Evolution of India EV Ecosystem

<div class="section abstract"><div class="htmlview paragraph">The rapid expansion of the global electric vehicle (EV) market has significantly increased the demand for advanced thermal management solutions. Among these, the battery cold plate is a critical component, essential for maintaining optimal battery temperatures and ensuring efficient operation. As EV batteries increase in size, the thermal management requirements become more complex, necessitating the development of new alloys with enhanced strength and thermal conductivity. These advancements are crucial for the effective dissipation of heat and the ability to withstand the mechanical stresses associated with larger and more powerful batteries. The evolving performance demands of EVs are driving material innovation within the thermal management sector. This study aims to explore the global heat exchanger market trends from a material perspective, focusing on the evolution of the mechanical and thermal properties. Specifically, we investigated the transition from the traditional AA3003 alloy to the modified AA3xxx alloys, and the potential for AA6xxx alloys to deliver further advancements. The mechanical properties of these alloys were assessed after both natural and artificial aging processes. Notably, the yield strength of the AA6xxx alloy increased by 128.7% after the artificial aging process. Additionally, the thermal conductivity of the alloys was evaluated to identify materials that could provide significant improvements in heat exchanger applications. The thermal conductivity of the AA6xxx alloy increased by 10% after artificial aging. By comparing the performance of the traditional and modified alloys, this study provides insights into the future direction of material development for thermal management in the EV market. The results underscore the importance of material innovation in addressing the growing demands of the next-generation heat exchanger market within the EV industry.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Conventional charging systems for electric and plug-in hybrid vehicles currently use cables to connect to the grid. This methodology creates several disadvantages, including tampering, risk, depreciation and non-value added user efforts. Loose or faulty cables may also create a safety issue. Wireless charging for electric vehicles delivers both a simple, reliable and safe charging process. The system enhances consumer adoption and promotes the integration of electric vehicles into the automotive market. Increased access to the grid enables a higher level of flexibility for storage management, increasing battery longevity.</div><div class="htmlview paragraph">The power class of 3.7kW or less is an optimal choice for global standardization and implementation, due to the readily available power installations for potential customers throughout the world. One of the key features for wireless battery chargers are the inexpensive system costs, reduced content and light weight, easing vehicle integration.</div><div class="htmlview paragraph">This paper demonstrates a wireless charging design with minimal component content. It includes a car pickup coil with 300 mm side length and low volume and mass 1.5 dm<sup>3</sup> power interface electronics. After an overview of its hardware requirements, power transfer and efficiency benefits are presented, providing the anticipated horizontal and lateral deviations.</div><div class="htmlview paragraph">An intense magnetic field is required to transfer the target power at low volumes between the transfer units. This field heats up any metal object over the transfer coil, similar to an induction oven. Consequently, the system should be powered down whenever a metal object is detected in this area. A Foreign Object Detection (FOD) design has been developed to continuously monitor the critical high field area. Device testing results are also provided.</div><div class="htmlview paragraph">Field characteristics are verified alongside the vehicle, ensuring system safety for living beings; compliant with all applicable standards reference limits which is more challenging than the basic limits [<span class="xref">13</span>].</div></div>

<div class="section abstract"><div class="htmlview paragraph"><ul class="list disc"><li class="list-item"><div class="htmlview paragraph">This paper studies the effects of a unique single-pass wavy channel heat exchanger on the temperature of a battery pack in an electric vehicle, on which there are no studies carried out.</div></li><li class="list-item"><div class="htmlview paragraph">A detailed numerical study on single-pass wavy channel heat exchanger, with water as a working fluid, for active cooling of the battery pack in an electric vehicle, has been carried out.</div></li><li class="list-item"><div class="htmlview paragraph">Effect of various parameters like C-rates, flow rates of the coolant, coolant inlet temperatures, and flow arrangements of the coolant on the maximum and minimum temperature of the battery pack.