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Well, the E63 M6 we’re showing you in the video below was tuned by the guys from G-Power and we all know what that means. We’re talking about their SK III RRS Bi-Kompressor system that is comprised of two centrifugal superchargers that will blow the power output into oblivion. Of course, installing this huge package on your M6 will also require a big bump in cooling and a lot of additional parts and, unfortunately, the price is hidden and only available on request.
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The model has recently had its media launch somewhere in Austria, and a number of automotive publications have already starting dishing out written reviews about it, while others are uploading whatever footage they could take from the test drives. Germany’s dominant and influential automotive magazine Auto Motor und Sport initiated long term reliability tests way back in 1962, when it subjected a VW to a 15,000 km test. AMS subjects numerous cars per year to the 100k test, and no car had ever aced it (zero defects). Hardly ever does the basic engine or transmission of modern cars have fundamental reliability issues in these tests.
The Toyota eCVT is much more complex, and expensive than a good old traditional manual transmission, though it does have less moving parts and is less complex than a traditional automatic. As far as Toyota moving to an electric water pump on the Prius I wouldn’t get to excited about that, as it will eventually fail and it is a $400 part instead of a $50 part driven by a $20 belt. I don’t think this test says as much about the reliability of Toyota vehicles Hybrid or otherwise as much as it says about the lack of reliability of European cars. I’m sure they do test a range of vehicles that are available for sale and make up a reasonable percentage of vehicles sold there. That Yaris Hybrid-R is an exciting ultra-high performance street racer, which has nothing in common with their production hybrids.
Electronics are intrinsically capable of much greater reliability than oily moving parts, when engineered and built for high quality. I really don’t know why you keep bringing up manual transmissions, Eric, since I know you understand how a full hybrid works. Because you keep stating that the eCVT as used in Ford and Toyotas is some mythical perfect beast with no faults or draw backs what so ever. Fact is a conventional manual transmission can be extremely durable and is relatively cheap to make, at least with a reasonable number of gears.
Mike, when was the last time you heard of someone with a blown (conventional) Toyota transmission?
I’m just saying that well-made machines with fewer moving parts tend to be more reliable, all other things being equal.
Switching to a MT would be a trade off, likely decreasing the city type MPG while definitely increasing the hwy MPG. A great example of the facts are demonstrated by looking at the MPG numbers of the last Camry with a manual trans the 2011 and comparing it to the same year Hybrid version.
Of course the majority of driving done by the majority of drivers is City type driving and the majority of those looking to buy appliance type cars overwhelming prefer an automatic trans so the eCVT is a great solution. For the record there is a vehicle with an eCVT in my driveway, so I’m not anti eCVT I just recognize the engineering trade offs and made my choice based on what was best overall for the particular use the vehicle will see the majority of the time.
However in this conversation the question was of reliability and durability and the fact is that a manual trans is the most reliable, durable option that also happens to transmit power with lower losses. Here is another great example that shows the effeciency that the Atkinson cycle engine contributes to the MPG of a Hybrid that has nothing to do with a CVT.
Note there are situations where the non-plugin Toyota and Ford Hybrids will shut off fuel to the engine and it will spin, mainly to provide engine braking, but occasionally if the Battery SOC is high enough and the power needs low enough it can be propelled purely by the motor but operation in that mode is pretty limited since turning the engine creates a lot of drag. There is not one single gearbox, manual or auto, that has less moving parts and less losses than the Hybrid Synergy Drive transmission.
You coming here and saying the opposite is simply tragic, if not hilarious, for someone who is so bold on his posts. Sorry Eric, but on the very same first post I see yet another proof that you now nothing about the Toyota Hybrids, and you keep on bashing them for nothing.

