Like last year, I attended SEMA 2022 for the Friday Experience. This is a great opportunity open to the public. Also like last year, I wanted to see what the industry is embracing going forward with the rapid change to electrification going on at the OEMs.
When I entered the Las Vegas Convention Center, the line was very long. It was at a different place than last year making the comparison a bit harder but it sure seemed like more people this year.
This years SEMA Electrified was much larger than last years. In addition, there were manufacturers of EV components and kits all over the show. Below are some photos of several EV systems and components I found at the show.
A Porsche 911 specific kit.
There were many other EV conversion suppliers here. There were also many EV conversions on display around the show.
Absent was any hybrid conversion parts or kits. A person could of course use many of the components such and controllers, batteries, chargers, etc., in a hybrid system but what is missing and needed are hybrid motors. In my opinion this is a gap. Of course there are many people interested in full-EV conversion which is a niche market itself but there is another niche for hybrids that is mostly unserved. From what I can tell, Vonnen has this market to itself at the moment. The Vonnen system is not available as a kit and it is priced very high, well out of reach of most.
Obviously SEMA is a huge show with tons of other performance systems, tools, shop equipment, and other suppliers that offer components and services to shops. There is also a huge display of all kinds of exotics contraptions that take up the whole convention center parking lot.
This is not just a photo angle thing. The bumper was actually the height of my head standing straight up.
I saw several similar to this. A mini monster truck. This one had a supercharged GM LS V8 in it, as I think most did.
Notice the smoke coming from the top right in the photo above. That was a drift area where they were shredding tires all day long.
New Ford Broncos were very popular at the show. Many selling components and kits and others doing major modifications like this one above.
I enjoy mountain biking, especially off-road mountain biking. Over the years I have found some handy websites for mountain biking.
First of all I use a Garmin smartwatch to track my rides. I had a Vivoactive 3 first, then upgraded to a fenix 6X Pro Solar. I use Garmin Connect and Garmin Explore website the most since they have the most detail for a Garmin user. Since my rides take me outside of cellular coverage, I also have a Garmin InReach Messenger to track and stay connected. Garmin has done a fantastic job with these devices.
Here are some other website I discovered and use:
Strava. This is a social biking website. It sync's with Garmin well so my rides tracked with Garmin Connect also post to Strava.
Trailforks. This site is a place to find and share routes.
PinBike. This includes classified ads for bike stuff.
I ride mostly off road which includes steep hills, loamy sand and gravel, and technical trails. The original gearing on this bike seemed more pavement focused and the gear ratios were too tight, and too geared for high speeds for me. The original gearing had a 52 tooth chainring up front and a 28-24-22-20-18-16-14 freewheel. First gear was far too high for steep hills and technical stuff.
Changing the chainring was simple. I bought a 44 tooth chainring. I swapped that out and it immediately helped but I did of course loose top speed.
The connector is too big for the nut to go over and the nut is too big for the tool to go over. I had the motor apart to see of there was an easy way to remove the wiring but no, it is all soldered in. I did not want to hack the wiring up so I needed a better way. I finally decided to get a larger fitting to replace the nut and slot it so the nut can be installed without having to go over the electrical connector. Having a slotted nut is not great as it is much weaker this way so I found an item made for something different and modified it for my needs. Here is what I used: https://www.amazon.com/dp/B07T18ZKH1?psc=1&ref=ppx_yo2ov_dt_b_product_details.
Not ideal as stainless is softer than I wanted, and it needed significant modification to work for what I needed here. I had to drill out the unthreaded end, reduce its diameter a bit (grinding), and slot it to fit over the wire. Having a slot in a nut like this weakens it substantially but this is far thicker and longer than the nut it had. Just to make it stronger, I bought a 7/8" shaft collar from Tractor Supply that goes over the special slotted nut to clamp it down which both locks it to the axle and eliminates the weakness caused by the slot. I also had to grind flats on the new nut so I could tighten it on the axle. The result, crude as it is, looks like this.
I was able to get plenty of torque on it, similar to the original nut. The collar then locks it in place and strengthens the nut. Now I can easily remove these to swap out freewheels. Here is what the gear ratio comparison looks like, Opt1 being the new gearing.