</div></li><li class="list-item"><div class="htmlview paragraph">The maximum and minimum temperature of the battery pack increases as the C-rate and coolant inlet temperature is increased and the coolant flow rate is decreased.</div></li><li class="list-item"><div class="htmlview paragraph">Pumping power required to drive the coolant increases as the coolant flow rate is increased and the coolant inlet temperature is decreased.</div></li></ul></div><div class="htmlview paragraph"/><div class="htmlview paragraph">This work involves the thermal management of 18650 Li-ion battery pack using a unique single-pass wavy channel heat exchanger, where the cells are arranged in a staggered manner. Effects of various parameters, which were not previously considered together, like discharge rate, the flow rate of the coolant, coolant inlet temperature, and different flow arrangements in the channels on the temperature of the battery pack and pressure drop across the wavy channel are analyzed. Also, the dimensions (height × width) of wavy channel is varied from 35 × 3 mm to 45 × 3 mm to check its effects. Results show that at higher C-rate, higher coolant inlet temperature, and lower flow rate of coolant resulted in higher temperatures of the battery pack. Increasing the dimensions of wavy channel resulted in a reduction in temperature by 9.96%, 10.32%, and 10.03% for flow arrangements 1, 2, and 3, respectively, at 4 C-rate, 5 LPM flow rate, and inlet coolant temperature of 45°C. Similarly, pressure drops of 7.9%, 7.74%, and 7.75% were observed for the same conditions. For both wavy channel models, it was found that by changing from flow arrangement 1 to flow arrangement 2, on an average the maximum temperature in the battery pack reduced by 1.49% and by changing from flow arrangement 1 to flow arrangement 3, on an average the maximum temperature in the battery pack reduced by 0.14%. The pressure drop across the channel remained constant regardless of the flow arrangement.</div></div>

<div class="section abstract"><div class="htmlview paragraph">The recent vehicle development demands for electric powertrain as against conventional fuels engines. The electric powertrain offers advantages in terms of cleaner and quieter operations. In electric vehicle, the conventional engine is replaced by electric motor operated on batteries. Here, the conventional engine refers to those powered by diesel, petrol, CNG and some hybrid vehicles using fuel as primary source for power generation. Thus, the system design approach for mount also changes. At present, various approaches are being followed to mount electric powertrain like conventional pendulum type, with or without cradle, Common or different motor and electric box mountings etc. The electric powertrain differs from conventional powertrain in terms of weights, mass moment of inertia, torque, NVH requirements like Key in Key off, idling, low frequency vibrations etc. Thus conventional mount will not necessarily meet NVH requirements for Electric powertrains.</div><div class="htmlview paragraph">As electric motors are quieter compared to IC engines, the small vibration issue resulted in bigger engine presence in the passenger cabin. By proper modal placement of all major EV components, it is possible to isolate the system to avoid resonance. For the mounting of electric powertrains, the systems used are based on combustion engines and adapted exclusively for the new application. Consequently, it stands to reason that mounting systems optimized for use with combustion engines do not necessarily in line with the best solution for electric powertrains.</div><div class="htmlview paragraph">Depending on mounting scheme of powertrain, different degrees of freedom system modelling can be used. The 6 dof analysis provides powertrain modes decoupling which not necessarily correlate to vehicle environment. For better correlation, 16dof analysis is performed. In case of electric vehicles in addition to 16 dof, cradle dof i.e. 6 to be included to have better correlation.</div><div class="htmlview paragraph">In the paper various types for electric powertrain mounting has been discussed. The design approach for electric powertrain mounting presented. The case of vehicle with conventional powertrain mounting and its conversion to electric powertrain is presented. The mount stiffness optimization through multibody dynamics and HEEDS software used to predict the optimum stiffness which is correlating with actual measured NVH results.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Sharing mobility has led to a reduction of car ownership with consequent decrease in impacts from a multiple economic, social and environmental perspective. One way of promoting sustainable mobility is to establish the use of electric vehicles (EVs), but insufficient knowledge and high uncertainty towards EV technology can represent a barrier to the acceptance of these new forms of mobility. Under-thirty are recognized as a prospective customer group for car sharing services, very receptive to technological innovation.