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The Rise of levitra perscription required the REEV

This year's Detroit Auto Show marks the only for you viagra for women first time I wrote the acronym REEV, and also the first time I saw it in print. So I guess we're just going to have to accept it; REEVs are the new thing to look forward to. While we spent a long time in the '90s waiting on hybrids, now it's time to stop being excited about hybrids and discount viagra start getting excited about REEVs.

So I know what you're thinking...WTF is a REEV. It's a "Range Extended Electric Vehicle" and we're going to be seeing a lot of them soon.

The idea of a REEV is that an electric motor drives the car 100% of the time. REEVs plug in to your house and charge overnight or while you're at work (4-8 hours depending on batteries), and then the REEV drives purely on the more-efficient (though still not carbon-neutral) grid power for a set number of miles (generally betweem 20 and 60.)

After those 20 - 60 miles of driving, a small onboard generator kicks on to recharge the online us viagra batteries and "extend the range" of the electric vehicle. This onboard generator can be anything that produces power: gasoline engine, diesel engine, ethanol engine, or even a hydrogen fuel cell. The vehicle remains as efficient as a hybrid even after the grid power is all used up because they still use regenerative braking.

At this year's Detroit Show we saw half a dozen REEV concepts. Three from GM (all of which were released in the last year) the Chevy Volt, the Saturn (Opel) Flextreme and the Cadillac Provoq. From Chrysler we saw two REEVs, the Jeep Renegade and the Chrysler ecoVoyager. And from Fisker, we have the Karma, which can be considered a REEV, as it is all-electrically drive for 60 miles.

The Fisker, however, is actually a production vehicle. The difference is that the internal combustion engine doesn't just charge the batteries, it also runs the car, so it is not technically a REEV.

We've also seen REEV concepts from Ford Volvo and VW this year, but somehow Toyota seems to be staying 100% out of the game, promising that the only REEV that will ever be economically viable are diesel locomotives (which, interestingly, have been REEVs for over 30 years.)

Unfortunately, there are a lot of details to work out. Making sure the batteries are safe, integrating them into the vehicle, and engineering the software and hardware to make everything run smoothly and viagra buying online then doing a heck of canadian pharmacy generic levitra a lot of quality assurance on a technology that has never seen the light of day.

However, GM has set a June date for testing the first REEVs. These won't be a production model, just hollowed-out Malibus, but it is a first step, and it's coming soon. GM hopes to have the Volt REEV out on the road by late 2010, but by all reports, that's a very optimistic date. But I suppose we will see.

One thing is for sure, the hybrid's days as the canadian pharmacy online most ecological drivetrain on the road are numbered.

Note: GM paid for my travel to attend the Detroit Auto Show.

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Comments (15)Add Comment
Good News
written by Ammy Short, January 15, 2008
Yes you are totally right.
Electric vehicles are very good to be excited about. They are more convenient and very efficient. They are more secure to drive, because they are making driving less complicated and more controlled than the cars of the past.

So I am looking forward to switch to an electric car in the near future.
REEV instead of PHEVs?
written by ASiegel1, January 16, 2008
So PHEV is now, well, so passe?

Thought it was serial plug-in hybrid or parallel?

Guess this didn't work for the industry?

And, the EFS Trinity doesn't count in the equation?
What is the Carbon Footprint?
written by Greg, January 16, 2008
150 mpg sounds impressive, but the energy still has to come from somewhere. In this case, it is whatever the local utility uses to genrerate electricity--coal, gas, etc. So while these vehicles may reduce gaoline dependence, what is the net carbon footprint of running on electricity? Ideally, one could purchase solar panels to offset the best dose for daily cialis electrical use. I would be interested to see the math for that.

This is the 'ol energy conundrum--oil dependence vs. carbon foot print vs cost of alternatives. It depends on what one values as to what one will choose.
repair windfall
written by James Staunton, January 16, 2008
I've been following the evolution of the electric car, and one issue I haven't seen explored much is the relative simplicity of the electric motor/drivetrain to the internal combustion engine. With the high reliability of the electric motor, the many parts from internal combustion engines made obsolescent, I wonder what kind of impact this will really have on the auto makers, who definitely make a load of money off after market parts and repairs. Is this a BIG reason for their foot dragging?
I'd love to see an article that explores and analyzes this aspect in depth.
electric simplicity
written by kballs, January 16, 2008
James, at least in the case of most near-future REEVs (read: non-hydrogen-fuel-cell), they will still have an internal combustion engine in the genset... though it will make it simpler because it won't have to run and produce power and manage emissions at a wide range of revs, and they should run longer between major repairs and best canadian pharmacy maintenance since most typical daily driving will be all-electric (mostly running the ICE on long weekend road trips).

What I do look forward to is having independent electric motors connected to each wheel (whether in the hub or inboard connected with CV shafts so the motor mass isn't unsprung). This eliminates transmissions and differentials, in turn eliminating need for gear oil and complex limited-slip/torsen/locker systems (since every wheel has power regardless of whether the 50 mg levitra others are slipping), and thus improving driveability (on and off-road) and improving efficiency by eliminating lots of propeci a sale friction and rotating mass. However I do see that most of the REEV systems in this article still use at least one differential (I think I remember one of them using a single electric motor to power all 4 wheels through a more traditional differential system), a shame. I understand there are cost issues having individual motors for each wheel, but when you split 1 motor into 2 you cut it's power requirement in half (and eliminating the differential means more effective power because of less friction and rotating mass), lessening the cost of the individual motors to almost (but not quite) as low as 1/2 the cost of the 1 big motor (so total cost should only go up a little if not down, especially after eliminating the cost of a differential).
People really need to watch "Who Killed
written by Anonymous, January 16, 2008
Electric vehicles were not only economically viable, they were in production and on the market. That is, until somebody squashed the project and destroyed all of the vehicles.
Not a choice for everyone
written by Anonymous, January 17, 2008
Unfortunately, a plug-in car is not an option for me or many people who live in cities or who have street parking (I'm in a development of "ungaraged" townhouses where park is catch as catch can). I wonder how that impacts the ability to sell these cars in some of the most densely populated areas.