Torque in this chart is just the ratio from original, 1st gear having 144% of original 1st gear torque for instance. The speeds are derived from my "typical" pedaling cadence (estimated). The lower 3 gears give more torque and less speed than original. The upper 3 gears give higher speeds than the original. This give a much wider ratio between the low and high gears.
My first ride with this new setup was much better at climbing hills. In the more difficult stuff, I could power through in first gear now where I could not before. At times I started having traction problems now where I would spin the real wheel. I ordered a more aggressive rear tire as mine was worn and had a damaged sidewall as well. After searching through all the options, I ended up with a Zol Montagna (available on Amazon: https://www.amazon.com/dp/B08KFMHLHJ).
I have been on many rides since these modifications and the bike is much better suited to my off-road focused riding now. Since this freewheel has wider ratios, it still works great for higher speeds on pavement too (actually can go a bit faster than before). I have considered other mods like switching to a cassette style rear gear, going to a 9-speed, etc., but for now I am pretty happy with it. I use that low first gear quite often off-road when climbing hills or in real loamy conditions and it makes a world of difference. In super tight situations I can ride it in 1st without motor power and it is so much more useful than before.
A few things have changed since my last update. The issue where the motor would cut out intermittently got worse. I contacted Rurui support and after many emails, photos, and videos, and tests, they sent me a new display and controller.
After I replaced these 2 items, and fixed some damaged motor wires, the bike performs far better. The controller appears to be a later version. I immediately noticed a big power gain especially in PAS 1. It used to top out at about 11mph in PAS 1 and not it is more like 13.5mph. The biggest difference is the power everywhere, and that it sustains that power even on long hills. I have now taken it on about 5 rides, including long hills in loamy terrain, steep hills, and some paved trails with long climbs. It performs so much better now. It no longer surges or cuts out like it had done since I bought it.
Upgrades since my last post
I replaced the 52 tooth chainring with a 44 tooth. This give me better low speed performance for off-road. It translates to about 18% more torque (and lower speed) from my pedaling. Of course this is a trade-off with top speed which is also reduced 18% but I ride mostly off-road and don't need the higher speeds. Now with the improved motor performance, and this addition climbing torque, I can climb hills I never could before.
I also bought a wider range freewheel but you can't replace it without removing the motor wiring. The axle nut is too large for the freewheel or freewheel tool to go over and the nut threads are too small for the motor connector to go through. It appears I will need to unsolder the wires from the motor, or cut and modify the wiring so I can take this apart.
I heave searched the net for a solution but what I found so far have been mostly people hacking the harness apart and band-aiding it back. Yuk.
I had to replace the rear brake pads from all the long hill descents I make on a regular basis. Here is where regenerative braking would really help. Just riding the brakes down long hills is hard on them.
I bought my first cellular phone back in the mid 1990's. It was a Motorola bag phone.
These photos were taken when I finally disposed of it in 2021. It had of course been packed away in a box for decades as these old analog phones no longer work. This thing was a great phone in its day though. In 1998 we were travelling across Wyoming and never lost coverage. We made a call from there and it was clear as can be. We were miles from anything. For years I would keep it in the trunk when we went on trips as it had far superior range to any of the handheld phones.
On September 11, 2001 I was in the air on a flight to Atlanta. Yes, bad day for flying. We landed in Atlanta to find an empty airport just before lunch. Not something you will likely ever see. Finally we did find some people gathered around the bars where they had the news playing on the TVs. Just as we walked up, the 2nd plane hit the tower. We spent the rest of that day and night driving back home. At the time I did not have a portable cellular phone as that bag phone was not something you took on a plane. I was unable to contact my wife for hours. When I got back home, the first thing we did is get me a cellular phone. It was a basic handheld, no frills, and of course it was a Motorola.
We eventually upgraded to flip phones. Finally, in 2009 I bought the first Droid. Honestly I was really disappointed at first with this device since Android was barely half-baked at the time. It was version 2.0 and it lacked many basic features like proper Bluetooth support. It finally had a few updates and because pretty good. For its day it was really pretty good. We had a Droid 2, and a Droid 3, and several Bionics over the next few years. Next we got Droid Max which finally had a big battery for the time. After the Max I got a Z2 Play. My wife had a Moto G. Then we all upgraded to Z4s when they came out.