</div><div class="htmlview paragraph">Based on this premise, the study proposed a double-structured methodological framework to investigate university student user profile defining the heterogeneous preferences regarding a mix of attributes of the service design and to assess the impact of car-sharing experience on acceptance of EVs. Preferences for specific service attributes have been explored (e.g. rate, different power systems) and possible predictors have been tested (e.g. car ownership, neighborhood walkability, ecological awareness) by using a quantitative analysis with car-sharing users and non-users.</div><div class="htmlview paragraph">This methodology has been implemented in the city of Enna (Italy), where university population constitute a high percentage of residents and a recent station-based car sharing service has been implemented. Besides the demographics characteristics, the students’ demand of mobility and acceptance of EVs have been investigated through a survey data analysis, considering several operational attributes and context-related variables in applying Likert scale.</div><div class="htmlview paragraph">The results show that experience in using, EV vehicles leads to higher acceptance of this new technology. Furthermore, it emerged a correlation between gender distribution and operating and infrastructural characteristics of the service, like the presence of reserved parking with charging stations.</div><div class="htmlview paragraph">This study lays the basis for more in-depth research for service design and reconversion through the introduction of shared EVs, improving their use both for home-school and home-leisure trips and discouraging the use of the private vehicle.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Electric Vehicles (EVs) are rapidly transforming the automotive landscape, offering a cleaner and more sustainable alternative to internal combustion engine vehicles. As EV adoption grows, optimizing energy consumption becomes critical to enhancing vehicle efficiency and extending driving range. One of the most significant auxiliary loads in EVs is the climate control system, commonly referred to as HVAC (Heating, Ventilation, and Air Conditioning). HVAC systems can consume a substantial portion of the battery's energy—especially under extreme weather conditions—leading to a noticeable reduction in vehicle range.</div><div class="htmlview paragraph">This energy demand poses a challenge for EV manufacturers and users alike, as range anxiety remains a key barrier to widespread EV acceptance. Consequently, developing intelligent climate control strategies is essential to minimize HVAC power consumption without compromising passenger comfort. These strategies may include predictive thermal management, cabin pre-conditioning, zonal climate control, and integration with renewable energy sources. By implementing such energy-efficient solutions, EVs can achieve better range performance, improved user satisfaction, and greater environmental benefits.</div><div class="htmlview paragraph">Modern EV climate control systems increasingly rely on intelligent features such as Auto mode, which dynamically adjusts fan speed, airflow direction, and temperature settings based on real-time cabin and ambient conditions. By leveraging sensor data and adaptive control algorithms, Auto mode optimizes thermal comfort while minimizing unnecessary energy expenditure. This automated regulation plays a crucial role in reducing HVAC-related power consumption, thereby contributing to overall range improvement and enhancing system efficiency without compromising passenger comfort.</div><div class="htmlview paragraph">This study focuses on the development of three distinct Auto mode calibration levels for each set condition, designed to achieve the same cabin temperature with varying dynamic responses and energy consumption profiles. In Auto mode, the cabin temperature is regulated through intelligent control of compressor speed, blower speed, and evaporator temperature. While all Auto levels can maintain the desired setpoint, the time required to reach this temperature and the system’s responsiveness to sudden thermal loads can vary significantly. This study introduces three distinct calibration profiles, each engineered to achieve the same cabin temperature under different dynamic conditions and energy consumption levels. These profiles allow users to choose between faster thermal response or reduced power usage, effectively enabling a trade-off between immediate comfort and extended driving range</div></div>

