represent illustrate FHI’s dedication to environmental technology development.

http://www.japanesecarfans.com/news.cfm/newsid/2050826.003

The press release, above, is also available (at last) on FHI's website at http://www.fhi.co.jp/english/news/press/2005/05_08_18e.pdf.

For those who'd like to know more about how a Miller Cycle engine differs from Subaru's current engines, Mazda has published a very informative article at http://www.mazda.com.au/articleZone.asp?articleZoneID=92.

Post from AutoBlog (http://www.autoblog.com/entry/1234000910055770/)

Fuji Heavy Industries to launch hybrid and all-electric cars
Posted Aug 25, 2005, 11:30 AM ET by Eric Bryant

We mentioned last week that Fuji Heavy Industries (FIH) has announced plans to launch a hybrid model electric car that will use a lithium-ion battery pack.. This pack, developed as a joint venture between FIH and NEC, is supposed to bring two major advantages - better energy density and longer usable life. The specific energy density for lith-ion packs is up to three times that of the NiMH technology, which means improved packaging or more engine-off time for smaller hybrid vehicles. This should be no surprise to those who have been paying attention to the last decade of consumer electronics. The second stated reason is much more interesting and disputable.

FIH and NEC claims the pack will be good for 15 years or 150,000 miles, which is 50% longer than the warranty offered by Toyota for its NiMH hybrid packs and would mean a big step forward towards claiming that the pack will last the life of the vehicle. However, lith-ion batteries aren’t known for their long service life due to internal oxidization. This means that either NEC must have made a big breakthrough in lith-ion technology, or Subaru hybrid- and electric-car owners will be joining iPod owners in guerilla street-art campaigns. We’re guessing that the former is true, but no detail has been released on whatever breakthroughs NEC has accomplished. There’s also the issue of lith-ions and their dislike of deep discharges, but it’s likely that this can be at least partially alleviated through smart charge management (or perhaps NEC has fixed this problem as well).

This battery technology will be marketed to other automotive OEMs by FIH to defer some of the cost, since it’s unlikely that Subaru’s usage will pay off the initial investment quickly enough. Given that GM owns 20% of FIH, can we expect to see the General using this new technology? Hopefully that’s the case for all parties involved.
Although there's the FIH typo, he brings up a legit point about the Subaru-GM relationship. There was a previous article (post #3) stating that samples have been sent out to car mfrs. I think it'll be interesting to see how FHI/NEC decide to fund this project.

I don't want to get off topic, but check out what Mitsu is doing RIGHT NOW on the Evo-

AWD and entering an all-EV Rally! :)

http://www.japanesecarfans.com/news.cfm/newsid/2050824.001

I don't want to get off topic, but check out what Mitsu is doing RIGHT NOW on the Evo-

AWD and entering an all-EV Rally! :)

http://www.japanesecarfans.com/news.cfm/newsid/2050824.001
Thats what I want, the new lithium-ion/etc. battery powered Electric cars. SUPER fast 0-60 times, and decent range. Hopefully they can get the range up even more before they start to become availible (say, 500-1000 miles) and EVERYONE will want one!

Hopefully, Subaru won't have to take a flier and introduce their Li-ion hybrid to the market without any commitment from other manufacturers to adopt the Lamillion system.

I say a Subaru hybrid is a good idea, and in fact they'll practically need one to keep up with the other brands. Honda's Accord/Civic hybrids, while expensive and probably not so economically worthy, ARE great concepts.

Subaru is smart enough to have something similar or better, and with the MPG loss with AWD, it'd be a welcome technology.

=S2=

I think it would make sense to add a super-torquey electric motor to a wrx. It would not surprise me if Subaru tried to go for the first high-performance hybrid.
Lexus.. is already doing that.. There will be several 2006 vehicles with an AWD hybrid system attached to an already powerful motor. Front wheels are driven by the motors, rears by the engine.

http://www.lexus.com/models/hybrid/

SOA's press release from today:
Subaru Announces Development of Turbo Parallel Hybrid and Lithium-Ion
Capacitor Technologies
-- Company continues “green” efforts to help safeguard the environment --

CHERRY HILL, N.J., Sept. 7, 2005 – Subaru of America, Inc. today announced that its parent company Fuji Heavy Industries, Ltd. (FHI) is developing new technology for future more environmentally friendly vehicles: the Turbo Parallel Hybrid (TPH) and Lithium-ion capacitor (Li-ion). Subaru is striving to create practical applications for these environmental technologies in its future products.

