ABG First Impressions: Two-Mode hybrid Dodge Durango/Chrysler Aspen
Click the photo for a high-res gallery of the Durango and Aspen hybrid prototypes
Yesterday morning, AutoblogGreen had the privilege of being the very first media outlet to drive Chrysler's upcoming hybrid SUVs. We already knew that DaimlerChrysler was partnering with General Motors and BMW to develop the Two-Mode hybrid system that we drove last month on the Chevy Tahoe. Chrysler's first hybrid application will be on the Dodge Durango and Chrysler Aspen.
The Chrysler SUVs are still about a year away from start of production and aren't yet to the same stage of development as the GM vehicles. In fact, by the time the Chryslers hit the market, GM will have the Tahoe/Yukon/Escalade, the Sierra/Silverado pickups and the Vue crossover all available for sale with the Two-Mode system.
Read ABG's initial driving impressions of the Two-Mode Durango after the jump
Gallery: Dodge Durango Hybrid prototype
The configuration of the hybrid system on the Durango is pretty much like what GM did on their big trucks with only one engine combination mated to the Two-Mode transmission. The transmission is the same unit GM is using, but Chrysler has their own control software. To recap, the electronically controlled planetary gear continuously variable transmission has two liquid cooled electric motors integrated into the unit.
In addition, the clutches in the transmission allow for four fixed forward gears for higher speed driving. The unique second mode of the system allows the clutches to provide a direct mechanical drive path to send torque straight to the wheels without going through the motors. This allows for greater highway efficiency than other strong hybrid systems. Reverse drive is provided entirely by the electric drive with no reverse gear being incorporated into the transmission. If the battery charge level is too low, the engine will start just to charge the battery.
Like the Tahoe, the nickel metal hydride battery pack is mounted underneath the second row seat and is unobtrusive. Unlike the GM vehicles, which will offer both rear and all-wheel-drive versions, Chrysler will only offer all-wheel-drive with the hybrid. The stated reason for doing this is to maximize the regenerative braking capability by capturing the kinetic energy from all the wheels.
The two vehicles that Chrysler brought out for us to drive are still at least three prototype levels away from the production version. Given the relatively early stage these vehicles are in the driving opportunities were limited, with a loop of the Ride Road at Chelsea and some low speed driving to check out the EV mode. The powertrain worked smoothly and without any hiccups. Like GM, Chrysler has taken advantage of the hybrid system to expand the range of use of the MDS cylinder shut-off mechanism on the 5.7L Hemi V-8.
During the short drive the only problem area that showed up was in the brakes. During deceleration it was possible to feel some changes in deceleration at the system transitioned between regen and friction braking. With a year to go before production, software updates to the brake system should definitely iron this out. As for the hybrid drive system, transitions between electric drive, four cylinder and eight cylinder modes were completely seamless just as they were on the Tahoe. Unlike the four-cylinder hybrid systems that I've tried, the engine startup was imperceptible except for the muted sound of the Hemi.
At this point there are no cosmetic differences between the hybrid and conventional Chryslers, but that also may change. As with the GM hybrids Chrysler is projecting a fuel efficiency improvement of twenty-five percent overall and forty percent on the highway in the city. After driving the truck I spoke to Anreas Truckenbrodt who is the Executive Director of the hybrid development center. As always he was reluctant to talk about future unannounced products, but he did acknowledge that the two-mode system will move beyond the Durango/Aspen in the Chrysler lineup, and that the company is actively working on a mild hybrid system for lower cost applications as well.
Ford may have been the first domestic to get a hybrid to market with the Escape and they do have the Fusion/Milan coming soon, but they haven't shown or talked about anything in the larger vehicles. Along with GM, Chrysler is well on its way, and Ford would be wise to get something going on the Expedition and their large crossovers soon.
In addition, the clutches in the transmission allow for four fixed forward gears for higher speed driving. The unique second mode of the system allows the clutches to provide a direct mechanical drive path to send torque straight to the wheels without going through the motors. This allows for greater highway efficiency than other strong hybrid systems. Reverse drive is provided entirely by the electric drive with no reverse gear being incorporated into the transmission. If the battery charge level is too low, the engine will start just to charge the battery.
Like the Tahoe, the nickel metal hydride battery pack is mounted underneath the second row seat and is unobtrusive. Unlike the GM vehicles, which will offer both rear and all-wheel-drive versions, Chrysler will only offer all-wheel-drive with the hybrid. The stated reason for doing this is to maximize the regenerative braking capability by capturing the kinetic energy from all the wheels.
The two vehicles that Chrysler brought out for us to drive are still at least three prototype levels away from the production version. Given the relatively early stage these vehicles are in the driving opportunities were limited, with a loop of the Ride Road at Chelsea and some low speed driving to check out the EV mode. The powertrain worked smoothly and without any hiccups. Like GM, Chrysler has taken advantage of the hybrid system to expand the range of use of the MDS cylinder shut-off mechanism on the 5.7L Hemi V-8.
During the short drive the only problem area that showed up was in the brakes. During deceleration it was possible to feel some changes in deceleration at the system transitioned between regen and friction braking. With a year to go before production, software updates to the brake system should definitely iron this out. As for the hybrid drive system, transitions between electric drive, four cylinder and eight cylinder modes were completely seamless just as they were on the Tahoe. Unlike the four-cylinder hybrid systems that I've tried, the engine startup was imperceptible except for the muted sound of the Hemi.