I really loved the Moto Z phones. Its unfortunate they ended that line. The mods were a great idea, especially the batteries. Most of the other mods had limited usefulness for me. I did use the 360 camera a fair amount. The batteries were awesome though. Most people just use them wrong. I alwasy had a mod battery attached. The batteries I had all had a great grippy rubberized coating so the phone did not slip out of your hand. The also protected the back of the phone from drops. You could hot swap batteries too. I had a 3500mAh and a 2200mAh. I normally used the 2200mAh but on trips or times I needed longer battery life I could swap in the bigger one. If I really needed even more, I could take them both.
In 2021 every update that Motorola pushed out to these phones would break at least 2 of the 3 we had. By break I mean you could no longer make calls or send/receive texts most of the time. It would work in some places around town, bot not in most. It was really bad. I tried both Motorola and Verizon support but the only fix was to wipe the phone and start over. This happened about 5 times. Neither Motorola or Verizon could ever fix it. At that point I decided no more Motorola phones.
Today I just activated my Pixel 6 Pro, replacing my Moto Z4.
Over the years I had several other Motorola devices including a Xoom tablet, a Moto 360 watch (2nd gen), several T605 Bluetooth car kits, a TK30 car kit, and a lapdock for the Bionic. Some were great, some just OK, and some had issues. My Bionics were great for their day. My Droid 3 had issues. I really liked the Z4s until 2021. Motorola had some great features like the twist to capture gesture to open the camera, and the chop-chop to turn ON the flashlight. I will really miss those features. I will also miss the Moto-mod batteries and the 360 camera.
I like bike riding for exercise and fun. I have began riding much more off-road where a fat-tire full-suspension bike is really needed. I started shopping for one and ended up with this Rurui XT10. It was on sale through Amazon for $1899 with a $300 coupon making the price $1599. Given all the features this bike has, that seems like a good price for what you get. I call this my Cheat-O-Cycle since the electric power on a bike is sort of cheating.
The bike came shipped in one box.
It took me about 30 minutes to complete the assembly. It was pretty intuitive which is good given there was no documentation, manuals, or instructions at all. I later emailed Rurui and got the manual for the display. I also found out later that one of the videos in the Amazon listing is an assembly video.
The bike feels very solid and inspires confidence. The hydraulic disc brakes are fantastic. This is my first disc brake bike and this has been a huge upgrade. The improvement is comparable with the difference between my 1968 Ford Mustang with 4-wheel no-assist drum brakes and my 2006 Porsche Cayman S. The rear suspension is a bit too soft for me when you are off-road in rough terrain at speed. The front can be adjusted so I set the preload to the maximum, and the damping about half which works well. I plan to upgrade the rear shock soon. The headlight as great, although I have not ridden much at all in the dark. I wish they would have included a wired taillight as well. They included a battery powered taillight but that is a bit inconvenient. The controller does have outputs for brake and tail lights and I may add that in the future. I really like the clamp-on grips as they feel great and stay put. All my previous bikes had slip-on grips and they were always moving around. The seat is really great too. This is the best bike seat I have ever had, by far. The shifter is great. Button click upshifts, and you can downshift multiple gears at once.
I wanted electric assist as a heavy, fat-tire- full-suspension bike like this takes more pedal power to ride. The electric assist is fantastic to help with that. I pedal pretty much all the time and let the electric power assist. I still get plenty of exercise but my range is at least triple what I would have without electric assist, probably even more. So far my longest ride has been 30 miles and that used about half the battery. Only having 7 speeds means you don't have the lower gears you would with a mountain bike that has a front derailleur. The electric assist fills most of this gap but in very tight technical bits, I do miss the lower gears. The electric assist does not work as well at speeds below about 5mph. I have considered changing the gear set to have a lower first gear to help with low speed riding. You tend to ride much faster off-road than you would without electric assist. I found myself going up loamy grades at over 15mph where I would be going more like 5mph without electric assist. I also noticed my rides work my arms much more than before because I am riding much faster off-road.
Fat tires make a huge difference in soft loamy conditions. My other mountain bike has 2.2" tires and they just sink in and you stop. The 4" wide fat tires float over most of that. You also retain steering control much better in soft conditions. It enables riding in places I just would not with narrow tires.
