Featured eAssist - it's back

And in a truck.
Mated to the V8 with 8 speed transmission of the Silverado, the system brings the EPA ratings up to that of the V6 model. 2mpg city and 1mpg highway doesn't look like much on paper, but it could be worth it to someone that actually needs the V8.

A feature to feature comparison can't be done yet, but it appears the eAssist adds just $700 to the steep price of the ICE model. A basic start/stop system runs in the $300 to $500 range as an option. Though just getting the V6 will save a little over $1000 compared to the plain V8.

2016 Chevrolet Silverado Mild Hybrid? | CleanMPG
"GMs latest eAssist iteration is more modular than the previous system, meaning it could be more easily used in FWD or RWD configurations."

Which could mean potential savings for the system if it gets installed in more vehicles, but only 700 of these Chevy and GMC trucks will be made for California this year.

 

You are painting with too broad a brush. There are truck buyers that are concerned with fuel economy. Mostly those that need the truck for a business, but there are a few private owners in which it is a consideration. The only option for improved fuel economy while retaining payload and towing of the V8 is a small block diesel.

Limiting it to California avoids the issue of cheap gas. It will save $100 per year at $2.50 gallon. Paying off the extra cost well within the time most trucks are kept.

Real news isn't the truck though. It is that GM made this system easy to add to any vehicle, and they can sell it for a little bit more than a start/stop system. Low cost means it more cars could be sold with it. A full hybrid will return better fuel economy, but with a $2000+ over the ICE model few people actually buy them. It's about numbers. A low cost mild hybrid that could potentially be put on all a companies ICE models without hurting their price competitiveness, can save more total gas than the fewer full hybrids sold.

Hopefully, these trucks will deliver on their promised improvement. Americans aren't going to stop buying trucks in the near future.

 

It's a mild hybrid that is more on the mild side. Compared to a start/stop, it also gives the truck regenerative braking. The motor also provides a little boost to propulsion. At least enough to allow more use of the cylinder deactivation.

Just feeling out the market. The state's size and gas prices make it a good place to test the waters.
It likely gets a credit or adjustment for CAFE like a basic start/stop system. I don't see 700 as enough to make a dent in GM's truck fleet numbers, but it might let the accounts to underwrite some of the system's cost on the price tag.

The use MPG does hurt the sales of fuel saving technologies. The 2mpg increase to this truck's city numbers is actually a larger increase than in efficiency than the gen4's city number over the gen3's, and the Eco's over the gen4's. It is a 12.5% increase to the Eco's 14% over the gen3. But in MPG figures, it just doesn't look impressive. I'm sure the highlander hybrid lost sales because its fuel economy didn't look as impressive as the Prius' did.

Businesses will consider the fuel economy. Then the eAssist is cheap. It is less than the GM tonneau cover, way less than the rear DVD system, and might be as much as a premium paint color.

It is a test run of 700 trucks, I don't think GM expects much from it at this time, but gas prices aren't going to remain cheap over the life of one of these trucks.

 

1. The AFM, cylinder deactivation, for this generation of GM trucks has been quite improved. In a comparison to the 2.7L Ecoboost F150, this V8 did just as well in fuel consumption. more below
   
2. Requires a larger motor and rest that will increase cost. The power steering is already electric, and an electric A/C depends upon power draw and battery size.
3. The cost of doing this for a full hybrid will be higher than a mild one; a mild one will likely be fine with the existing transmission while a full will require the work of putting in an entirely different ICE.
4. For a full hybrid, it could be the best course. For some applications, the duration of full AWD will be a question.

A 1500 class truck that was a full hybrid should get better fuel economy. But it needs to be affordable, and not put a limit on what people do with their full size truck. We haven't seen one yet. People have scoffed at the hybrid label being applied to BAS and eAssist, and justifiably so. In terms of fuel economy, they are a step above auto start/stop systems. Which wasn't worth what GM charged back then, but if they actually have gotten the cost down to just a little more than a start/stop system, then it could be worth it.

I think GM is looking to this eAssist as an easy drop in for all their models as CAFE targets increase. An auto start/stop does get a credit for CAFE, but the actual improvement on the EPA test for something with low MPG to begin with, could be lost to rounding errors. As is, eAssist does provide an actual increase on the test.