In addition to these new developing technologies, Subaru continues to manufacture and market PZEV (Partial Zero Emission Vehicles) at the Subaru plant in Lafayette, Ind., that was the first auto assembly plant to ever achieve zero landfill status and that is actually recognized as a Backyard Wildlife Habitat by the National Wildlife Federation.

“Subaru always has been and will continue to be committed to safeguarding the natural environment that so many of our customers avidly enjoy,” said Kunio Ishigami, chairman, president and CEO, Subaru of America, Inc. “We will continue to make these technologies a priority in our product development, manufacturing and business processes.”

New Technology
The Turbo Parallel Hybrid (TPH) is a revolutionary powertrain system to be applied to hybrid electric vehicles (HEV) that the company plans to test launch in the Japanese market in 2007. The TPH is a strategically important technology for the power source of clean-energy vehicles and will be incorporated with the Subaru core technologies including the horizontally-opposed Subaru Boxer Engine and Symmetrical All-Wheel-Drive System. FHI has been developing the TPH in view of its future mass production.

The TPH system places a thin, 10-kW motor generator between a vehicle’s engine and its automatic transmission. The combination of the motor generator and the turbo-charged Subaru Boxer engine, which adopts the Miller cycle, creates a system that not only provides power in the mid-speed ranges when the turbocharger is active, as with conventional turbo models, but it also delivers excellent acceleration and fuel economy for practical use. This superb, all-range performance has been enabled by motor assist, a feature that is designed to boost engine torque at low revolutions.

Compared to the SSHEV (Sequential Series Hybrid) system that FHI had previously developed, the TPH excels in cost performance as it uses a more compact motor and a smaller battery. In order to bring out even better driving performance from the TPH, Subaru is planning to equip the system with high-performance manganese lithium-ion batteries, which are currently under development at NEC Lamillion Energy, Ltd. That company was jointly established by NEC and FHI in 2002 for the development of secondary batteries.

The Lithium-ion capacitor (Li-ion) is anticipated to broaden the possibilities for batteries in future automobiles. The Li-ion capacitor drastically enhances energy density, while retaining the inherently superior capability of instantaneous charge/discharge and the high durability of regular capacitors. The Li-ion capacitor’s negative electrode uses newly developed Li-ion occlusive carbon material, while its electrolyte is also made of Li-ion. The technique called pre-doping enables occlusion of large amount of Li-ion on the negative electrode in this new capacitor, which helps boost the capacity of the negative electrode, and increases the electrical potential difference, thereby making achievement of high voltage possible without deterioration in positive electrode performance. Furthermore, the principle of the Li-ion capacitor holds the potential for greater versatility and increased performance of capacitor occlusion. Many new materials to be used for high-energy accumulation in capacitors have been tested, and some progress has been made in that area of research. The application of certain new materials to the positive electrode, combined with the pre-doping technique of the Li-ion capacitor, will theoretically double the estimated accumulation capacity of capacitors available in today’s market.

FHI is currently conducting performance tests on prototype cells of the new Li-ion capacitor. The eventual successful commercialization of Li-ion capacitors for compact cars would open up many other business opportunities, including helping to meet the increased demand for new hybrid buses, trucks, and passenger vehicles. This new capacitor also has the potential to be an alternative to conventional lead batteries in the future.

Subaru is committed to the development of power storage technologies as the key to further promote the use of hybrid vehicles, fuel cell vehicles, and electric vehicles. Consequently, FHI has been concentrating specifically on the development of power storage systems and the application of NEC Lamillion Energy – made high-capacity manganese Li-ion batteries on prototype hybrid vehicles, including the Subaru R1e (sold in Japan), for further testing and evaluation. This approach has allowed the company to efficiently acquire added technical value with minimum investment and to solve issues concerning the practical application and mass production of high-capacity manganese Li-ion batteries.