I had some strange issues with the display. It would only read speed when the motor was engaged, and even then it was way off, only reading about one third actual speed. I emailed them back and forth for a while until finally fixing one of the parameters. The display has settings you can change in a programming mode. My parameter P07 was somehow set to 255 when it should have been 1. I have heard others having parameters being off on bikes like this. If you get one, and you have issues, check these settings. My speedometer now works correctly. You can also calibrate it to ensure accurate speed. They have a wheel size setting as well as a fine tuning speed adjustment.
The color display is very hard to read in the sunlight, especially when wearing sunglasses. It is very important to make sure your sunglasses are not polarized! Even with non-polarized sunglasses, and on the brightest display setting, it is very hard to read.
I would prefer a high-contrast black and white display that is focused on easy reading in direct sunlight. Color is really just a gimmick. Sure it looks pretty but it is much less functional.
The rear shock is not properly mounted to allow for proper rotation in the joints. I noticed creaking when riding. When I removed one end of the mounting, I found the other end to be clamped very tight.
I replaced the front bolt with a longer 8mm shoulder bolt that I cut and added a locking nut. I also greased the inside of the shock mounting hole and the bolt as this surface will be moving. I was able to file down the rear shock enough to prevent the binding. I also lubricated this. Now the suspension moves freely with no binding or creaking.
My first off-road ride was great, but I did have issues with how low the crank is to the ground, especially when the suspension is compressed over bumps. My pedals took a beating. I adjusted the front preload to the maximum and that helped. The rear could really use a preload adjustment, and a longer shock. See the "upgrades" section below.
When riding fast over very bumpy terrain the chain sometimes comes off. This is a common problem with mountain bikes when you ride them aggressively off-road. See "upgrades" section below. Mountain bikes with a front derailleur don't tend to have as much of a problem with this as the derailleur guides the chain back on the sprocket.
The motor power is great from about 8mph to over 27mph. However, when running full power for long periods sometimes the motor cuts out. I suspect this is either the controller overheating or battery voltage at the controller dropping intermittently below the 39V cut-out. The first time it happened I was going up a soft loamy grade that was at least 6% and very long. After about 20 minutes on assist level 2, and moving fairly slow, the power assist surged a few times and then dropped out. I felt the motor temperature and it was not that warm. I was tired anyway so I rested for a few minutes. After that the assist was fine again. I have found on very long steep hills you need to use assist level 1. I had the power drop out like that one other time. This time it was at the end of a 30 mile ride where I had been using full power for a long time and the battery was about 1/2. This was all in December so it was cool out. In all my riding so far this issue has been rare and temporary. If you are wanting a off-road bike that you don't have to pedal, just get a dirt bike. This bike is great for my use case though.
One thing you will notice when shopping for bikes like this is that many of the components can be found on competitors bikes. Most of these bikes are a collection of components assembled into a complete bike. This is of course true with many things today but it seems even more so with these ebikes. Some are so similar you may not be able to tell them apart except for the labels. I found other bikes which appear to even have the same frame.
Overall I am very happy with my purchase especially given what I paid for this bike compared to the alternatives. The bike is a blast to ride and I ride more often, and go places I never did before. The first 150 miles have been great. Sure, there are a few things I will change but even making those changes I am well under $2,000 for a well featured electric mountain bike. The 150 miles I have ridden so far has been a mix of pavement and off-road but mostly off-road. It has enabled rides I would just not be able to do on my other mountain bikes.
Upgrades
As I mentioned above, there were a few things that I wanted to improve. I made the following modifications to the bike at 150 miles.
Rear Shock Upgrade
In order to keep the pedals from hitting the ground so much I needed to raise the bike. While I was at it, I also wanted more aggressive damping and preload. The original shock on this bike was 165mm (mount-to-mount) and most of these shocks have 35mm travel (at the shock). I wanted a 190mm shock at least. Given the space in this frame, I needed an air shock rather than a coil spring type. The front fork has a lockout so when you are riding on pavement you can reduce your energy consumption that is absorbed into the suspension when pedaling. It is even more important on the rear. You can easily spend $400 or much more on a rear shock with these features. I found a DNM AO-38RL-190 that looked like it would work well and was only $99 on Amazon. It is 190mm long and has 55mm travel.