PickupTrucks.com did a fuel economy challenge not too long ago between the Ram w/ 3L diesel, F150 w/ 2.7L Ecoboost, Silverado w/ V8 and new 8 speed transmission, and the Tundra with the small V8. The course was done empty and with a 1500# load. The Ford and Chevy were pretty close. The AFM came on even with the load. They did turn the F150's auto stop off to keep the comparison like, so it should do a little better on trips with multiple stops. Likewise with a truck with this eAssist.

Texas Truck Showdown 2016: MPG Mileage Test - PickupTrucks.com News

The issue with turbocharging and cylinder activation for fuel economy on trucks is that their benefit is lost on trucks that are use regularly for heavy loads and towing. The AFM doesn't come on because of the power demands, and turbos quickly reach the fuel sucking levels of boost. Until we actually get a full hybrid truck that buyers are willing to pay for, diesels will be the choice for fuel economy and payload.

 

The Chevy getting eAssist and was tested has an 8 speed transmission. Nothing about it on Fueleconomy.gov and Chevy's on site though.

Is this system in any truck/SUV now? How does the payload and towing capabilities compare to the ICE?

Low enough cost, and it could be made standard; it is $500 on a vehicle with a price tag of around $40k. As is, eAssist likely counts as a hybrid for CAFE.

If GM needs to get cracking, Toyota needs to wake up.

Which is a good improvement for day to day driving, but not for payload if the system needs to be protected for whatever reason.

The GM tested didn't have the eAssist.

As for the better fuel economy when loaded, the test drivers said they were more careful driving with the load; gentler acceleration and braking. If the load leveled out the rear suspension, there might have been a little aero improvement.

 

The last generation Malibu dropped the eAssist for start/stop, but it also got a whole new, more efficient engine; it's apples to oranges. That said, Gerdes and others where underwhelmed by the eAssist performance.

I found the news on cost and it being modular of more interest. We are getting a full Malibu hybrid that will likely sell at the same rate as the other midsize hybrids do in comparison to their ICE counterparts. An inexpensive mild hybrid system that could be made standard on the model could save more gas than the 10% or so of full hybrids sold. Regenerative braking and active shutters improve the Mazda6 MPG ratings by 2. eAssist adds in start/stop.

Two-mode and the Pathfinder hybrid both had a reduced tow rating in comparison to the ICE models. Two-mode came closest to being full work truck capable, but had that cost issue. So it isn't just an HSD only issue at this point. Then pick up trucks are expensive to begin with. Add cheap gas and MPG for sticker ratings, a hybrid system that adds over a grand to the MSRP will be a tough sell.

AFM with a wider gear selection seem to be working as well as the turbo for GM, and there is still the "no replacement for displacement' crowd buying trucks. Ford still has their V8 to sell to them. The same crowd would also buy a V6 before an I4 regardless of displacement. I'm happy with my little GM turbo, but I also don't buy full size trucks for personal issues.

The 2.7L might have been conceived for the F100 rebirth before it was cancelled. There are rumors Ford will be bringing out a midsize truck and new SUV. The AWD Fusion with it is probably fun.

I know about the credits, and the possible 5L Cummings in the Tundra shows that Toyota is more interested in selling trucks to people with personal issues then something with broader appeal.

A full hybrid truck will come along. We might even see a hydraulic one. At this point, small block diesels are the working solution. That near 10mpg advantage the Ram had over the GM and Ford in the PickupTrucks.com test is hard to ignore.

What, the high priced conversion doesn't count? I think you are right about the PHEV truck. With the Volt and Bolt, GM is likely waiting for costs to drop further instead of using credits on a truck, if it is in their plans.

 

Can't overlook the regenerative braking.
I think this is GM just real world testing eAssist to keep the technology improving. The 3rd party 48-volt mild hybrid systems were in the news not too long ago.

Can't twin turbo a 4 cylinder?

EPA might under estimate diesel fuel economy, but the studies showing that might have been poisoned with VWs. The time period of the EPA's own report covering the subject may have been before the cheat devices, but then that would make it before stricter emission controls.

Ram's Eco trucks(diesel and gas) make use of fuel saving tech more often than the others; like active shutters, and self lowering suspension at cruise speeds.

I'd like to see a viable full hybrid system in a truck. Perhaps the one in the CT6 could be adapted. F150 test mules running a diesel have been spotted in the wild. So Ford is hedging their hybrid bets in relation to trucks.