At this point there are no cosmetic differences between the hybrid and conventional Chryslers, but that also may change. As with the GM hybrids Chrysler is projecting a fuel efficiency improvement of twenty-five percent overall and forty percent on the highway in the city. After driving the truck I spoke to Anreas Truckenbrodt who is the Executive Director of the hybrid development center. As always he was reluctant to talk about future unannounced products, but he did acknowledge that the two-mode system will move beyond the Durango/Aspen in the Chrysler lineup, and that the company is actively working on a mild hybrid system for lower cost applications as well.
Ford may have been the first domestic to get a hybrid to market with the Escape and they do have the Fusion/Milan coming soon, but they haven't shown or talked about anything in the larger vehicles. Along with GM, Chrysler is well on its way, and Ford would be wise to get something going on the Expedition and their large crossovers soon.
Reader Comments (Page 1 of 1)
Donnie 1:06PM (2/14/2008)
Little late for adding comments...but I have different numbers.
I drive the 2007 Durango LTD 4x4. I get around 14/City and 18-20 Highway already just from the variable displacement technology. Those are real numbers, I reset my MPG before and after every road trip and I do about 30K miles/year so I feel I have very solid numbers.
Would a hybrid improve my city milage up 40% to close to the same as my highway? I drive pretty conservatively and my milage is close to even between city/highway. I've always been able to beat the estimated MPG by a little bit in vehicles because I don't have to be the first one off the line when the light turns green, so what I would like to know is if the 40% increased efficiency applies to my already increased efficiency or if the introduction of hybrid technology resets me back to the way normal people drive plus 40%?
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Alric Lopez 12:11PM (6/22/2007)
MPG please.
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Sam Abuelsamid 12:17PM (6/22/2007)
This far from production, Chrysler won't quote any specific numbers. However the revised 2008 style numbers for the 5.7L Hemi Durango are 13 city/15 mpg combined. Based on the 40%/25% improvement estimates we can probably expect somewhere around 18mpg city and about the same for combined. Highway will probably be somewhere around 19-20mpg.
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Don 4:29PM (6/22/2007)
That just doesn't seem worth it for such an expensive, complex powertrain.
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Dave R 4:49PM (6/22/2007)
Sam, the article said 25% overall and 40% highway, not city. Not sure if that's correct or not since most hybrids gain the most efficiency in the city.
But if it's correct, that will bump your highway mileage from 18mpg to a decent 25mpg, about the same as your typical V6 sedan sold today.
If you drive the truck 15k miles a year at $3/gallon, the current one will cost you $3k/year in fuel. The hybrid will save you $600/year in fuel costs alone (not to mention the environmental benefits).
Anyone know what the price premium will be?
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Sam Abuelsamid 6:21PM (6/22/2007)
Sorry Dave, that was a brain fart on my part after a long day. That should have said forty percent in the city.
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schlammbad 7:16PM (6/24/2007)
"Ford may have been the first domestic to get a hybrid to market with the Escape and they do have the Fusion/Milan coming soon, but they haven't shown or talked about anything in the larger vehicles."
Not true, unless you're specifically talking about gas/electric hybrids. Ford announced they were working on hydraulic hybrid technology with the EPA some time ago. The last update I recall was a Ford F-150 featuring the technology would be offered in 2008 and that the technology will scale nicely to commercial trucks, such as delivery and garbage trucks.
What this hybrid technology probably will not do is work well in a plug-in configuration. Although you could "charge" the system by operating an electric hydraulic pump to pressurize the system, there may not be enough "storage" to have a lot of meaning for a heavy vehicle. But, because of its high efficency between regenerative braking and launch assist, it offers significant improvements in efficienty in frequent stop-and-go situations.
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Yggdrasilly 10:44AM (6/25/2007)
"Anreas Truckenbrodt"
Awesomest name ever.
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TG 12:32AM (7/03/2007)
** To recap, the electronically controlled planetary gear continuously variable transmission has two liquid cooled electric motors integrated into the unit.**
=========== Sorry, but hat is one mess of mechanical parts. Good design is simple and efficient ... for the customer / owner.
Good design for the maker / seller is lots of bleeding edge complexity for after sales cash flow.
I don*t need two electric water cooled motors buried in a mess of planetary gears and friction energy transfer surfaces thanks. = TG
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Mark 3:34AM (7/06/2007)
Why would the engineers run water cooling into the tranny? It's already filled with a very sophisticated lubricating, cooling, friction control fluid. And, unlike water, that fluid is inherently non-corrosive and does not need dissolved metal salts to stop corrosion. Of course, this requires a somewhat larger transmission cooler. Various articles on this design have stated that it requires more airflow through the front fascia; I suspect that the larger tranny cooler is the reason.
As to the objection about the complexity of the gears, friction clutches and such, remember that the automakers have a lot of experience with this problem; it's called an "automatic transmission." They've gotten pretty good with it over the last fifty years or so. (Read about the Lepelletier planetary gear arrangement somewhere.)
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Rick K 4:08PM (10/01/2007)
Ok, so the HEMI is rated for 345 HP/375 TQ alone. What will the electric motors add?
Most importantly (to me, anyway), what will the impact for towing be? I do a LOT of towing. The Durango is attractive to me BECAUSE of it's excellent towing capacity. I dearly hope the hybrid p-train will not compromise this remarkable towing capacity (8,750 for AWD, currently).
Will a low range be available? I use my low range fairly often....
And please, PLEASE, Dodge/Chrysler, make this powertrain available on ALL the Durango platforms, not just the Limited.
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