It was tricky getting the remote cable routed. I was not able to use the routing they intended because the cable would interfere with the suspension. If I rotated the shock 180 degrees, then the air port was not accessible. Instead I routed the cable the opposite direction and added a cable clamp I made from a simple screw, nut, and washer that I drilled a hole through.
Now the cable housing is what locks the shock. Leave the original cable set screw loose in this orientation. It actually works quite well like this. The cable has a nice long loop to prevent fatigue with suspension movement.
I took it for a good hard run off-road over very bumpy, rocky, rutted trails and it works great. Much more controlled overall. It no longer sacked the suspension even over the very rough stuff. My pedals never hit anything either. Before this was a common issue and an issue I had on this same trail. I found myself riding faster and with more confidence. The feel of the bike really improved.
I tried the shock lock on the road while I was pedaling hard. It worked well. The suspension did not move while pedaling when locked. The lock is not a full lock but it makes it enough stiffer that the suspension acts pretty solid. Over real hard bumps it may move some though. Perfect actually. I like having the remote cable instead of having to stop and fiddle with a shock valve.
Front Sprocket/Chain Guard
A problem with mountain bikes is that the chain will come off when traveling fast over very rough terrain. Not having a front derailleur makes it much worse. The problem generally happens when going downhill where you don't have tension on the chain. Riding in 3rd gear really helps as the chain is straight between the sprockets in that gear. Also, make sure you don't rotate the crank backwards at all on rough terrain. I had this issue pretty bad. First I tried this chain guide, after significant modification.
It really helps. I had it come of once or twice but far less than before. I noticed that I tended to roll the pedals back at time while riding downhill over rough terrain and that would cause the issues too. I was careful to stop doing that and it worked pretty well. I was not thrilled with this approach though.
I noticed another electric mountain bike that solved this by adding an inner sprocket guard such as the Cyrusher XF900. I decided this was a better approach to solve this issue. I bought this one from Amazon. It is made of plastic which is what I wanted so it would not get bent or wear with chain contact. It was intended to be used on the outside but I just bolted it to the inside.
It worked fantastic! I took the bike on a good rough off-road ride and never had an issue. It retains the chain on the sprocket great. In first gear the chain actually touches it a bit but it is silent. Even if you pedal back a bit the chain stays on the sprocket. Since installing this the chain has never come off again.
My favorite form of exercise is biking. I really prefer to ride on designated bike paths or off-road versus on the street. I currently have 3 bikes.
Hybrid Mountain Bike
My oldest is a 2013 Specialized Crossroads Sport hybrid (mountain/road) rigid frame, no suspension. I bought this bike in 2014. At the time of this post my Garmin watch recorded 830 miles but I did not get the watch until 5 years after I bought the bike. I would guess I have closer to 4,500 miles on this bike.
Full-Suspension Mountain Bike
In December 2020 bikes were scarce. Most bike shops had very little available and even used bikes were hard to find. I found myself looking for a full-suspension mountain bike at a very bad time. I happened to be shopping at Walmart one day and they had a Kent Flexor in stock for $148 so I bought it.
I was surprised how inexpensive this bike was, but it is also cheap. I call it my Cheap-O-Cycle. At the time of this post I have accumulated 676 miles. I would say about half the hours I have put on this bike have been off-road. I did have trouble with the freewheeling hub. It fell apart on one of the early rides.
Kent sent me a set of replacement wheels (which included the freewheeling hub). The new one did it as well and I learned how to tighten it. It appears they do not seat the bearings or torque the unit properly when assembling it. I tightened it very tight and the issue seems to have been corrected now. I did buy a replacement on Amazon for $16 and that was much better. Overall though I did get my $148 worth.
Electric Fat-Tire Mountain Bike
Riding the Kent Flexor made me realize that I needed a fat tire bike for off-road. The narrow tires on the Flexor would sink it too much. A fat-tire full suspension bike takes more energy to ride. I also found steep or long hills to be not fun on the Flexor. When riding downhill on rough terrain, the Flexor did not feel substantial enough either. It does not have actual shocks, just springs. The brakes are just rim brakes and I wanted hydraulic disc. These things led to to wanting to upgrade to an electric assisted mountain bike.
