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.

A very interesting article over at AutoChannel about the collaboartion on hybrid technology between US and foriegn automakers.

GM, DaimlerChrysler, BMW Premiere Unprecedented Hybrid Technology

General 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, Ghosn says

Nissan 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.

(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 Group

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.