Moderators: richierich, ua900, PanAm_DC10, hOMSaR
Aesma wrote:Electric cars have 1 gear or 2 gears max, lots of torque, standard transmissions are of no use.
Hybrid cars usually need a transmission able to link the electric and gas engines together and allow them to work independently too.
Peugeot did something simpler with the hybrid 508 and 3008 (and I think BMW with the i8, but in the opposite direction), diesel engine in the front with standard FWD transmission, and battery and electric engine in the back linked to the rear wheels, no mechanical link between the two.
Aesma wrote:With an electric engine you get maximum torque at 0rpm so going uphill is no problem.
seb146 wrote:Aesma wrote:With an electric engine you get maximum torque at 0rpm so going uphill is no problem.
I doubt a Nissan Leaf or any Tesla would roll uphill. I don't think that is what you meany, anyway.
I think my mind is working the wrong way about the hills. I am thinking there is more power needed to drive uphill. That power comes from the engine. The higher RPM of the engine makes the car go and accelerate uphill. I am missing something, but what?
seb146 wrote:Aesma wrote:With an electric engine you get maximum torque at 0rpm so going uphill is no problem.
I am thinking there is more power needed to drive uphill. That power comes from the engine. The higher RPM of the engine makes the car go and accelerate uphill. I am missing something, but what?
BreninTW wrote:It's easy to induce oversteer, which most drivers are unable to counter effectively. This quickly leads to spin-outs.
Channex757 wrote:Just to be awkward, some Aston Martins and Ferraris have confused the issue too with a front mounted engine and gearbox at the rear. Apparently this helps with weight distribution.
Aesma wrote:For me a transaxle is indeed what you find in a Porsche 924/944, but according to wikipedia, most cars have a transaxle.
WIederling wrote:Channex757 wrote:Just to be awkward, some Aston Martins and Ferraris have confused the issue too with a front mounted engine and gearbox at the rear. Apparently this helps with weight distribution.
Transaxle : All Daf "Variomatic" types, VW/Porsche 924
there seem to actually be two definitions around on what makes a "transaxle".
1: gearbox on the driven axle with engine detached and a long transmission shaft
Porsche 924 yes, beetle and all frontdrive cars no
2: gearbox combined with differential and wheel drive independent of where the engine sits.
essentially all cars that have a gearbox that includes differential and wheel drive
tommy1808 wrote:In fairness, that is just because most people never learn how to handle it. It is not exactly part of the normal driving school curriculum.
BreninTW wrote:And some thoughts on your initial question on engine placement ...
Front engine/front-wheel drive (FF):
Pros:Better packaging. Most FF cars have the engine mounted longitudinally, so it takes up less room in the front of the car, meaning you can have a larger passenger cabin in the same footprint. You also don't have a huge transmission tunnel.
Cons:
It's more difficult to induce oversteer where the back of the car tries to pass the front of the car in a bend.Having all the weight at the front of the car lends itself to understeer -- the car wants to go straight instead of following a bend.
The mechanics of having the same set of wheels driving and turning leads to a larger turning circle, and also slightly more expensive maintenance and components.
Front engine/rear-wheel drive (FR):
Pros:Relatively simpler and cheaper to design and build.
Cons:
Many drivers prefer the feeling of being "pushed" rather than "pulled".
Engine bay is less crowded.
Smaller turning circle.It's easy to induce oversteer, which most drivers are unable to counter effectively. This quickly leads to spin-outs.
Packaging is more challenging: Engines are mounted front-to-back and a transmission tunnel is required. This can make the cabin more cramped.
Ultimate handling requires expensive independent suspension and a complicated drive system at the rear.
Mid-engine/rear-wheel drive (MR):
Pros:Better weight distribution leads to better handling characteristics.
Cons:
Smaller turning circle.It's almost impossible to have more than two seats.
Engine access can be a pain.
Rear engine/rear-wheel drive (RR):
Pros:Better packaging. The engine is typically mounted longitudinally, so it takes up less room, meaning you can have a larger passenger cabin in the same footprint. You also don't have a huge transmission tunnel.
Cons:
Many drivers prefer the feeling of being "pushed" rather than "pulled".
Smaller turning circle.Engine access can be a pain.
It's easy to induce oversteer, which most drivers are unable to counter effectively. This quickly leads to spin-outs.
Requires most complex controls and independent rear suspension.
Engine controls can be challenging to maintain.
I occasionally drove an ambulance based on a 1974 VW transporter (RR layout) -- forward of the engine it was wonderful and easy to work in, but loading patients over that engine at the back was insanely difficult (and yes, we did have to carry a patient a time or two!)
Flighty wrote:Why does a Toyota Prius have a CVT rather than a conventional automatic? Probably many reasons. Hybrids tend to more often have CVT compared to normal cars. This leads me to think the engineers at Toyota (and Ford, Hyundai and others) are able to strike the best efficiency and drivability compromise with CVT as opposed to an automatic. But that it mainly applies to hybrids. All those manufacturers still prefer to use conventional automatics for their gas cars. I guess automatic is less good at marrying up with hybrid.
B777LRF wrote:Downside is the rather high cost of a license; which is around 2000EUR on average.
B777LRF wrote:.... including time on a skidpad where they learn to handle over- and understeer. T....
Downside is the rather high cost of a license; which is around 2000EUR on average.