I ended up with a Rurui XT10. Since it has electric assist, I call it my Cheat-O-Cycle. This bike has a much more substantial frame, full suspension with real shocks, hydraulic brakes, and 4" wide fat tires.
My first ride on this bike was great. I was able to ride a trail that previously took about 2 hours in 20 minutes. This particular ride has about 1000' elevation gain and is mostly loamy sand and gravel. I made about a 14 mile loop which also included some paved bike path. Most of that 14 miles was rugged off-road riding. I was in PAS mode 1 for most of the ride. PAS mode 1 provides electric assist up to about 10mph. I took it on a paved bike path for a bit as well and tested the top speed in mode 5. I was able to get over 27mph which is plenty fast for me on a bike. The maximum assist speed in user configurable through the display. In high gear the pedaling cadence is the limiting factor.
It took a bit to get used to how the electric drive worked. This bike uses a rear hub-motor. Some other electric bikes used a motor at the crank. Each have pros and cons. The hub motor is simple and does not impact the chain or gears. However, it lacks the multiple gear ratios of the gears too. This limits the speed range where it is most efficient. I am happy with my choice of bike having a hub motor. One upgrade I may consider it going with wider gear ratios, mostly for first gear.
I am happy with the battery range versus weight. My first ride was not many miles for the effort as it was mostly off-road with many hills and loamy terrain. Since these bikes don't have regenerative braking, that really consumes battery. Garmin reported the ride at 13.9 miles and I used less than half the battery. This will really vary based on the specific ride and how much the rider puts into it. I ride for enjoyment but a main goal is also exercise. I plan to always pedal. The first ride was much more intense than off-road rides on the Flexor since the speed was so much higher going up in elevation, and through loamy terrain.
The hydraulic brakes and actual shocks were big upgrades from the Flexor. One issue I did have is the pedals hit the ground when riding in ruts or when there are rocks. I measured the distance from the bottom of the pedals to the ground on this and the Flexor and found the Flexor had at least 1" more ground clearance. I may look into raising the back suspension on this bike a bit. The fat tire made a huge difference off-road. I was able to easily go through stuff I would have to get off and walk the Flexor through. Same with hills. The fat tires also soak up some of the bumpiness.
I had dirt bikes back in the day. My favorite was KTM 500MX. Riding the Rurui was somewhere between a mountain bike and a dirt bike, but more towards the mountain bike. Obviously the 1HP this Rurui generates is tiny compared to my KTM that had 55HP. Of course the KTM was also at least 100lbs heavier. I was able to push the Rurui up super steep hills which was not really possible with dirt bikes.
The Specialty Equipment Manufacturers Association (SEMA) offered a new Friday Experience where they sold a limited number of tickets to the public to attend SEMA Friday. I bought one of those tickets and attended. I have wanted to attend SEMA ever since I first heard about it from Hot Rod magazine writeups back in the 1970's. This years event was the largest convention in Las Vegas for 2021. I have been to MINExpo in 2021, and CONEXPO in 2020, both at the Las Vegas Convention Center as well and SEMA is a bigger show using all of the convention center halls as well as most of the parking lots. My Garmin watch reported over 19,000 steps and almost 11 miles of walking for the day. It's nice the LVCC Loop helps get you between some of it without as much walking. I did not get to most of the stuff in the parking lots which took up all of the Central Hall lots, and likely more. It is a huge show to cover in one day.
SEMA is about more than just aftermarket vehicles and equipment. It also focuses on shops that service or modify vehicles. SEMA has many vendors of tools, shop equipment, training, software, and pretty much everything a shop would need to service or modify vehicles.
SEMA had an area they called SEMA Electrified. This area showcased mostly BEV performance.
At the end of the show they have an event called SEMA Ignite where a parade of vehicles from the show drive through the parking lot of the West Hall past a bunch of bleachers. They have live music and beer too. They block off Convention Center Drive from the LVCC Central Hall to the parking lot of the West Hall where SEMA Ignite is. They also block off Paradise Road for a block in each direction. This made it a challenge to get an Uber home.
Cat had some products there, in 2 different areas.
There were of course plenty of press there so you can find many great photos, articles, and videos online from SEMA. The pro's obviously have far better equipment and skill than me with my 2.5 year old smartphone. Below are some videos I captured.
