The Hyundai Motor Group, encompassing
both the Hyundai and Kia
brands, is known as one of the most aggressive competitors in the global auto
business.
And the
company has big plans for expanding its lineup of green vehicles, as we learned
in an interview last week with Ki-Sang Lee, a senior vice president who's head
of its R&D Center for "eco-friendly vehicles."
We
spoke with Lee and several other company executives at last week's Detroit Auto
Show, at which the company launched its 2016 Hyundai Sonata Hybrid and
Plug-In Hybrid models.
The
following questions have been condensed and reworded from a wide-ranging
interview. They summarize the points made by Lee and his colleagues about
future green vehicles from Hyundai.
How does the 2016 Sonata Plug-In Hybrid
differ from the regular hybrid model?
We have
increased the output of the electric
motor from 38 to 55 kilowatts (51 to 74 horsepower), so it can power the car
alone in charge-depleting mode.
We
consider this system to be the second generation of our hybrid technology,
after we launched our first hybrid for 2011 and revised it for 2013. The engine
is smaller (it is now 2.0 liters), and the battery is more compact.
For the
plug-in hybrid, drivers always want more electric range, but they
don't think about the price. They just say they want a range that's as long as
possible.
Extra
battery capacity in a plug-in hybrid is often unnecessary, something that
drivers don't use often, and it increases the weight and the price of a
vehicle.
We
think about the price of the whole system. We believe that up to 30 miles of electric driving
can be provided at a reasonable price, and it will cover more than half of the
daily driving people do in the U.S.
How will you evolve that system in years to
come?
The
third generation of our hybrid system will come next year, in our dedicated
hybrid vehicle.
That
will use our dual-clutch transmission (now offered in the U.S. only in the 2015
Hyundai Sonata Eco model),
rather than the adapted six-speed automatic transmission in today's hybrids.
We have
developed range-extended electric vehicles in
our research labs, but only to prepare for possible future use.
We have
not decided yet if that is a technology we would offer.
So Hyundai will have hybrids, plug-in
hybrids, and a dedicated hybrid-only vehicle soon; what about electric cars?
The
platform we will use for the dedicated hybrid can also be used for plug-in
hybrids and battery-electric
vehicles, with only minor changes to the exterior.
For electric cars, we feel a
battery must deliver up to 200 or 300 kilometers (124 to 186 miles) of range.
But
these are relatively small vehicles, for use as city cars. For larger vehicles
that cover longer distances, we believe the hydrogen fuel cell is the solution.
But we
are also preparing higher-capacity batteries. Perhaps we will offer optional
systems that provide more range, but they will come at a higher price.
Lithium-ion
batteries still have room to improve. We guess that by 2040 or 2050, we will
have a next generation of energy storage for vehicles with a dramatic increase
in energy density.
That
will allow pure electric
vehicles to increase their range beyond 180 miles. But we still feel hydrogen
fuel cells will be at the top of the range.
How do you see hydrogen fuel-cell vehicles
evolving?
They
will provide a range of up to 500 or 700 km (310 to 435 miles), and after 20 to
30 years, fuel-cell cars can be competitive on price with gasoline vehicles.
Infrastructure
is a challenge, of course. We are a car company, and we will work with
partners--like First Element Fuel. We have been talking to many partners for
several years.
Each
country will have its own strategy for providing hydrogen fuel. Right now,
government agencies in Korea and in the state of California are very
supportive.
But the
infrastructure is very complicated--and we have to make a profit on the cars we
sell.
What led Hyundai to choose a one-motor hybrid
system, rather than the two-motor design used by Toyota and Ford?
We
think that hybrids will rise to 10 to 15 percent of the global market in the
future. But customers are still hesitant, based on the price of the cars.
We
decided to use one electric
motor to reduce the total system cost. That gives us more room than the
competition in pricing the overall system.
Also,
our setup allows the electric motor to assist even at highway speeds.
Perhaps
we have a little bit of a handicap in city driving, but at higher speeds, our
hybrids can use both the engine and the motor. In two-motor systems, one of
those motors is used only to control engine speed.
So we
may have efficiency that's slightly lower in the city--perhaps 3 to 5
percent--but we gain 10 percent or more at highway speeds over the efficiency
of the twin-motor design. For American use in particular, that's important.
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