Suggested Improvements for Gen-5 Prius

Of course, high MG efficacy is very important for EV. But in HEV main power flow goes through gears, so 1-2% of efficacy of MG doesn't matter.
IM doesn't contain rare-earth metals and could be cheaper compared to PM motor. Also, the control of IM is simpler.

 

I'd just be happy if they introduced AWD into the Prius. Oh wait... They've already done that... except it's not available in North America.

 

I was wondering if such a system would be robust enough for an actual work truck.

 

A way that a normal person own his/her own could adjust the backup beep.

 

Hardly an engineering wonder, however,
of all the nifty storage spaces in the cockpit, the ones I appreciate the most are the middle console and the double glove compartments of the gen2, so I would like to see Toyota bring back the double glove compartment.

 

The current v has the double glovebox.

 

Incorporate the parking brake into the button on the dash for "PARK" and do away with the pedal.

 

Electric parking brakes are already out on some car models at this moment.
Their activation is likely not tied to putting the transmission in park. As one of those components that the company keeps in a parts bin for multiple models, and since some models still have manual transmissions without a park selection, integrating parking brake control with parking pawl control is not going to be a high priority.

 

Ah yes, opportunities to make those hairpin U-turns and put to use my drifting skillz have always eluded me, even more so since driving a Prius
But never say never!

 

2 inch longer wheelbase with a 180" overall length. More rear seat leg room. keep the weight 3000 lbs or lighter.

have a 1.2 liter turbo engine with a 80hp electric motor for a combined power output of at least 140hp, ideally 150hp.

0-60mph in about 8 seconds.

have a retractable cup holder below the front side vents.

 

An Atkinson cycle engine with a supercharger is technically a Miller cycle engine. The current Prius engines have a compression ratio of 8 to 1 and an expansion ratio of over 13 to 1. Miller cycle - Wikipedia
Pressurizing this may require higher octane gas, at a minimum, lower compression pistons as a drastic fix.

Cars with a turbocharger have issues turning the engine off when the turbo is still hot, baking the oil. Hot rodders typically use a turbo timer to prevent engine off before cool oil can reduce compressor temps. Turbo timer - Wikipedia

Since hybrids gain efficiency by turning off the engine early and frequently, turbocharging may not be an ideal technology. At the very least you would want both the coolant loop and the engine oil to continue to circulate for some duration after engine shutdown.

On the other side, turbos suffer from lag as the engine goes from idle to full power. This can only be worse with an engine that is not idling, but is off.

Toyota has always tuned their Prius to get between 120 and 135 HP, presumably there is a reason for this, most likely to maximize MPG by having the throttle open wider during normal driving to reduce pumping losses.
Active Fuel Management - Wikipedia

I do not think these problems are insurmountable, but they are all problems. No manufacturer make a Hybrid with a turbo engine, for reasons similar to the one's I mentioned. (Googling for Turbo hybrid gets variations on the following site Turbo Force Hybrid Tile & Grout Cleaning Tool, 12 Inch | Jon-Don )

 

If you go longer with longer car, and longer wheelbase - essentially you've just moved to a bigger car class. Which is the problem with just about every car - it just grows and grows. Eg - the latest VW POLO is bigger than the original GOLF and has a longer wheelbase than the original PASSAT, 2 sizes bigger.

I disagree with putting a turbo - diesel turbos last forever (well, not really, but a long time - though some modern diesels have other issues), petrol turbochargers haven't had the best reputation for various reasons, mainly due to the much hotter environment they work in. They would be even worse in a stop/start situation.

And going away from the Atkinson engine - almost no point in having a hybrid.

I've never used a cup holder, so not sure what's wrong with the current ones. I eat and drink at home.

As I've suggested elsewhere, there are other issues which are more important to be solved for Gen 5 - the biggest is the poor seats. Then followed by total replacement of the pathetic "entertainment" system, as well as fix the Cruise Control or DRCC which won't hold to the set speed when a hill (up or down) comes.

 

Here's what I'd like to see for a Gen 5:

• Leave the vehicle size alone, it's basically right. 6 foot tall adults are fine in the back seat, that's all it needs to be.
• Make the PHV/Prime the base model, but package it better - follow Volkswagen and Hyundai's example of how to do this with the same rear suspension design - battery under the seat, fuel tank under the cargo floor. This will also likely improve handling over the existing Prime, by lowering the center of gravity and centralizing the weight.
• Increase EV mode power - if liquid cooling is required to do this, then do it.
• Consider offering a hot hatch model with a ~2.5 liter ICE and a small battery (no plug). The chassis can handle it, and while it won't be as efficient as the PHEV model, this can act as a gateway drug into hybridization for performance enthusiasts.
• Add CarPlay/Android Auto support to the head unit.

 

Cor, blimey Tideland! Santa's gonna have to be very busy if you've been a really good boy this year.