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The Tesla of Hybrid Trucks and UTV's, Nikola?

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G. David Felt
Staff Writer Alternative Energy - www.CheersandGears.com

 

The Tesla of Hybrid Trucks and UTV's, Nikola?

 

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Nikola Motor Company is a 3 year old auto company that has just come out of skunk mode. They announced this week two items that are a passion of the CEO. First is the Nikola One Electric Semi-Truck and the second is the Nikola Zero their electric UTV.
 
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Starting off with their Nikola Zero slated for delivery in mid 2017 is a 150 mile Range 400 volt, 520 HP / 476 lb-ft of torque 4x4 all wheel drive off road quad. This UTV has a solar roof for powering all electronics allowing the battery pack to be dedicated to the powertrain. You can reserve yours now for only $750.00 based on the MSRP of $42,000.
 
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The Nikola One is their electric Semi-Truck. This truck is a 6x6 100% pure electric drive with zero idle. 2,000 HP / 3700 lb-ft of torque with a 1200 mile range, regenerative braking, LNG Turbine generator for charging the battery pack on the go. 
 
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You can review their products in detail here at their web site.
 

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WTF? 

How so? Even Paccar the owner of Peterbilt and Kenworth have concept trucks looking like this with a single access door running on CNG, LNG or Bio Diesel. It was only a matter of time before someone decided to apply what the Trains are powered by, electric motors with LNG generator.

 

The CEO is a tree hugger and wanted a fun outdoor UTV that did not pollute, so now we see their drawing of their green UTV.

 

Personally I really like these new aero Semi's.

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Might as well be the next Optimus Prime....

 

Cool stuff, but my first reaction is still WTF....

That would make a very cool update to Optimus! :D

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IMO, the fuel savings, emissions reductions, and  lower maintenance costs of hybrid drive will supplant present technology in semis. Isn't kind of dumb that an 18 wheeler going down a grade uses engine and friction braking to keep speed levels safe, thus requiring eventual R&R of components worn out doing this? And when the 18 wheeler is stuck on the turnpike as an accident is cleared, the diesel is burning fuel and spewing fumes. And, if that rig is on a four percent upgrade, when traffic starts again, the torque-less  wonder, must go through 12 gear changes to reach speed. When capital cost of hybrid technology gets low enough, the end of the present big rig will be upon us. This is an area that I think a full EV will never gain traction, unless roads have some sort of inductive rail to feed charge. In trucking, the business wants: the rig to be moving with cargo as much as possible, so charge down times are a problem to go along with added battery capacity adding weight to the system that must be subtracted from cargo. Also, charge drain rate goes up exponentially with speed and, with the inflection curve of a big truck being closer to low speeds than cars, it becomes quite a drag. Motor-hybrid systems can optimize power production to be at its most efficient at higher operating speeds, thus providing a factor to counteract drag loss. In an EV, because the power was produced remotely, one can only watch it go down the drain.

 

There are two revolutions going on in vehicle technology: electric power as a means of transmitting torque to drive wheels in either a full or "blended with mechanical" mode and battery packs substituting for an ICE and fuel tank as a means to source on board power. 

 

And it is all good.

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Seems totally legit.

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IMO, the fuel savings, emissions reductions, and  lower maintenance costs of hybrid drive will supplant present technology in semis. Isn't kind of dumb that an 18 wheeler going down a grade uses engine and friction braking to keep speed levels safe, thus requiring eventual R&R of components worn out doing this? And when the 18 wheeler is stuck on the turnpike as an accident is cleared, the diesel is burning fuel and spewing fumes. And, if that rig is on a four percent upgrade, when traffic starts again, the torque-less  wonder, must go through 12 gear changes to reach speed. When capital cost of hybrid technology gets low enough, the end of the present big rig will be upon us. This is an area that I think a full EV will never gain traction, unless roads have some sort of inductive rail to feed charge. In trucking, the business wants: the rig to be moving with cargo as much as possible, so charge down times are a problem to go along with added battery capacity adding weight to the system that must be subtracted from cargo. Also, charge drain rate goes up exponentially with speed and, with the inflection curve of a big truck being closer to low speeds than cars, it becomes quite a drag. Motor-hybrid systems can optimize power production to be at its most efficient at higher operating speeds, thus providing a factor to counteract drag loss. In an EV, because the power was produced remotely, one can only watch it go down the drain.