The TPH and Li-ion capacitor development projects are the latest in the company’s power storage technologies, and the practical advances they represent illustrate the dedication of Subaru to enhance its environmental technology development.

PZEV Vehicles
Subaru currently manufactures PZEV vehicles in its U.S. plant. PZEV vehicles meet California’s SULEV (Super-Ultra-Low-Emission Vehicle) exhaust emission standard for 15years/150,000 miles. Additionally, they meet the zero-evaporative emission standard and have a 15 year/150,000 mile emission defects and performance warranty. The SULEV standard is 90 percent cleaner than the average 2003 model year vehicle.

According to the Air Resources Board of the California Environmental Protection Agency, gasoline vehicles meeting PZEV emissions standards sometimes even have lower emissions than some hybrid or alternative fuel vehicles. These vehicles with PZEV emissions rating have such tight pollution controls, and the burning of fuel is so complete, that in very smoggy urban areas, exhaust out of the tailpipe can actually be cleaner than the air outside. In fact, 28 percent of all 2005 model year Subaru vehicles sold in the state of California met the PZEV requirements.

What separates the Subaru PZEV vehicles from other competitors is that no sacrifice in performance was made to achieve the emissions rating. In fact, Subaru makes the most powerful PZEV engine available in the U.S. today.

Subaru of Indiana Automotive (SIA)
The average household sends more to a landfill than the Subaru manufacturing plant in Lafayette, Indiana. The Subaru plant is the first auto assembly plant to achieve zero landfill status – nothing from its manufacturing efforts goes into a landfill. It’s all reused and recycled.

Subaru was also the first auto assembly plant in the U.S. to be smoke free in 1994. In 1998 it was the first auto assembly plant in the U.S. to be ISO 14001 Certified. In 2002, it became the first auto assembly plant in the U.S. with an on-site solvent recovery system that produces dry still bottoms. And last year, the plant became the first auto assembly plant to dry paint and wastewater sludge on-site.

The Subaru plant was determined to be the first auto assembly plant in the U.S. to be designated a Backyard Wildlife Habitat by the National Wildlife Federation in 2003. Deer, coyotes, beavers, blue herons, Canadian geese, rabbits, squirrels, meadowlarks, ducks and other animals live on the plant property in peaceful coexistence with the Subaru plant.

About Subaru of America, Inc.
Subaru of America, Inc. is a wholly owned subsidiary of Fuji Heavy Industries Ltd. of Japan. Headquartered in Cherry Hill, N.J., the company markets and distributes Subaru Symmetrical All-Wheel Drive vehicles, parts and accessories through a network of nearly 600 dealers across the United States. Subaru makes the best-selling All-Wheel Drive car sold in America based on R.L. Polk & Co. new vehicle retail registration statistics calendar year-end 2004. For more information visit www.subaru.com.

In fact, Subaru makes the most powerful PZEV engine available in the U.S. today.

So which engine is this? I assume it's *not* the turbocharged ones?

So which engine is this? I assume it's *not* the turbocharged ones?It's the EJ251 engine used in the Legacy and Outback 2.5i models. Subaru supplies the PZEV version of those models only to California, New England and some adjacent states. The PZEV version costs $200 extra. Prior to the 2006 model year the PZEV version had 3 fewer horsepower than its non-PZEV brother. But this year the PZEV makes the same horsepower (175) as its non-PZEV brother.

I'm surprised and disappointed that SOA's "Look how green we are" press release failed to mention FHI's joint venture with Tokyo Electric that will develop and deploy the all-electric R1e.

']I'm surprised and disappointed that SOA's "Look how green we are" press release failed to mention FHI's joint venture with Tokyo Electric that will develop and deploy the all-electric R1e.

probably because it wouldn't mean as much to an American consumer. They wouldn't know what an R1 was. It also seems as if they would like to focus the point of the article on the new batteries for hybrid use in the American market which is more probable than an all electric car.

If it is a hybrid the 120KM battery only range would be alot more when using gasoline as well. And the 120kph top speed isn't much off the smart cars 135kph top speed.