<div class="htmlview paragraph">The Idaho National Engineering Laboratory (INEL) evaluates EV propulsion systems and components for the U. S. Department of Energy (DOE) Electric and Hybrid Vehicle (EHV) Program. This paper describes an INEL study which compares the exterior and interior acoustic noise levels of an electric vehicle to its internal combustion engine (ICE) counterpart base vehicle, under various operating conditions.</div> <div class="htmlview paragraph">The electric vehicle was a converted 1988 Ford Escort station wagon, retrofitted with a DC electric powertrain developed by Soleq Corporation. A comparably-equipped gasoline-fueled ICE-powered Ford Escort station wagon provided the baseline acoustic noise levels with which to compare the electric vehicle. Measurements of the interior and exterior noise levels were obtained using a Bruel and Kjaer (B&K) Type 2231 Modular Precision Sound Level Meter. The tests were conducted in accordance with applicable Society of Automotive Engineer's (SAE) standard practices (<span class="xref">1</span>, <span class="xref">2</span>, <span class="xref">3</span>, <span class="xref">4</span>, <span class="xref">5</span>, <span class="xref">6</span>, <span class="xref">7</span> and <span class="xref">8</span>)<span class="xref">*</span> at Chrysler's Arizona Proving Grounds in Wittmann, Arizona.</div> <div class="htmlview paragraph">The results indicate that radiated interior and exterior acoustic noise levels of the electric vehicle were noticeably quieter under acceleration and idle conditions. However, under constant speed operation the electric and the ICE exhibited essentially equivalent interior and exterior noise levels.</div>

<div class="section abstract"><div class="htmlview paragraph">The adoption of electric vehicles (EVs) has been announced worldwide with the aim of reducing CO<sub>2</sub> emissions. However, a significant increase in electricity demand by EVs might impact the stable operation of the existing power grid. Meanwhile, EV charging is acceptable to most users if it is completed by the time of the next driving event. From the viewpoint of power grid operators, flexibility for shifting the timing of EV charging would be advantageous, including making effective use of renewable energy.</div><div class="htmlview paragraph">In this work, an EV model and simulation tool were developed to make clear how the total charging demand of all EVs in use will be influenced by future EV specifications (e.g., charge power) and installation of charging infrastructure. Among the most influential factors, EV charging behavior according to use cases and regional characteristics were statistically analyzed based on the real-world usage data of over 14, 000 EVs and incorporated in the simulation tool. Using the resultant statistical model, the Monte Carlo method was applied to conduct a parameter simulation study of continuous EV usage. The impact of EV charging demand on the power grid in a future scenario and also the benefit of controlling EV charging were evaluated quantitatively in the study. Important findings indicated that active smart charging will be necessary rather than passive control based on time-of-use tariffs.</div></div>

<div class="section abstract"><div class="htmlview paragraph">One of the practical consequences of the development of low CO₂ emission cars is that many of the traditional NVH sound engineering processes no longer apply and must be revisited.</div><div class="htmlview paragraph">Different and new sound sources, new constraints on vehicle body design (e.g., due to weight) and new sound perception characteristics make that the NVH knowledge built on generations of internal combustion-powered vehicles cannot be simply transferred to Hybrid and Electric Vehicles (HEV). Hence, the applicability of tools must be reviewed and extensions need to be developed where necessary.</div><div class="htmlview paragraph">This paper focuses on sound synthesis tools as developed for ICE-powered vehicles. Because of the missing masking effect and the missing intake and exhaust noise of the Internal Combustion Engine (ICE) in electric vehicles, on one hand electric vehicles are quieter than traditional vehicles. On the other hand, other components such as HVAC system, alternator, vacuum pump, power-steering pump, cooling systems, transmission systems, inverter noise, etc., become more important and generate new complex sound signatures. Typically, their interior noise is well-defined by high-frequency noise components which can be subjectively experienced as annoying, hence the increased importance put to sound quality aspects and perceptual-relevant NVH studies.</div><div class="htmlview paragraph">In the paper, a Virtual Car Sound (VCS) synthesis technique for HEV is designed. This approach turns out to be a very helpful engineering tool to design a brand specific sound and allows reproducing typical sound features of HEV during real-time driving simulation based on a Sound Quality Equivalent Model (SQE). Several SQE models were constructed for different powertrains of HEV in various engine conditions. Finally, the results of the sound metrics and listening tests indicate a comparison between the synthesized sounds and the original sound recordings.