 

There are two revolutions going on in vehicle technology: electric power as a means of transmitting torque to drive wheels in either a full or "blended with mechanical" mode and battery packs substituting for an ICE and fuel tank as a means to source on board power. 

 

And it is all good.

These are NOT a pure EV Semi Solution, but a hybrid. Clearly if you knew EV technology you would never say this would not gain traction.

 

Unlike petrol engines and the multitude of transmission shifts especially on grade where they take forever to gain speed, EV is 100% Torque from zero, much easier to get up to speed. As proven in the train industry, electric motors on the wheels with a generator is superior to the current diesel motor powertrains.

 

This solution is a fast fill LNG or Liquid Natural Gas so you are not having to charge long term these trucks, plus they do a fast charge so the battery pack is capable of being fully charged in the regulated down time that the driver must sleep. Yet with the LNG generator, these new Hybrid trucks have 1200 mile range so they are more than able to cover the 16hr days a truck drive puts in before regulated sleep time / down time.

 

Future is HYBRID for Semis and unlike stuck on a turnpike during a storm, accident whatever, they can easily not spew any emissions at all.

 

Eventually this is a logical step in the direction of pure EV semis which is a ways off.

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I read this last week and I thought the IDEA is freakin great! I know it would be difficult to get up and running but if they would work a deal with a major company running very similar routes and build a refueling infrastructure around that I think that would be a great start.  Plus, 1200 miles of range? It isn't like the refueling stations need to be too close together. I you could eliminate/cut down the pollution of even 1 out of 100 semis on the road I would have to believe that is a pretty decent amount of crap kept out of the air in a year's time. 

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IMO, the fuel savings, emissions reductions, and  lower maintenance costs of hybrid drive will supplant present technology in semis. Isn't kind of dumb that an 18 wheeler going down a grade uses engine and friction braking to keep speed levels safe, thus requiring eventual R&R of components worn out doing this? And when the 18 wheeler is stuck on the turnpike as an accident is cleared, the diesel is burning fuel and spewing fumes. And, if that rig is on a four percent upgrade, when traffic starts again, the torque-less  wonder, must go through 12 gear changes to reach speed. When capital cost of hybrid technology gets low enough, the end of the present big rig will be upon us. This is an area that I think a full EV will never gain traction, unless roads have some sort of inductive rail to feed charge. In trucking, the business wants: the rig to be moving with cargo as much as possible, so charge down times are a problem to go along with added battery capacity adding weight to the system that must be subtracted from cargo. Also, charge drain rate goes up exponentially with speed and, with the inflection curve of a big truck being closer to low speeds than cars, it becomes quite a drag. Motor-hybrid systems can optimize power production to be at its most efficient at higher operating speeds, thus providing a factor to counteract drag loss. In an EV, because the power was produced remotely, one can only watch it go down the drain.

 

There are two revolutions going on in vehicle technology: electric power as a means of transmitting torque to drive wheels in either a full or "blended with mechanical" mode and battery packs substituting for an ICE and fuel tank as a means to source on board power. 

 

And it is all good.

These are NOT a pure EV Semi Solution, but a hybrid. Clearly if you knew EV technology you would never say this would not gain traction.

 

Unlike petrol engines and the multitude of transmission shifts especially on grade where they take forever to gain speed, EV is 100% Torque from zero, much easier to get up to speed. As proven in the train industry, electric motors on the wheels with a generator is superior to the current diesel motor powertrains.