Too bad lithium is so toxic. That's why I like the compressed air car. It actually cleans the air while it drives around and it's exhaust is used as the coolant in the AC system. Also unlike the batteries it take 3 minutes to charge to a full 300km range or about 3 to 4 hours on your home electrical system. I'd think the compressed air engine would be ideal in the R1/R2.

Diabolical1 CC: take your meds and go back to bed.

Ahwell atleast you got my name right. The last person who told me that got it all screwed up, but if I said his name here I would be pointed so I won't. Although his real name I could get away with. Mr. Mark Geraghty. He's From San Francisco California. He a moron though. So nice not to be ignored :)

Hey Lithium Ion isn't toxic, well atleast it doesn't have toxic metals in it. Don't know about non metallic toxins. Well the first part was from a Lithium Ion battery freindly website.

this: http://www.osti.gov/bridge/product.biblio.jsp?osti_id=135056

says something different: "Toxic materials include lithium compounds, nickel compounds, arsenic compounds, and dimethoxyethane. Carcinogenic materials include nickel compounds, arsenic compounds, and (possibly) cobalt compounds, copper, and polypropylene. Lithiated negative electrode materials could be reactive. However, because information about the exact compounds that will be used in future batteries is proprietary, ongoing research will determine which specific hazards will apply."

hmm so sleepy, where are my meds.

I think it would make sense to add a super-torquey electric motor to a wrx. It would not surprise me if Subaru tried to go for the first high-performance hybrid.

Don't all hybrids have "super-torquey" electric motors? The Toyota Prius electric motor is 295 ft-lbs at 0 to 500 rpm. That's a lotta low-end torque.

I believe that any electrical motor by its nature has maximum torque at 0 rpms.

One question I have is whether or not Subaru will incorporate the Miller Cycle into non-hybrid applications. In this age of advanced valve control, I don't see why all supercharged engines aren't using it. Putting the 2.5 liter engine on the Miller cycle should yield a 2.0 liter engine with the power of the 2.5 and the fuel economy of the 2.0 (at least).

Electrical Storage Technology Combines Li-Ion, Capacitors

Fuji Heavy Industries Ltd of Japan has developed a new electrical storage technology for hybrid vehicles, which it announced at the Advanced Capacitor World Summit 2005 international conference held in San Diego in mid-July, 2005. The technology combines elements of both Li-ion rechargeable batteries and double-layer capacitors (see Fig).

http://neasia.nikkeibp.com/mag_content/images/20050928155822/TF_fig3.jpg

The instantaneous current output (output density) is about the same level as that of double-layer capacitors - 3,000W/l to 4,000W/l - but the volumetric energy density has been boosted to 27Wh/l, which is two or three times that of double-layer capacitors. The pulse current continuous charge/discharge cycle life, such as abrupt charging from vehicular regenerative braking and abrupt discharge for acceleration, has been confirmed at 100,000 cycles or higher at room temperature. According to one engineer at the company, "We are still testing, but it looks like the life will be several hundred thousand cycles."

Fuji Heavy Industries has already prototyped a plate-type cell and begun characteristic analysis with an eye toward its use in vehicles. They are investigating its possible use as a power source when a vehicle is temporarily stationary (instead of idling) and at other times. Basic testing has already been completed.

Cathode, Anode Materials
The outstanding feature of the new storage technology is that the storage mechanisms for cathode and anode are different. The cathode is the same as in standard double-layer capacitors, charging from the electrical double-layer between the activated carbon electrode and the electrolyte. The anode, however, uses the same redox reaction from Li-ion intercalation/exfoliation as used in most Li-ion rechargeable batteries. The interface between the anode and the electrolyte also gains the same electrical double-layer effect as the cathode. The technology is clearly a hybrid of the two parent technologies.

Different materials are used for cathode and anode, and individual material capacities are tweaked to adjust the electrode decomposition potential, at which the electrolyte breaks down. While conventional double-layer electrical capacitor electrodes reach the decomposition potential between +2.5V and +2.7V, the Fuji Heavy Industries capacitor can be used at voltages as high as +3.8V. This makes it possible to boost the energy density to two or three times that of conventional designs. The electrolyte uses propylene carbonate as the solvent and LiPF6 as the solute.