Now, when the day comes when there are distribution centers that can "fast charge" cars, cars that can use that charge over days, not hours, then we can access these critical populations.
written by stands2reason, January 20, 2008
I thought it was called a plug-in hybrid?
written by Dan Frederiksen, January 21, 2008
REEV is a battery electric vehicle with a backup generator for when the batteries are flat so you can always go any distance. the advantage is removing the range handicap and only here best way to take viagra less battery cost because the buy tramadol with mastercard max battery range is less important
written by Dan Frederiksen, January 21, 2008
REEV and PHEV does actually mean the same but REEV is mostly associated with the backup generator kind. a distancing from the Prius bastard
REEV = series hybrid
written by brian blum, June 13, 2008
The parallel hybrids such as the Prius are not the way of the future, the series hybrid (now REEV) is much simpler and potentially much cheaper and reliable, the components will be commoditized in a modular design. It gets around the problem of range, batteries have always been the problem with EV's, the technology today is ready for REEV's and the battery cost and weight is reduced by using smaller packs and an IC engine and generator.
REEV != series hybrid
written by Mike, December 11, 2008
REEV and series hybrid vehicles are not the same, though they are very close siblings. A REEV vehicle is designed to operate as a 100% electric vehicle until the look here cialis delivered overnight battery charge falls below a certain level. After that threshold is met, it operates as a series hybrid.

This has a number of advantages...

Statistically speaking, most people make lots of short trips. IIRC, a REEV with a full electric range of about 60 miles will mean that 80% of the trips in the United States will not involve an ICE at all. A normal series hybrid will still burn fuel in an ICE during these trips. When the ICE does kick in, the fuel efficiency is still as high as a series hybrid.

Grid power, while usually not carbon free, is much more energy efficient than an ICE. This is not due to policies or nefarious plans by fuel makesrs or auto companies, but a basic consequence of the laws of thermodynamics. So the impact of that first 60 miles or so is far less than that of a series hybrid.

REEVs can easily be set up to charge overnight, when the power off the grid is likely cheapest and cleanest.

REEVs don't require much specialized infrastructure, and can be charged from a standard household outlet.

REEVs can be somewhat lighter, since they don't need as much battery capacity as a practical electric only vehicle.

Operators are more likely to choose a REEV over an electric only vehicle, since they have less likelihood of getting stranded without charge.
written by Daniel, April 22, 2010
Responding to Kballs. I would also like to see electric motors driving each wheel but you cannot hook the motor to the wheel directly because the optimal operating range for an electric motor is 7000 to 10000 Rpms which is obviously to fast for a wheel so gears would have to be used to control the power to each wheel. The gear changes would have to be coordinated so the gear changes at each wheel would occur at the same time. You would also have to adjust the power and speed to compensate for curves since the visit web site buy cialis where outer wheel has to travel further than the inner wheel. I think a motor, a small transmission and canadian meds viagra a differential in both the front and in the rear would be an easier system to design and maintain.
I'm interested in an extended range vehicle because it would be efficient, quite and less messy. I just don't like the sound of traffic on the highways. I prefer a quite car so I can hear the stereo better. Also I think a car like this would be cheaper to maintain and operate.
The Co2 is not an issue that I care about. The Co2 levels in the atmosphere need to go to 1000 ppm for optimal plant growth. Plants suffer when Co2 levels go below 300ppm and trees would die if Co2 drops below 200ppm. The current atmospheric levels of order usa levitra online Co2 380 ppm is not much above the level where plants start feeling stress. I love beautiful green forests and grasslands and I want a much greener world. Right now the forests in my Smokey Mountains are under a lot of stress and I am seeing a lot of disease in the trees. A higher level of Co2 would help them heal. Trees and plants need Co2 to breath like we need oxygen. When people get sick we give oxygen. When plants get sick they need more Co2. From ice cores we find the earth's atmosphere used to have hundreds of times more Co2 than today's atmosphere but most of that co2 is now locked up in limestone, plant material and coal. If you research the Co2 cycle you will find that Co2 dissolves in the soil and in ocean water and combines with calcium to form Calcium carbonate (limestone). This is also the stuff that clams and choral use for their shells. I used to be concerned(worried) with our burning fuels until I did a ton of research. Under Boyles law we will run out of fuel to burn long before the atmospheric co2 levels reach 1000ppm. The portion of Co2 we contribute is small compared to natural sources such as volcanos and buy softtabs viagra termites. Instead of worrying about having too much co2 we need to worry about having to little Co2. Compared with Co2 levels a few million years ago the levels now are very close to the danger level because the plants and the oceans are too good at processing the Co2. We are beginning to run out of fossil fuels so the increase in co2 will end and our forests and plants could be in trouble in a couple hundred years.
written by bill, August 11, 2010
elictric motors run at many differnet speeds and have almost full torque from the start.....a standard industrial electric motor runs 1750 RPMs but a simple household reostat??? can control its speed....I think direct wheel mount drive motors are being used by some designers
independent at-wheel motors
written by Lawrence, June 28, 2011
The unsprung weight of such motors is also a consideration?

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