2) You fail to mention, as a consequence of not knowing a thing about what your talking about (Toyota Hybrids) that while the original pump was forced to run whenever the engine ran (normal in conventional vehicles) the new water pump works ONLY when required, and has a VARIABLE FLOW rate.
This is one major feature that contributes to a far batter engine temperature management, allows the engine to warm up quite faster, etc, so many things and consequences that I won’t spend too much time here explaining.
The bottom line is that the engine water pump operates for FAR LESS TIME, and with FAR LESS EFFORT, than the original pump. I would say that it comes down to the quality of the parts, engineering and management of the assembly process, more so than the number of parts. Simple the motors each have a rotor as the only part that moves (along with their respective bearings, and it has a single planetary gear set. Many cars imported used into NZ from Japan have never had the bonnet opened since they left the factory, nothing goes wrong, why disturb it? I look at a test like this as very meh… What part of this am I supposed to be impressed by? CR had high marks for the Ford Fusion Hybrid’s reliability, which seems incredible to me.
The Pinto’s problems were more likely to be rooted in the lax quality control standards used by all of the domestics (and the Europeans) at that time. The Ford Fusion Hybrid’s eCVT is made, to Ford design parameters, by Aisin, a subsidiary of Toyota. Note only the 2010-12 Fusion Hybrid and Escape Hybrid use an eCVT produced in Japan at an Aisin plant.
My understanding is that Ford independently developed their full hybrid system, and licensed Toyota’s patents when they issued.
Ford did develop their system independently and did a patent swap with Toyota for some aspects of their system, so they don’t pay any fees. A work colleague has the new Auris (Corolla) non-hybrid with the 1.8 and CVT, they finally replaced the old 4sp auto. I found the Camry hybrid I drove to be the same, due to taking off under electric power only until the engine started up. An irony, that Chevy ranks much higher than Vauxhall, a sister brand, whereas Ford & Mazda are adjacent despite being a bit more separated, corporately speaking.
This survey is of 3-8 year old vehicles so when the bulk of those vehicles were built Mazda was still closely tied to Ford as Ford had controlling interest at that time. The 5-liter V10 was drastically improved and the German company used its latest offerings for it. Basically, you will be doubling the power output of the stock car, going from 500 HP to 1,001 and 900 Nm (664 lb-ft) of torque.
Well, you don’t have to guess because the tuner also provided a nice little video for us to watch, to see how their car performs with the new numbers.
Well, apparently AMG speed limiters aren't that well thought out, and the video bellow will prove it.
This was at a time when pretty much no one was subjecting cars to extended real-life evaluations, certainly in Europe. Toyota’s hybrid system is mature, with millions of units over 15 years in Japan, 13 years in the US. The engine is now pared down to its essentials, with no belts, no distributor, no mechanical takeoffs of any kind. The advantage of the conventional manual trans, even in Hybrid applications is not lost on Toyota, one only has to look at Toyota’s most recent concept car.
If the longevity of the electric pump is anywhere near that of the previous conventional water pump used on the Prius you could be replacing it somewhere between 60K and 120K miles.
As you noted the Corolla is typically quite reliable so have they tested one of those in the past?
Likewise high-power electric motors and drives, as witnessed in zillions of hours of industrial service. For the rest, ask yourself why internal-combustion-engine (ICE) cars need to have transmissions. It needs a range of gear ratios to match the wheels to the only speed range where the engine has enough torque. Plus by adding a second smaller motor-generator, a planetary gearset is all the transmission you need to maximize efficiency of both the ICE and the motor drive at the same time.

The Infinity M series in conventional guise it is the M37 with a conventional torque converter 7 sp automatic with EPA ratings of 18c 26h. The range of that planetary is controlled by being directly connected to one of those motor generators. The owners know that they have only a limited life before they disappear on a ship, and they often have had pretty much zero maintenance. I know there have been some magazines that have had Chrysler products be absolutely flawless for their 40K test, yet have had oil eating suspension breaking Porsches also. However the rest of it is pure Ford either made by Ford or other suppliers and many of those items are covered under Ford patents.
The 2013 Fusion Hybrid and CMax do not use an Aisin eCVT, they are produced in the US at Ford’s VanDyke transmission plant. But Aisin makes a huge range of parts so it is highly likely that they use or have used at least some other Aisin parts. 1,001 HP if I remember correctly, and the auto industry’s heart stopped for a moment. It started out amazingly reliable, landing at the top of Consumer Reports’ most reliable cars list several years running. Of course if you regularly take it to a dealer they will tell you replacing it is normal maintenance, and it will likely get replaced before it fails. Electric motors and steam engines have lots of torque from zero right through the full range, so they drive straight to the wheels.
However many times mfgs show concept cars that do use technology that will eventually make it to their production cars. The Hybrid version the M35h also uses the same basic conventional 7sp automatic, but replaces the torque converter with a computer controlled dry clutch and motor generator then adds a wet clutch on the transmission output its EPA ratings are 27c 32h.
Conventional automatics have multiple planetary gear sets and all sorts of servos, clutches and bands to engage or stop the various elements of those gear sets along with a pump to generate the hydraulic pressure, and solenoids and governors to allow that hydraulic pressure to operate those items. Back then it was a number that just boggled the mind but when you read about why the car was put in production with that much grunt you’d understand exactly what happened. Just don’t expect them to replace it under warranty as they have a different standard on what constitutes weepage vs leakage when it is still under warranty. So it wouldn’t surprise me if we do see Toyota slipping a manual trans Hybrid in the line up though we will almost certainly never see it in the US.
With a 3 planet style planetary trans there are 3 times as many interfaces, each of the planets has two interfaces on with the sun gear and one with the ring gear. The eCVT even has far fewer moving parts than a conventional manual trans in a common 5sp configuration. Well, the Corolla does do pretty well in reliability rankings just about anywhere you look. Ford, unlike GM with the Vega, intentionally used tried-and-true components with the Pinto. But what about all the other myriad of small (and not so small) issues that crop up over an extended period of miles and time?
On the subject of the supposed fewer moving parts the Prius’ cooling systems are a great example of how they are much more complex and contain more moving parts than a conventional car. This of course by spreading the load over more interfaces makes the planetary stronger if the gears in each is made from the same material. Using the thermal efficiency of the Prius Atkinson cycle engine 37~38%, and assuming they have achieved a similar efficiency with the Camry engine, and comparing that to the a general efficiency of an engine operating on the Otto cycle which is 25-30%. We’re talking about anything and everything that could be noted to be an aberration of any kind from the as-delivered brand-new status.
In later models there are 3 yes 3 water pumps and in the newest ones they are all electric and very expensive.

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29.04.2014 admin

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