From: dannyb@panix.com   
      
   In  Stephen Sprunk  writes:   
      
   >> The related problem is that during the speedup/slowdown, there's even   
   >> more ugliness until the engine stabilizes at the new speed.   
      
   >I'm not sure what you're referring to here.   
      
   Let's say your engine is rotating at 2,000 RMP and you   
   press down on the accelerator, boosting it to 3,000   
      
   Even if they're both within that power band, there's   
   all sorts of inertia before the fuel and air flow   
   re-optimizes. It's much faster than in the carb.   
   days, but it still takes time.   
      
   >> - This is a BIG advantage of (properly designed) hybrid electric-gas   
   >> cars. The ICE output remains a lot steadier, and speed changes are   
   >> slower. The electric motor does the tweaking...   
      
   >Are you thinking only of series hybrids?  In that case, the ICE can run   
   >at a constant speed to maximize mileage, and it also removes the need   
   >for a complicated (and heavy) transmission.   
      
   >Parallel hybrids aren't that different from regular cars; the ICE has to   
   >work over just as wide a range, just with the electric motor adding or   
   >removing power that is stored in the batteries.   
      
   In a properly designed parallel hybrid, when you pusj down   
   the accelerator to gain more speed, some of the demand is   
   inititally transferred, or provided by, the electric motor   
   and batteries. Hence in stead of the gaoline engine   
   going from 2,000 to 3,000 RMP [as fast as it can], the   
   ramp up is (for illustration) only to 2,500 and can   
   take a second or three.   
      
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