Another thing that attracted me to SEMA was to see where industry was with electrification. I wrote this article earlier about what I see as a likely path for future aftermarket performance. While full battery electric (BEV) conversions are happening, I have only found Vonnen doing hybrid conversions so far. There are retailers selling Tesla motors and systems. GM and Ford have both advertised "crate" electric motors. Ford did show off their Eluminator truck built on their e-crate motor that does have a part number and the article claims you can order it now.
There were other companies offering BEV components at SEMA such as Blacmotor and Torque Trends.
I can see a real future for full BEV conversions, but I also see a market for hybrids conversions which appears pretty much unserved except for Vonnen.
Many look at the trends and see the bigger leap direct to BEV in all cases. I see it a bit differently. I agree there is a market for BEV conversions and they are compelling in many ways but I also see a market for enhancements to internal combustion engine (ICE) vehicles. This market is larger than some think in my opinion. There is something about hearing the sound of an engine that really matters to some. I am one of those it matters to. Maybe that desire runs stronger in older folks. I wrote an article about this earlier in this blog. For those people (which includes me), hybrid really makes sense. The use case for performance hybrid is very different than hybrid focused on fuel economy, as all the mainstream hybrids are. Hybrid has been in racing for years now. Look at F1 KERS for instance, or recent LeMans race cars. Hybrid powertains are everywhere. Sports cars often look to racing to adopt those approaches to enhance the performance of street/track sports cars. Supercars are already well down this path too. Some of the first were the Porsche 918, Ferrari LaFerrari, and the McLaren P1 which came out years ago. Many more have followed.
The other issue to consider is the increasing focus and regulation around emissions. The California Bureau of Auto Repair (BAR) has increased focus on going after modified vehicles. The days of modifying flash files and tunes are nearing an end. Other aftermarket equipment that negatively impacts emissions will face increased scrutiny and eventual ban going forward as well. Hybrid retrofits do not suffer these risks since they will result in neutral or decreased emissions, and they do not negatively impact emissions control or OBD.
The performance benefits of electric and hybrid are clear. Electric motors give a very different powerband than ICE engines. Their performance peaks in the RPM range are opposites. Combining the 2 together give a much flatter performance curve and really fill in the low end power gaps that ICE engines have, particularly naturally aspirated ICE engines. Adding hybrid has no effect on the engine sound, other than to allow it to rev even quicker. The driver experience is enhanced with no downside.
Some may look at the hybrid retrofit and claim the extra weight will be a bug downside. That would be true if the net weight gain was significant, or worse, poorly placed in the vehicle. They would also look at BEV and plug-in hybrids and claim those batteries are heavy and expensive, which is true. However, the battery capacity needed for performance enhancement is much smaller than what you need for BEV and plug-in hybrid where you are trying to save fuel. Vonnen's system uses a 1kWh battery. Most BEVs require more like 80kWh or larger. Vonnen's system also adds a total of 170lbs but places is lower in the chassis. The only real downside of Vonnen's system I can see if the cost. I believe as BEV and hybrids go more mainstream, we will see these costs go down. I really like what Vonnen has done here and I think they are only the first of many to come.
I believe that hybrid and electric offer many benefits over an ICE powertain. Those include:
The energy storage (batteries, ultra-caps) can be more strategically placed around the vehicle in more optimum places for the weight. You can also have multiple smaller battery packs to optimize weight location.
Energy storage can use a combination of batteries and ultra-capacitors based on optimizing for the use cases of the vehicle. Other future energy storage devices can also be used.
Multiple motor/generators can be used. This allows for better active torque vectoring without the use of the brakes.
Electric motor/generators are not only used for propulsion, but also play a part in braking. I like track days and brakes take a real beating on track days. Absorbing some of that braking energy with the electric system can be a real advantage.
Multiple motor/generators can be placed to drive each wheel independently. This will allow for torque vectoring to optimize deceleration in and acceleration out of corners on the track. It is also a better way to manage traction control overall.
Electric motor/generator control is very fast. There is very little time lag between a command and the actual torque application. This response is far better than any ICE powertrain and give a new level of control.