 

This solution is a fast fill LNG or Liquid Natural Gas so you are not having to charge long term these trucks, plus they do a fast charge so the battery pack is capable of being fully charged in the regulated down time that the driver must sleep. Yet with the LNG generator, these new Hybrid trucks have 1200 mile range so they are more than able to cover the 16hr days a truck drive puts in before regulated sleep time / down time.

 

Future is HYBRID for Semis and unlike stuck on a turnpike during a storm, accident whatever, they can easily not spew any emissions at all.

 

Eventually this is a logical step in the direction of pure EV semis which is a ways off.

 

By full EV, I meant a vehicle that has only a battery and electric drive motor. And not gaining traction meant the market with respect to a vehicle that has only a battery and electric drive motor. It was rushed (crap) writing on my part. 

 

The semi that is the subject of this thread is excellent:

 

An on-board CNG turbine generator is clean, efficient means of producing power

 

As you pointed out, full electric drive has ample torque 

 

The battery recovers deceleration energy to improve the overall efficiency of the system

 

Any added capital cost, if it still exists, vs using diesel driving a mechanical transmission is made up for by reduced fuel cost and, IMO, less maintenance.

 

Less emissions keeps the air cleaner

.

My argument against a semi that has only a battery and electric drive motor is based on the added capital cost and weight to provide range. However, technological developments surely could change that. For example, cost per kwh of storage capacity is reaching $100 far faster than predicted in 2010. And batteries, due to their inherent modular construction, can be fabricated to allow for quick R&R at a rest stop. The rests stop can charge up the removed, depleted unit and have it ready for the next truck to come along. 

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I read this last week and I thought the IDEA is freakin great! I know it would be difficult to get up and running but if they would work a deal with a major company running very similar routes and build a refueling infrastructure around that I think that would be a great start.  Plus, 1200 miles of range? It isn't like the refueling stations need to be too close together. I you could eliminate/cut down the pollution of even 1 out of 100 semis on the road I would have to believe that is a pretty decent amount of crap kept out of the air in a year's time. 

 That crap is bad news. LNG powered ships are being proposed to make marine propulsion more environmentally friendly. 

 

http://fortune.com/2015/07/23/natural-gas-fueled-shipping/

 

 

 

 

TOTE claims that the Marlin class ships will emit 98 percent less nitrogen oxide, 97 percent less sulfur, and 72 percent less carbon dioxide than comparable conventional ships.

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I read this last week and I thought the IDEA is freakin great! I know it would be difficult to get up and running but if they would work a deal with a major company running very similar routes and build a refueling infrastructure around that I think that would be a great start.  Plus, 1200 miles of range? It isn't like the refueling stations need to be too close together. I you could eliminate/cut down the pollution of even 1 out of 100 semis on the road I would have to believe that is a pretty decent amount of crap kept out of the air in a year's time. 

 That crap is bad news. LNG powered ships are being proposed to make marine propulsion more environmentally friendly. 

 

http://fortune.com/2015/07/23/natural-gas-fueled-shipping/

 

 

 

 

TOTE claims that the Marlin class ships will emit 98 percent less nitrogen oxide, 97 percent less sulfur, and 72 percent less carbon dioxide than comparable conventional ships.

 

I guess I'm missing something?  Why is it bad news? If LNG is cleaner I would think that's a good thing. 

 

You also forgot a pretty importance piece of the above paragraph, "the ships are expected to produce 98 percent less sulfur oxides, 71 percent fewer nitric oxides, 71 percent less carbon dioxide, and a jaw-dropping 99 percent reduction in particulate emissions, all while increasing the vessels' fuel efficiency compared to conventional diesel engines."

