> Honda and Nisan use ICE as a generator and wheels are powered by electrical motor.

In some ways I'm surprised that more EVs don't have this as an option:

* https://en.wikipedia.org/wiki/Range_extender

Toyota's Power Split Device seems like a superior design to me.

1. Change the engine to Atkinson Engine. This makes low-end torque terrible.

2. Make up for low-end torque by paring a small 80 horsepower electric motor (which handles 0rpm exceptionally well). Atkinson Engine does 2000+ rpm / highway speeds exceptionally well. Use a computer + a 3rd electric motor to configure the planetary gears to make the EV motor #1 and ICE engine cooperate best.

3. Beef up the alternator into a proper generator (to charge the battery when its low). Use the motors to hold the car still if stopped at a stop-light but keep the ICE engine on the generator to build up the charge you need to take off later.

4. Use the EV motor as the starter (hook it up to the engine to start it up, much like a traditional starter).

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As such: the Power Split Device removes the alternator, starter, and traditional transmission (with the EV motor#1 and EV motor#2 + computer allowing different configurations / rotations to recreate alternator / starter / transmission-like behaviors).

With... here's the big magic... the ICE + EV Motor being able to assist each other on the highway. (Honda's ICE as Generator approach leads to 100% ICE on the highways). Toyota Prius has a better ability to mix EV vs ICE (even the ability to run 100% EV at the push of a button, though at dramatically worse performance since IIRC its only a sub-100hp electric motor).

> (Honda's ICE as Generator approach leads to 100% ICE on the highways).

Well, it's 100% when load is between zero and a reasonable maximum torque at the fixed gear ratio. If you lift, the engine shuts off, and if you command significant acceleration, the engine will revert back to generator duties.

Honda's system has an advantage on the highway too -- because no motor ever spins faster than the output drive motor, there is no speed ceiling at which the engine must run to prevent either MGs from overspinning. You can take a Honda hybrid to the speed limiter, lift the throttle, and it will go into EV mode immediately. This is nice in areas where you might end up coasting a lot on the highway because you can get some time with the engine off, even at highway speeds.

It’s a lot of extra weight to carry around and extra systems that can break and need maintenance. Especially tricky since they’re only expected to be used sparingly.

Batteries keep going down in price and weight

> And it simulates sound of gear changes during acceleration even if there are no gears whatsoever, since that's apparently what makes it more exciting and enjoyable to us petrolheads:

Only the gearheads who don't understand torque and efficiency curves! I hate that Honda made this change on their latest generation of Hybrids. It is an intentional performance compromise made just to satisfy the expectations of an uninformed buyer. RPM fluctuation under acceleration is a drawback of fixed gear ratio transmissions, not an advantage.

I'm not sure it's ICE rpms that are fluctuating, these could be artificial gear-shifting engine sounds through car stereo. At least I read comments that new Civic does that, didn't have a chance to drive new Honda hybrids myself.

It unfortunately is the ICE rpms fluctuating.

The artificial audio is also a thing, but if they only did it with that, you'd also hear the engine droning a constant pitch in the background.

Also notice how the 'power' meter is dropping (accurately) from 100% each time.

Nissan CVTs do this (or did, I guess they're phasing CVTs out) apparently in response to driver complaints. Seems most felt it disconcerting that it just stayed at one RPM, even if it is more efficient and performant.

I recall, but that got on my nerves less because those transmissions sucked to begin with. :)

Wait, does it also simulate the feel of the torque curve?