When using multiple motor/generators, a single failure will not leave the vehicle incapacitated. It is like having multiple engines on a airplane. You can limp home even if one or more fail as long as you have enough for the job.
You can enhance a hybrid system to also drive an electric supercharger. When used with a Roots or screw supercharger, a motor/generator driving the supercharger can be used in place of the traditional throttle. This can recover some otherwise wasted energy from the Otto-cycle engines during light loads. You can also create custom tuned boost curves to optimize for the ICE engine.
You can dispense with all the ICE belt driven accessories like alternator, HVAC, and power steering. Even the water pump can go electric drive. This can also eliminate most or all of the related hoses from those systems. The HVAC can be all hard lines instead of hoses since the compressor can now be body mounted. Electric assist power steering already exists. Eliminating all this belt driven stuff lets the engine rev quicker too.
Engine attached motor/generators like the Vonnen system allows for the removal of the alternator and starter. No longer do you have that noisy starter to start the engine. This can also be used for anti-stall and stall recovery where the motor/generator are used to maintain idle speed even if the engine dies.
In the case of highly modified engines, the engine attached motor/generator can by used to stabilize the idle. The Aston Martin Valkyrie is a great example of this where the hybrid system is used to make the car more drivable.
It is possible, especially in off-road vehicles, to recover energy from the suspension using electro-magnetic suspension dampers (shocks). These can be used to actively control vehicle ride. Electro-magnetic suspension control can be used to eliminate the sway bars and instead have the ride height actively controlled. This will allow the off-road vehicle to rock climb and keep all the wheels in contact with the ground while also preventing body roll at high speeds. Body roll can be actively eliminated completely improving performance of all vehicles. In fact, negative body roll can be implemented. Since some of the energy is being recovered rather than generating waste heat, the devices would not have as much of a heat problem as shocks do in off-road racing. Their performance can be temperature compensated too, whereas tradition shocks change performance when hot versus cold.
Optionally, auto start/stop could be implemented for street cars. When combined with moving the belt driven accessories to electric drive, you can sit in comfort with the HVAC ON and engine off for some time. This would be great for a daily driver in town. Like many hybrids today, the motors can both start the engine and start the vehicle moving at the same time giving good response to accelerate from a stop (unlike non-hybrid start/stop systems).
The ICE can be electrically warmed up. ICE engine wear is much higher on a cold engine. The less cold operation the better. Using the hybrid generator to drive an electric engine heater will both worm the engine faster, and heat the coolant faster.
An electric heater can be used for cab heat and windshield defrosting until the engine warms up. This is safer as well as more comfortable.
Trailers can also be equipped with motor/generators. This can allow for all the wheels to be driven in poor traction conditions so you don't get stuck. It also allows for regenerative braking. The trailer can have its own battery, or connect into the vehicles electrical system.
Electric winches can be smaller and much more powerful using the high-voltage electrical system.
Electric PTO accessories can by used to drive various things that tradition PTO systems did.
The list goes on and on.
The main point is to not think of electric drive as a replacement for a traditional powertrain but rather a whole new way of managing energy and power. Think of solving the various use case challenges from scratch, rather than just evolving from traditional approaches.
I would really like a BEV for my daily driver but I want a hybrid for my sports car. BEV just makes so much more sense for a daily driver as I discussed in this blog post. Longer term I do hope the ICE can live on in a carbon free fuel form using future fuels. It will be a niche though as BEV really makes the most sense for the vast majority of people in most use cases. Getting the vast majority of people out of ICE vehicles will leave the remaining niche with little overall emissions impact even if we keep using petroleum to power them.
I am an optimist and I do believe the future of performance vehicles and vehicle customization is bright, even in the face of BEV and autonomous revolution. I still remember the 1970's, the dark ages of the automobile in many way. Many predicted the end of high-performance vehicles completely. They said performance is just not possible with all the new emissions regulations. I have to laugh at that now as todays performance cars are far better then the old muscle cars prior to the 1970's when it comes to performance. Things got far better, not worse during the 1980's once the OEMs changed their mindset. Aftermarket performance will of course remain a niche market, not the mainstream. But that is really the point anyway. SEMA is a fantastic display of this niche market, and just how big it really is. Most of the folks in this business are passionate about performance first, and running a profitable business comes after that.
