http://www.autobloggreen.com/2008/09...th-stop-start/

http://www.autobloggreen.com/2008/09...-four-cylinde/

 

From public comments made by BMW in the past few months, it sounds like they want to bundle start/stop systems, electric power steering, and other gas-saving tech under the EfficientDynamics banner. Most of this stuff involves some pretty interesting voltage-boosting techniques involving high-end lead-acid batteries and an ultracap-based DC-DC inverter. It's not quite a true 42V system, but it's one step closer.

Another five years and I wouldn't be surprised if the majority of new vehicles have start-stop/"microhybrid" technology. It just makes a lot of sense, and as a side benefit, we'd also end up with starting and charging systems that are far more robust than current commonly-used technologies.

 

Interesting.

Though EPS seems to cause even the best cars to lose a lot in the steering feel/feedback/consistency department... the 08 Audi TT I drove wasn't too bad though but still, it suffered... so I wonder what BMW will do about that? That's one of their strongest attributes is steering/chassis dynamics... EPS could really throw a big wrench in there.

The 4-cyl sounds good so long as it's economy-focused and not so high strung that the 1-series 4-cyl requires premium fuel and only gets 29-30mpg highway like the Acura TSX.

 

Is this sorta like the 1st run of GMT800 "hybrid" that operates like a gas golf cart?

 

Yes, it is. You save a bit of fuel by not idling during extended stops, and you save a bit (if regen braking is employed) by launching the car the first few feet on battery power instead of slipping the TC or clutch off the line.

In the process, you also get a nice integrated starter/alternator that should last the life of the car if properly implemented.

 

What is it about the design that makes it that much more durable than a traditional starter/alternator and what would the relative difference in cost be if it did go out?

 

You're looking at a brushless electrical machine (motor/generator) when you go to start/stop, so you eliminate the troublesome brushes in the alternator and starter. You're also eliminating the starter engagement mechanics, which often present issues (wear and breakage). Finally, the whole device tends to be designed far more robustly, especially in terms of cooling.

I really don't think any of us would want to pay the replacement costs out-of-pocket. No clue what it'd actually be, but I'm sure that something like a BMW could run into the low-/mid-four figures

 

Hmm... wonder what they do about A/C? Electric motor? Also does the altenator/starter sandwhich between the crank and flywheel? If so what does that do for engine repsonse and those pesky high RPM shifting related issues with a heavy setup?

 

Its kinda neat to see the once laughed at feature of the GMT800 hybrid used by a BMW.

 

GM's problem was in the marketing of the system - they were like the kid who went from earning a D+ to a C and expected his parents to take him out for ice cream.

Instead of making a big deal about finally being in the hybrid business, GM should have simply stated that this new technology would be standard equipment on all GM vehicles before 2010 in order to improve its fleet economy by, say, 10%, and then started marching towards that goal. That would have been far more productive than trying to argue that the Silverado BAS "hybrid" deserved to travel in carpool lanes.