Edited by ccap41
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IMO, the fuel savings, emissions reductions, and  lower maintenance costs of hybrid drive will supplant present technology in semis. Isn't kind of dumb that an 18 wheeler going down a grade uses engine and friction braking to keep speed levels safe, thus requiring eventual R&R of components worn out doing this? And when the 18 wheeler is stuck on the turnpike as an accident is cleared, the diesel is burning fuel and spewing fumes. And, if that rig is on a four percent upgrade, when traffic starts again, the torque-less  wonder, must go through 12 gear changes to reach speed. When capital cost of hybrid technology gets low enough, the end of the present big rig will be upon us. This is an area that I think a full EV will never gain traction, unless roads have some sort of inductive rail to feed charge. In trucking, the business wants: the rig to be moving with cargo as much as possible, so charge down times are a problem to go along with added battery capacity adding weight to the system that must be subtracted from cargo. Also, charge drain rate goes up exponentially with speed and, with the inflection curve of a big truck being closer to low speeds than cars, it becomes quite a drag. Motor-hybrid systems can optimize power production to be at its most efficient at higher operating speeds, thus providing a factor to counteract drag loss. In an EV, because the power was produced remotely, one can only watch it go down the drain.

 

There are two revolutions going on in vehicle technology: electric power as a means of transmitting torque to drive wheels in either a full or "blended with mechanical" mode and battery packs substituting for an ICE and fuel tank as a means to source on board power. 

 

And it is all good.

These are NOT a pure EV Semi Solution, but a hybrid. Clearly if you knew EV technology you would never say this would not gain traction.

 

Unlike petrol engines and the multitude of transmission shifts especially on grade where they take forever to gain speed, EV is 100% Torque from zero, much easier to get up to speed. As proven in the train industry, electric motors on the wheels with a generator is superior to the current diesel motor powertrains.

 

This solution is a fast fill LNG or Liquid Natural Gas so you are not having to charge long term these trucks, plus they do a fast charge so the battery pack is capable of being fully charged in the regulated down time that the driver must sleep. Yet with the LNG generator, these new Hybrid trucks have 1200 mile range so they are more than able to cover the 16hr days a truck drive puts in before regulated sleep time / down time.

 

Future is HYBRID for Semis and unlike stuck on a turnpike during a storm, accident whatever, they can easily not spew any emissions at all.

 

Eventually this is a logical step in the direction of pure EV semis which is a ways off.

 

By full EV, I meant a vehicle that has only a battery and electric drive motor. And not gaining traction meant the market with respect to a vehicle that has only a battery and electric drive motor. It was rushed (crap) writing on my part. 

 

The semi that is the subject of this thread is excellent:

 

An on-board CNG turbine generator is clean, efficient means of producing power

 

As you pointed out, full electric drive has ample torque 

 

The battery recovers deceleration energy to improve the overall efficiency of the system

 

Any added capital cost, if it still exists, vs using diesel driving a mechanical transmission is made up for by reduced fuel cost and, IMO, less maintenance.

 

Less emissions keeps the air cleaner

.

My argument against a semi that has only a battery and electric drive motor is based on the added capital cost and weight to provide range. However, technological developments surely could change that. For example, cost per kwh of storage capacity is reaching $100 far faster than predicted in 2010. And batteries, due to their inherent modular construction, can be fabricated to allow for quick R&R at a rest stop. The rests stop can charge up the removed, depleted unit and have it ready for the next truck to come along. 

 

Paccar, owner of Kenworth and Peterbuilt is building LNG trucks for use around the world and clearly some trucking companies like UPS, Walmart and others are helping to build the few LNG stations needed at central hubs to refill these trucks. I suspect we will see a change over much faster due to the lower cost of fuel but increase in torque these motors produce due to the higher octane of the fuel.

 

Figure in like what started this thread hybrid semis and you have a very efficient freight hauling solution with less pollution to the air.

 

A logical smart step towards the day of pure EV semis only.

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I read this last week and I thought the IDEA is freakin great! I know it would be difficult to get up and running but if they would work a deal with a major company running very similar routes and build a refueling infrastructure around that I think that would be a great start.  Plus, 1200 miles of range? It isn't like the refueling stations need to be too close together. I you could eliminate/cut down the pollution of even 1 out of 100 semis on the road I would have to believe that is a pretty decent amount of crap kept out of the air in a year's time. 