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Electric vehicles (EVs) present a distinct set of challenges in noise, vibration, and harshness (NVH) compared to traditional internal combustion engine (ICE) vehicles. As EVs operate with significantly reduced engine noise, other sources of noise, such as motor whine, power electronics, and road and wind noise, become more noticeable. This review paper explores the key NVH issues faced by EVs, including high-frequency tonal noise from electric motors, gear meshing, and vibrations. Additionally, it examines recent advancements and trends in NVH mitigation techniques, such as active noise control, improved material insulation, and advanced vibration isolation systems. Furthermore, this paper discusses the role of computational tools, simulation technologies, and testing methodologies in predicting and addressing NVH concerns in EVs. By providing an in-depth analysis of the challenges and the latest innovations, this review aims to contribute to the ongoing development of quieter and more refined EVs.</div><div class="htmlview paragraph">EVs pose unique challenges in the realm of noise, vibration, and harshness (NVH) that differ from those encountered in traditional internal combustion engine (ICE) vehicles. With the significant reduction in engine noise in EVs, other noise sources—such as motor whine, power electronics, and road and wind noise—become more prominent. This review paper delves into the primary NVH challenges associated with EVs, including the high-frequency tonal noise produced by electric motors, gear meshing, and vibration issues. It also explores the latest advancements and trends in NVH mitigation techniques, such as active noise control, enhanced material insulation, and advanced vibration isolation systems. Additionally, the paper highlights the role of computational tools, simulation technologies, and testing methodologies in predicting and addressing NVH challenges in EVs. Through a comprehensive analysis of these challenges and innovations, this review aims to support the ongoing efforts to develop quieter and more refined EVs</div></div>

The Paper aims to look for aspects that influence a consumer's decision to acquire an electric vehicle. India has the greatest EV market in the world, particularly for two-wheelers. The penetration of electric vehicles has greatly increased over the past years as a result of numerous automakers releasing these vehicles at a quick rate. By 2025, the market for electric vehicles (EVs) is expected to be worth at least 475 billion, according to a recent study. By 2025, the percentage of electrified two-wheelers is predicted to increase to up to 15% from the current 1% penetration rate. Environmental pollution is currently a major problem worldwide. Toxic emissions from internal combustion engines are a major source of air pollution. The globe is actively promoting electric cars (EVs) to address environmental issues and counteract the consequences of fossil fuel pollution (ECs). The Indian government desires "only Electric Vehicles" to be on the roads by 2030.

<div class="htmlview paragraph">As the community is becoming more and more aware and conscious of the pollution problems caused by the internal combustion engine and its use in transportation, we are now seeing the first projects and prototypes regarding hybrid and electrically-powered vehicles.</div> <div class="htmlview paragraph">One of the main problems witnessed by engineers has been that of the relatively low operating range provided by the storage batteries available on the market today, and so, recovering the energy that is inevitably lost during braking is of primary importance.</div> <div class="htmlview paragraph">The concept of regenerative braking is fairly simple as it consists in making the electric motors function as generators.</div> <div class="htmlview paragraph">In many of today's applications we find two indipendent controls for the operation of the hydraulic brake and for the activation of regenerative braking. The choice on which braking mode to use, or in which sequence the two modes are to be used is left to the driver who, at the onset of braking, is forced to make mental considerations in order to activate the two braking modes in the right sequence. Furthermore, the driver must not forget to disable the regenerative function at the end of each stop.</div> <div class="htmlview paragraph">BREMBO has designed a braking system in which a single control, that is, the brake pedal, activates and disables in the right sequence the two different braking modes, thus allowing:</div> <div class="htmlview paragraph"> <ul class="list disc"> <li class="list-item"> <div class="htmlview paragraph">to maximize energy recovery by the electric motors each time the driver steps on the brake pedal;</div> </li> <li class="list-item"> <div class="htmlview paragraph">the hydraulic brake to be used in addition to regenerative braking when the latter is not enough to produce the required deceleration.</div> </li> </ul> </div> <div class="htmlview paragraph">The proposed braking system is lightweight and versatile. It can be adapted to the different powertrain configurations seen on various electric vehicles.</div>

