The electric coupe inspired by the 1974 Pony Coupe Concept is a much larger machine than the original. The N Vision 74 is 4.95 m (194.9 in) long, 2 m (78.7 in) wide, 1.33 m (52.4 in) high and has a wheelbase of 2.91 m (144.6 in). print). inches), more than enough to accommodate a 62.4 kWh motor. the battery. It is a different component from the power of the IONIQ 5 or the IONIQ 6.
IONIQ 5 introduced with a 72.6 kWh battery with 30 modules of 2.42 kWh. Hyundai has promised to make electric vehicles more affordable with a 58.1 kWh battery, which can be made up of 24 modules instead of 30. The IONIQ 6 has a 77.44 kWh battery, with 32 modules delivering 2.42 kWh per module.
The 62.4 kWh battery operates at 800 V, like all E-GMP vehicles. However, it does appear to be structurally different from other recent Hyundai EVs based on it. If you divide the N Vision 74’s 62.4 kWh by 2.42 kWh, this corresponds to 25.8 modules. If we round to 26, the capacity increases to 62.92 kWh, which indicates that it does not have 26 modules or that they have a different capacity.
If the N Vision 74 has 26 modules and 62.4 kWh, each module provides 2.4 kWh, less than the modules of the E-GMP platform. If it has 24 modules instead of 26, that’s 2.6 kWh. These can be Integrated Modular Architecture (IMA) modules, which are larger in capacity than E-GMP. That would be an evolution and would make it possible for the N Vision 74 to be brighter while still being able to deliver a reasonable power range.
Hyundai doesn’t say how far a production car with this battery pack can go, but let’s assume that’s a bit less than the the IONIQ 5 can reach: 303 miles (or 488 kilometers). ) during the EPA cycle. The 58 kWh battery has an estimated range of 220 mi (354 km).
In addition to its striking looks, the N Vision 74 offers a surprising resolution to the ongoing debate about mobile electrification. Some see battery electric vehicles (BEVs) as a last resort despite charges and battery prices. Others argue that fuel cell electric vehicles (FCEVs) are the only vehicles that can provide convenient refueling times and reduce utility vehicle weight, even with less efficient use of hydrogen. that. The answer is probably something that combines these two alternatives in the right proportions, as the N Vision 74 seems to suggest.
BEVs with fuel cell range extenders can be charged slowly and should be enough for most people’s daily driving. When they need to travel, they can fill up their hydrogen tank and go even further with a battery. The problem is where to buy that hydrogen.
Without demand, no company would invest in gas distribution. If we have a BEV with a fuel cell, the demand may slow down, so the supply of hydrogen is worth the investment.
However, there is much debate about the size of these batteries. Ideally, they should be relatively small, enough to cover 100 miles or a little more just to meet daily needs or a short trip to nearby towns. It would be cheaper to replace the battery, saving owners from having to toss the whole car in the trash or blow it up, as one Model S The owner in Finland did.
Smaller batteries will also allow us to produce more electric vehicles with our current supply of raw materials. It will also be lighter, making it more efficient and less dangerous in the event of a collision with other vehicles. Although it shares the same performance ambitions as the N Vision 74, its lower mass will also make it faster.
The problem with these hypothetical BEVs with a small battery and a fuel cell range extender is that they will depend on a reasonable hydrogen grid to function. Very few people have the money to buy two cars: one for daily use and one for commuting. The N Vision 74 solves this problem with a larger battery, on par with the batteries of small electric vehicles. If it offers fast charging, it’s the perfect vehicle for that moment of transition.
Depending on how far you live from the hydrogen station, a fully charged battery pack can get you there. Hyundai claims the N Vision 74 will have a total range of “more than 600 km” (373 miles) with a top speed of 250 km/h (155 mph).
For now, such a vehicle should be fine until the hydrogen grid grows as normal. However, it will also face the same problems as the current BEV: what happens when its battery fails? Theoretically, it can continue to operate even in the low power range thanks to the fuel cell. In other words, people won’t have to throw away the entire car because its most expensive part is dead.
The car manufacturers can also offer smaller battery options to replace existing batteries, allowing the N Vision 74 to continue operating for as long as possible if the rest of the vehicle remains in good condition. good condition. We don’t know how much it costs to replace the fuel cells, but they are said to have a lifespan of 300,000 km (186,411 mi).
Finally, theN Vision 74 is the case for a truly sustainable electric vehicle. One that can be recharged like current ICE competitors, has a range of more than 600 km (373 miles) and longer life than a battery-only vehicle. The fact that it looks great is the icing on the clean cake. Isn’t it great to realize that it’s not just beauty?