 That crap is bad news. LNG powered ships are being proposed to make marine propulsion more environmentally friendly. 

 

http://fortune.com/2015/07/23/natural-gas-fueled-shipping/

 

 

 

 

TOTE claims that the Marlin class ships will emit 98 percent less nitrogen oxide, 97 percent less sulfur, and 72 percent less carbon dioxide than comparable conventional ships.

 

I guess I'm missing something?  Why is it bad news? If LNG is cleaner I would think that's a good thing. 

 

You also forgot a pretty importance piece of the above paragraph, "the ships are expected to produce 98 percent less sulfur oxides, 71 percent fewer nitric oxides, 71 percent less carbon dioxide, and a jaw-dropping 99 percent reduction in particulate emissions, all while increasing the vessels' fuel efficiency compared to conventional diesel engines."

 

The crap I was referring to is diesel emissions which is what you called them. 

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Either way you look at this, it is a win win for the planet and our lungs! :D

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So Nikola has poked the Beast Musk, as he now is working on a Semi Solution. Interesting! :scratchchin:

Makes one wonder just how long before cities require these trucks internally for local deliveries. :scratchchin:

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Interestingly, the Norfolk Southern Railroad did an experiment with a battery powered locomotive with no regenerator. Performance hasn't been very good and it is mostly just a showpiece right now.

GE was working on a Hybrid Locomotive about 10 years ago, but nothing really came of it.  Right now, locos just exhaust their regenerative braking out as heat.  I wonder, as battery tech has improved over the last 10 years if someone will give it another go. 

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5 hours ago, Drew Dowdell said:

Interestingly, the Norfolk Southern Railroad did an experiment with a battery powered locomotive with no regenerator. Performance hasn't been very good and it is mostly just a showpiece right now.

GE was working on a Hybrid Locomotive about 10 years ago, but nothing really came of it.  Right now, locos just exhaust their regenerative braking out as heat.  I wonder, as battery tech has improved over the last 10 years if someone will give it another go. 

That would be cool to see if it makes sense for the trains now especially with the trains that are using LNG for the generators instead of diesel, Maybe time to rethink the Hybrid Train.