Development of Electrodes
Asahi Kasei Corp of Japan has already announced a storage technology using activated charcoal in the electrodes and Li salt in the electrolyte to combine characteristics from Li-ion rechargeable batteries and double-layer capacitors. The Fuji Heavy Industries development is unique in that it uses polyacen, an organic semiconductor, in the anode. This is thought to be different from the Asahi Kasei approach, which uses the graphite carbon found in most Li-ion rechargeable batteries together with activated carbon and other materials.

The polyacen material was developed jointly with Kanebo, Ltd of Japan. Kanebo had already developed a button-type double-layer capacitor for mobile phones using polyacen. Fuji Heavy Industries acquired the relevant technology from Kanebo, picking up the people and patents involved in capacitor R&D.

The joint development effort includes a special process technology used to inject Li ions into the polyacen anode. Called "pre-doping" by Fuji Heavy Industries, the technology uses a metallic Li sheet to inject Li ions into the polyacen before the first charge/discharge. Kanebo held many of the basic patents related to this procedure, which seems to be part of the reason why Fuji Heavy Industries wanted to acquire the business from Kanebo.

by Hiroki Yomogita, Silicon Valley
(October 2005 Issue, Nikkei Electronics Asia) http://neasia.nikkeibp.com/neasia/002296

http://neasia.nikkeibp.com/mag_content/images/20050928155822/TF_fig3.jpg

http://tinypic.com/e18ew5.jpg

coincidence? :D

http://neasia.nikkeibp.com/mag_content/images/20050928155822/TF_fig3.jpg


230g * 96 = 44lbs..

Hey, that's not bad. Not bad at all! Not much heavier than a Die Hard Gold, really...

I wonder how the electric motor compares to the weight of an alternator and starter?

230g = 0.507lbs (not 44lbs)
1 pound = 453.59 grams

I wonder if one day you will just pull into an "energy station" plug your car in walk into the store buy your coffe pay for how much energy it to to recharg your car walk out unplug and off you go! What a day that will be.

We already have those, we call them 'gas stations.' :p ;)

230g = 0.507lbs (not 44lbs)
1 pound = 453.59 grams


And there are 96 of the little things in the concept car. (Yes I was lazy and just divided by 2 to get a rough approximation.)

oops sorry! my bad. The 96 didn't click in my head, sorry.

I noticed that FHI (Fuji Jukogyo Kabushiki Kaisha) had been issued a US patent, #6,945,347. The title of the invention is "Drive power controller for hybrid vehicle". The patent filing date was 11/17/04, and the issue date was 9/20/05.

Abstract of "Drive power controller for hybrid vehicle":
A drive power from an engine is transferred to front wheel drive systems and rear wheel drive systems via a central differential. A torque distribution ratio between front and rear wheels defined by the central differential is set to one for the front wheels being made too much thereof, with a motor generator being coupled to the rear wheel drive systems. In response to detection signals from various sensors for detecting the running conditions, a drive power control unit controls the additional torque from the motor generator toward the drive torque or regenerative braking torque side, thereby changing the torque distribution ratio between the front and rear wheels. Thus, a degree of flexibility in making a change in the torque distribution between front and rear wheels or between right and left wheels is increased, thereby realizing an all-wheel drivable hybrid vehicle which provides further improved running performance.
The patent full text (very long!) can be found by clicking here.. http://patft.uspto.gov/netahtml/search-bool.html ..and searching by the patent number "6,945,347".

Drawings can be found here: http://portal.uspto.gov/external/portal/!ut/p/_s.7_0_A/7_0_CH/.cmd/ad/.ar/sa.getBib/.c/6_0_69/.ce/7_0_1ET/.p/5_0_18L/.d/2?selectedTab=ifwtab&isSubmitted=isSubmitted&dosnum=10989404#

One thing I don't get at all. The electric motor is quoted to be 10kw. That's only 13 or so bhp (1bhp=746 watts).

So whats the bfd???? Like I would notice a 13 bhp electric boost - I don't think so.

