We certainly don't discount the need for BEV and in fact would have BOTH if they'd fit in the garage side by side. We'll likely cash in our r2 reservation in November.
Is there anything SM could offer to get you to switch from EREV to BEV?
- Thread starter cyure
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I think you are going to love your EREV when Scout delivers. Your use case is a perfect example of what a EREV can do better than a BEV and better than an ICE. EV around town when you don't need the range, gas for the extended trips where fast charging isn't an option. Extra range to accommodate the loss in efficiency when the truck is loaded up. The battery in the EREV may be smaller, but it will be plenty big enough to run a camp for a few days. So you don't need a noisy gas generator or a separate portable power station (the Scout is your portable power station).
Absolutely. I'll have 2 years in the bag of mental planning almost daily on how best to use the setup. One thing that I do plan on is still having a separate power supply of sufficient amperage to run things off-grid because utilizing good UPS capability is important. I really don't want to rely on the vehicle fully as this seems to be an area other manufacturers have really struggled with as far as reliability and consistency of power delivery. At least the power supply can be significantly smaller and less costly.
Sounds like a good plan. You should be able to make due with a fairly small power station. When the power station runs low, you can charge it from the Scout's V2L if grid power isn't available. That is what I do with my EcoFlow and Ioniq 5 V2L.
Do we have enough information on the proposed engine for the Harverster? I recall hearing it will be a 4-cyclnder VW sourced unit. I ask because I am genuinely curious how that engine will perform in the scenario outlined by @ROMR_Casey. Let's assume a fully armored Scout on 35's with a roof top tent and all the related gear required for an extended back country adventure. That's a heavy, loaded vehicle. How will this engine perform with a battery that hits its reserve just as you begin a 50 mile section of hill climb into the mountains. I'm thinking of I-70 in Colorado or Utah but there are many examples of extended uphill climbs where flow of traffic is 75mph+. Do we have the specificaitons to determine how the vehicle will perform in these circumstances? Apologies in advance if the following estimate is wrong. But, if a 4-cylinder engine only outputs 70-100kW (maybe on the lower end) a battery reserve would be required for many driving scenarios to maintain expected performance. Consider the power required to meet the needs of a roughly 8000 vehcle (when loaded for a back country trip) driving an extended uphill with a few 7-8% grades in the mix over 50-100 or so miles. Seems this would be an important consideration and would require a bit of trip planning as well to avoid a situation where the motor output is derated to match the genset. Imagine not being able to pass a slow moving semi in the mountains or worse holding up traffic on a one lane mountain road for 50 miles. A 70kW genset might actually struggle in much milder conditions than I descrbed. Towing a camping trailer would make the problem much worse. I'm very curious. We've touted the benefits or EREV which are valid but have seemed to gloss over the downsides outside of maintenance. Most of the EREVS coming out in China are running into the issue of undersized gensets. I'm not anti-EREV but this seems to be a serious drawback. @SpaceEVDriver how far off am I with this concern? Scout engineers are most certainly aware of this requirement but as @ROMR_Casey says "physics is physics" and you can only pull som much from a 4-cylnder engine tuned to operate as a generator.
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