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      HYBRID POWERTRAIN
      The heart of the 2018 Sonata Hybrid is a 2.0-liter Nu GDI four-cylinder engine coupled with a six-speed automatic transmission that houses a powerful 38 kW electric motor and clutch where the torque converter would normally be found. Sonata Hybrid’s Transmission-Mounted Electrical Device (TMED) delivers the same responsive, engaging driving characteristics Sonata owners expect while improving fuel economy through the use of a larger electric motor.
      This innovative transmission uses an electric oil pump, which helps improve efficiency. It is possible for Sonata Hybrid to operate solely on electric power at speeds up to 75 mph by decoupling the gasoline engine from the rest of the drivetrain.
      Sonata Hybrid’s Nu engine produces 154 horsepower and 140 lb. ft. of torque. The electric motor produces 38 kW (51 horsepower) and 151 lb. ft. of torque. Hybrid system net power is 193 horsepower at 6,000 rpm. Sonata Hybrid SE has preliminary internal estimates of 39 mpg in the city, 45 mpg on the highway and 42 mpg combined. The Sonata Hybrid’s total range is estimated at more than 650 miles under typical driving conditions.
      The lithium-ion polymer battery pack capacity is 1.76 kWh and the battery pack fits under the trunk floor, which allows for a flat trunk floor as well as available 60/40 split-folding rear seats. Sonata Hybrid offers 13.3 cu. ft. of cargo volume, thanks to the compact battery pack dimensions and efficient design. Locating the battery pack beneath the trunk floor helps improve cargo volume and total interior volume with 106.1 cu. ft., the most in its segment.
      PLUG-IN HYBRID POWERTRAIN
      Although the Sonata Plug-in Hybrid is very technologically advanced, it drives similarly to the regular Sonata Hybrid, but with the additional benefit of extended all-electric range. A 9.8 kWh lithium-ion polymer battery pack, more than five times larger than the Sonata Hybrid’s battery, gives the Sonata Plug-in Hybrid an EPA-estimated all-electric range of up to 27 miles, and it can recharge in less than three hours with a level-two charger. It offers the best of both worlds by providing the power delivery of a hybrid gasoline engine, perfect for long trips, with the additional benefit of environmentally-friendly all-electric range for commuting. As a result, many consumers will be able to complete their daily commute without using a single drop of fuel, and total estimated range is an impressive 590 miles.
      The Sonata Plug-in Hybrid uses a six-speed automatic transmission with Hyundai’s Transmission-Mounted Electrical Device (TMED), a 50 kW electric motor, in place of a torque converter. The 50 kW electric motor is 32 percent more powerful than the motor used in Sonata Hybrid and allows EV operation at higher engine load and speed. A 2.0-liter Nu four-cylinder GDI engine coupled with the electric motor allows the Sonata Plug-in Hybrid to operate just like the Sonata Hybrid once the onboard battery charge is depleted. The Sonata Plug-in Nu engine produces 154 horsepower and 140 lb. ft. of torque and the total system output is 202 horsepower at 6,000 rpm.
      SAFETY FEATURES
      2018 Sonata Hybrid and Plug-in come standard with seven airbags, including a driver’s knee airbag. Electronic Stability Control, Vehicle Stability Management, Traction Control, ABS and a Tire Pressure Monitoring System with individual tire pressure display and a rearview camera are also standard. LED headlamps are optional and LED taillights and DRLs are standard.
      Hyundai engineers implemented many active safety technologies for the Sonata Hybrid and Plug-in to assist drivers and help prevent accidents. No longer reserved for luxury cars, advanced safety technologies, such as Blind Spot Detection with Rear Cross Traffic Alert is standard. Available advanced safety features include Automatic Emergency Braking, Lane Keep Assist and Automatic High Beam Assist.
      The Sonata Hybrid and Plug-in advanced Blind Spot Detection system is designed to alert drivers of an approaching vehicle in the next lane if the turn signal is activated. Drivers are first alerted of a vehicle in the blind spot by warning lights in the side mirrors. When the turn signal is activated, the Lane Change Assist system determines the closing speed of any vehicle in the adjacent lane to determine if the lane change is safe. If the system determines the vehicle in the other lane is closing too quickly, it sounds an audible alarm to warn the driver that the lane change is unsafe. The Lane Keep Assist uses a forward-facing camera to recognize lane markers. If the system detects the vehicle is headed outside the lane markers, a warning on the instrument cluster illuminates and an audible sound alerts the driver.
      Rear Cross-traffic Alert (RCTA) is another standard feature that uses advanced technologies from the Blind Spot Detection system. RCTA scans the areas to each side of the Sonata when drivers are backing out of parking spaces. If the system detects another vehicle is approaching from the side, the Sonata driver is given an audible alert. This system is another tool that helps Sonata drivers benefit from active safety technologies.
      CONVENIENCE FEATURES
      The Sonata Hybrid delivers the convenience technology one would expect in a luxury vehicle in an incredibly efficient mid-size hybrid sedan. Hyundai’s Hands-free Smart Trunk is available as well as an electronic parking brake with automatic vehicle hold, an Integrated Memory System for driver’s seat and side mirrors, segment-exclusive rear window sunshades, ventilated front seats, power front seats with adjustable driver lumbar support and Smart Cruise Control featuring stop/start capability.
      MULTIMEDIA TECHNOLOGY
      Sonata Hybrid and Plug-in offer an eight-inch color touchscreen navigation system with Apple CarPlay® and Android Auto® smartphone integration, iPod®/USB and auxiliary inputs, SiriusXM® satellite radio and Bluetooth® phone connectivity with phonebook transfer and voice-recognition. Available upgrades include a nine-speaker Infinity premium audio system with subwoofer and external Infinity® amplifier.
      The available eight-inch navigation system offers a map and music split-screen display and the ability to record SiriusXM presets one to six. For 2018, this navigation system also adds Bird’s Eye View map perspective capability. Switching to a preset station in the middle of your favorite song won’t be an annoyance any longer; simply rewind up to 22 minutes to listen to the full song or catch up on sports broadcasts. SiriusXM Travel Link® provides access to traffic information, sports scores, weather, stock prices, fuel prices and local movie times.