You would if it was used to boost you off the line when you start and even more so if your driving an R1 or R2 with all of 63 bhp. Oh and you would likely notice it on your gas bill not accelleration.

Plus its the torque that matters, not the hp.

Plus its the torque that matters, not the hp.


Check the torque numbers from this page:
http://www.carpages.co.uk/subaru/subaru-hybrid-01-10-05.asp?switched=on&echo=921640816

"The electric motor itself produces 10 kW and 150 Nm torque while the petrol engine has a 191 kW output with 343 Nm torque."


Even though the HP is only a small boost, the torque is what you feel in acceleration. Having almost 50% more torque at launch will definitely be felt!

Check the torque numbers from this page:
http://www.carpages.co.uk/subaru/subaru-hybrid-01-10-05.asp?switched=on&echo=921640816

"The electric motor itself produces 10 kW and 150 Nm torque while the petrol engine has a 191 kW output with 343 Nm torque."


Even though the HP is only a small boost, the torque is what you feel in acceleration. Having almost 50% more torque at launch will definitely be felt!


Comparison of Civic, Accord, and Legacy hybrids:
http://www.greencarcongress.com/2005/09/fuji_heavys_tur.html
(you'll have to excuse the lack of formatting - check the link for a nice table)

Rough Comparison of Hybrid Powertrains
2006 Civic Hybrid 2005 Accord Hybrid 2007 Subaru Legacy Hybrid1
Engine displacement 1.3 liters 3.0 liters 2.0 liters
Cylinders 4 6 4
Type Inline V Boxer
Cycle Otto Otto Miller
Elec. Motor Output 15 kW 14 kW 10 kW
Motor Torque 103 Nm 135 Nm 150 Nm
Hybrid Powertrain Power 82 kW (110 hp) 190 kW (255 hp) 191 kW (256 hp)
Hybrid Powertrain Torque 166 Nm 314 Nm 343 Nm
Fuel consumption 4.7 l/100km2 7.4 l/100km 6.15 l/100km3
Fuel economy 50 mpg US2 32 mpg US 38.3 mpg US3


The Subaru electric motor has lower HP than both the Civic and Accord motors, but more torque than both of them.

That torque number sounds like the stall torque, if the power is only 10kw. As in the torque available when you hit the gas at a standstill. At 13hp all up, once you get rolling it's gone. Personally, I'll pass. If it had 100kw, it might be interesting.

Translated 10/20 article summary from FHI - New Battery Development (http://response.jp/issue/2005/1020/article75534_1.html):

* As the role of the electric motor increases for hybrid cars, "we want to develop a battery in accordance with opinions and needs of auto manufacturers" - FHI President Takenaka at the TMS 2005 press briefing

* In 2002, FHI jointly established "NEC Lamilion Energy" (NLE). - which has been engaged in developing a new manganese lithium-ion battery.

* The current NLE battery is "capable of highly efficient electric discharging and has high powered characteristics". The battery also features "longevity" and with preparation of installation flexibility and faster charging, it is a promising power source for the next-gen automobiles.

* However a new concept battery that is capable of instantaneous power is also necessary, which has brought attention to the new capacitor. The research that has been conducted jointly with "Kanebo" will be used to further develop, and to head towards the implementation of the capacitor.

I'm not quite sure what this means, as it seems like they're imprvoving the current battery and not developing a new one. But to me, it sounds like Toyota will be involved somehow.

If it had 100Kw you would shear all four wheels off. That's why powerful electric vehicles either accelerate very slowly, or have the electric motors built into the wheels. That's why the fastest electric vehicle has 8 wheels and 8 100bhp electric motors mounted in those wheels. (currently the slow acceleration version tops 230mph, while the slightly slower 192mph version accelerates 0-60 in 4 seconds) Instantly very fast. The Eliica

Electric vehicle have 100 power and torque available 100% of the time. Gas engines have power and torque build from 0 and then work up to max.

Besides these engines are not made to be more powerful than current version, they are intended to be as powerful but with much better gas mileage.

Hey, why don't they just use a 1.8GW Flux Capacitor?!

:disco: