That depends on the surface area of the square vs round wire.Your comment above indicates you may know, but for others, from MWS:
" Square magnet wire is useful where space constraints are concerned. When formed into a coil an equivalent amount of square wire put in a coil can be placed in a tighter coil configuration than the same amount of round wire. This enables engineers to create compact coils and small motors that deliver more power in less space. "
I can't help you with how they drive...but for me, if the difference was between 11/12 MPG and 40 MPG....I wouldn't care if it drove like a model A!As someone who has never driven an Escape hybrid with eCVT, can someone give me a general description of how they drive? I'm used to 5 or 6 speed automatics. My order is for an XLT hybrid because I could benefit from the 40mpg on my daily commute (Tundra only gets 11-12mpg). Thanks,
You don't get any hard shiftpoints, it's just sort of infinitely smoothAs someone who has never driven an Escape hybrid with eCVT, can someone give me a general description of how they drive? I'm used to 5 or 6 speed automatics. My order is for an XLT hybrid because I could benefit from the 40mpg on my daily commute (Tundra only gets 11-12mpg). Thanks,
Yup. I owned the 2nd Gen Hybrid Escape (transaxel was made outside Ford at the time). You felt no shifting.You don't get any hard shiftpoints, it's just sort of infinitely smooth
There is a "low" button in the middle of the shifter. Not sure what that does exactly on an eCVT though...Yup. I owned the 2nd Gen Hybrid Escape (transaxel was made outside Ford at the time). You felt no shifting.
There's pros & cons. Pro: no Overdrive to turn on/off. Con: no 2nd gear to shift into for crawling out of slippery snow.
Supposedly the new drive modes (Tow/Haul & Snow) will help with that by adjusting the transaxel & braking but that didn't exist in Gen2 transaxels.
Here is a video of a road test vs a Rav 4 from Canada. It should give you a general idea. Spoiler alert, they liked the Rav 4 better but you can see they were pre-disposed to choose it.As someone who has never driven an Escape hybrid with eCVT, can someone give me a general description of how they drive? I'm used to 5 or 6 speed automatics. My order is for an XLT hybrid because I could benefit from the 40mpg on my daily commute (Tundra only gets 11-12mpg). Thanks,
Sport Mode should helpThe real question is what else is updated over the initial Gen4 hybrids like mine? No point in adding motor power if you're not adding inverter capacity. The Maverick needs higher limits than 35kW braking and 20kW EV (before ICE turns on at high HVB charge) for any of this to matter much to the driver.
I describe it as "hydrostatic mode" which owners of lawn tractors will recognize. Yes, it's regen braking at work, so you can't actually stop."one pedal driving"
For me, the biggest change was the lack of shifting, and associated engine speed changes. I grew up on manual trannys and I never stopped listening for shift points. The ICE in a hybrid is a "stationary engine" where RPM changes are rare allowing for more efficient ICE design. (Atkinson cycle engines don't "rev" very well.)As someone who has never driven an Escape hybrid with eCVT, can someone give me a general description of how they drive? ...
Ah, I have an old hydrostatic Cub Cadet daily driver. Nice. 1st I've heard L gear described like that.I describe it as "hydrostatic mode" which owners of lawn tractors will recognize.
Best thing to do is go drive one.As someone who has never driven an Escape hybrid with eCVT, can someone give me a general description of how they drive? I'm used to 5 or 6 speed automatics. My order is for an XLT hybrid because I could benefit from the 40mpg on my daily commute (Tundra only gets 11-12mpg). Thanks,