      AERODYNAMICS
      Sonata Hybrid and Plug-in use the same functional design cues to improve the drag coefficient to an industry-leading 0.24 Cd.

      NEXT-GENERATION BLUE LINK® CONNECTED CAR SYSTEM
      Sonata Hybrid and Plug-in Blue Link-equipped models include three years of complimentary Blue Link services, with enhanced safety, diagnostic, remote and voice navigation services. Blue Link brings connectivity directly into the car with technologies like Remote Start with Climate Control, Remote Door Lock/Unlock, Car Finder, Enhanced Roadside Assistance, and Stolen Vehicle Recovery. Blue Link features can be accessed via buttons on the rearview mirror, the MyHyundai.com web portal, the MyHyundai with Blue Link smartphone app, the Amazon® Alexa Blue Link skill, and the Blue Link Google Assistant app. Some features can also be controlled via Android Wear™ and Apple Watch™ smartwatch apps. The latest release of the Blue Link smartphone app includes:
      Widgets for easy access to remote features
      Ability to send Point-of-Interest data to vehicle navigation system (if so equipped)
      Access to Blue Link notification settings
      More details on specific Blue Link-equipped vehicles available at www.hyundaibluelink.com.

      MYHYUNDAI with BLUE LINK® APP
      Owners can manage and monitor the Sonata Plug-In Hybrid remotely via the Blue Link smartphone app. With the app, owners can access real-time data from their Sonata Plug-in and perform specific commands like starting the engine and locking doors. Plus, users can search for points of interest using Google with voice or text and have the directions when they start their Sonata Plug-in.
      For Sonata Plug-in owners who will charge at their residence, one of the most useful features of the app is the ability to manage their Plug-in charging schedule. Owners are given vehicle charging options that they can select while in the car, but users can also manage them remotely via their smartphone. Immediate charge is the simplest option, as charging begins as soon as the Sonata Plug-in Hybrid is plugged-in.
      A distinctive instrument cluster provides Sonata Plug-in Hybrid drivers with additional information about the vehicle’s functions. A charge indicator is located on top of the dashboard to make it easy to see the state of charge from outside the vehicle.
      Individuals that have different electric rates at off-peak times may want to schedule the charge to reduce cost as well as reduce peak demand on the electricity grid. Users can do that with the new app based on time and date. For example, charging could be set to start at 10 p.m. on Wednesdays and Thursdays on a weekly basis.

      Connected Car Services:
      Remote Start with Climate Control and defroster Remote Lock/Unlock Vehicle Diagnostics/status Stolen Vehicle Recovery Car Finder Connected Plug-in Hybrid Charge Management Services:
      Start or stop charging Set-up charging schedule with days of the week and time Current battery level with real-time electric and fuel range Real-time fuel range Plug status (in/out) Charge status Time left until fully charged SONATA PLUG-IN AVAILABILITY AND TAX CREDITS
      The Sonata Plug-in Hybrid will be distributed in California, Connecticut, Maine, Maryland, Massachusetts, New Jersey, New York, Oregon, Rhode Island and Vermont, but customers in any of the other states can custom order the vehicle at their local Hyundai dealer. Sonata Plug-in Hybrid buyers are currently eligible for a $4,919 federal tax credit. These tax credits reduce the amount of federal tax the purchaser is liable for, making them much more valuable+ than tax deductions. In addition, the Sonata Plug-in Hybrid is eligible for HOV-lane access in certain states.

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