A good one kW motor might produce 100 kW of power for a few microseconds or even much longer. But a casual look at the reported numbers shows that you can have a maximum of 13.8 minutes of operation in this car at 100kW. This means that you can go only twenty miles.

With a range of 75 miles, this car actually uses about 300 watt hours per mile. If there is an assumed average speed of 75 MPH, then the maximum average power used is 23 kw or 30 hp.

To many people, the mention of horse power or kW of an engine implies that it is used or needed much of the time. This is not the case, and the advertised horsepower of an automobile motor or engine is never available at the wheels or even at the transmission. On the other hand, 100 watt light bulbs use 100 watts. One kW pumps will pump at one kW if connected correctly.

The examination of the actual produced power of an internal combustion engine compared to the rated power is much more complex, but with several now cheap additional sensors, the engine control computers are more than capable enough to calculate and display the actual power delivered to the wheels, the rate fuel is being used in watts, the efficiency of the engine and the fuel use efficiency. The fuel use efficiency decreases with speed. Such indicated values could train people how to drive more efficiently. No automobile producer would want the customer to know that his 300 hp engine produced an average of 15 when being driven.

The low average produced power of an engine is the best argument for hybrids, especially series hybrids.

It is true that a large or even standard sized motor vehicle requires 20 to 50 kW to operate at high speeds up some motorway grades continuously, and vehicles needed to be used frequently that way must have that ability, but most use of motor vehicles requires far less power. It is even not a great disadvantage to climb a hill at lower speed than the maximun allowed, lorries do it all the time because it is not economical to buy and operate an engine large enough to climb at full speed.

At zero speed the power production of an electric motor is zero; There is a great deal of torque available at zero speed. Permanent magnet motors are not as well suited for traction as are induction motors or Switched Reluctance motors because the motors without magnets are more resistant to heat and overloads.

The drive electronics and the car motors themselves are very expensive for most of the production and prototype electric drive cars. Their cost and complexity is not worth the money in most cases because the additional cost is never repaid by the increased efficiency and in many cases, such as this proposed car, the system is un economically excessively large for most automobile use. Lower power DC motors with brushes could be used with simple controls that have no high power electronics. The variety of ways that field coils of electric motors can be used to modify the performance may well be worth their expense in efficiency and cost. Regeneration is cheaply available with field coils.

High electrical efficiency is actually not greatly needed in electric cars, and electric regeneration is sometimes not even worth the cost to implement it in most cars. High efficiency is obviously not needed in automobiles in general, since they are either parked most of the time, only carry a productive load of five percent of their weight or are moving at very low power. Simple resistors connected to the terminals of brushed traction motors will save brake wear as they do in locomotives.

TATA is now needed to make a Plug-in-Hybrid with Nickel-Iron or lead batteries and a 2 kW range extender. ..HG..

No automobile producer would want the customer to know that his 300 hp engine produced an average of 15 when being driven.

Where did you get that idea from? Of all the cars in the world, the supreme supercar that rules them all (the 1001 hp Bugatti Veyron) features a power gauge.