<div class="htmlview paragraph">While the ZEV program's electric vehicles did not become successful market-driven products, many of the technical advantages of electric vehicles were validated by enthusiastic California consumers. Yet, battery technology has been and continues to be the limiting factor in terms of cost, functionality (range) and durability of EV systems.</div> <div class="htmlview paragraph">The automotive industry has largely moved on to research and development of other approaches to extremely low emissions and reduced fossil fuel consumption. PZEV gasoline vehicles, Hybrid electric vehicles, clean (EPA Tier 2) diesel vehicles and Proton Exchange Membrane (PEM) fuel cell electric vehicles (FCEVs) are the focus of attention.</div> <div class="htmlview paragraph">The purpose of this paper is to explore another possible solution: a battery electric vehicle with a relatively small fuel cell auxiliary power unit (APU) to recharge the battery pack during driving. The attraction of this configuration is the use of a relatively small battery pack (to allow 65 - 110 km of ZEV range) while increasing vehicle range and functionality to be equivalent to conventional vehicles (400 - 650 km). Another key attraction is that a majority of km could be efficiently refueled from the grid allowing low or zero CO<sub>2</sub> power generating technology to be deployed in private transportation without the enormous cost and inefficiency of the H<sub>2</sub> infrastructure.</div> <div class="htmlview paragraph">The combination of Solid Oxide Fuel Cell (SOFC) APU and advanced Lithium Ion battery systems appears to make the fuel cell range extender EV an attractive system in terms of efficiency, weight and (in the midterm) cost. This paper will discuss the product attributes and advantages that such a system would bring to the customer and society and compare SOFC to Proton Exchange Membrane (PEM) fuel cell and other competing APU technologies. This paper will present system level assessment and analysis of the SOFC/Lithium Ion range extender EV applied to a GM EV1 platform.</div>

<div class="section abstract"><div class="htmlview paragraph">A highly efficient two-motor plug-in hybrid system is developed to satisfy the global demands of CO<sub>2</sub> reduction. This system switches three operation modes, what is called “EV Drive”, “Hybrid Drive” and “Engine Drive”, to maximize fuel efficiency according to the driving condition of the vehicle. Practical plug-in EV (Electric Vehicle) capability is also realized by adding a high-power on-board charger and a high capacity Li-ion battery to the original system.</div><div class="htmlview paragraph">The outlines of the system components including a newly developed Atkinson cycle engine, a highly efficient electric coupled CVT (Continuously Variable Transmission) with built-in motor and generator, an integrated PCU (Power Control Unit) and an exclusive battery for plug-in HEV (Hybrid Electric Vehicle) are described in this paper.</div><div class="htmlview paragraph">In addition to the switching of three driving modes and the efficiency improvement of each device, cooperative control of the hybrid system is introduced.</div><div class="htmlview paragraph">By installing this system in 2014 Accord plug-in hybrid, superior fuel economy is achieved with values of 46 MPG in CS (Charge Sustaining) mode and 115 MPGe (Miles Per Gallon equivalent) in CD (Charge Depleting) mode. 13miles of AER (All Electric Range) is also achieved while maintaining sufficient driving performance as a mid-size sedan.</div><div class="htmlview paragraph">MPGe is a unit of fuel economy for the alternate fuel vehicles such as plug-in hybrid or electric vehicles. The ratings are calculated by converting used electric energy into equivalent amount of gasoline.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Honda has developed the 2018 model CLARITY PLUG-IN HYBRID. Honda’s new plug-in hybrid is a midsize sedan and shares a body platform with the CLARITY FUEL CELL and the CLARITY ELECTRIC. The vehicle’s electric powertrain boosts driving performance as an electric vehicle (EV) over Honda’s previous plug-in hybrid.</div><div class="htmlview paragraph">The CLARITY PLUG-IN HYBRID’s electric powertrain consists of a traction motor and generator built into the transmission, a Power Control Unit (PCU) positioned above the transmission, an Intelligent Power Unit (IPU) fitted under the floor, and an onboard charger fitted below the rear trunk.</div><div class="htmlview paragraph">The PCU integrates an inverter that drives the traction motor, an inverter that drives the generator, and a DC-DC converter to boost battery voltage (referred to as a “Voltage Control Unit (VCU)” below). The VCU employs an interleaved circuit configuration and a coupled inductor and realizes approximately three times the rated continuous power and approximately three times the power density of a standard unit employed in a hybrid vehicle.</div><div class="htmlview paragraph">The IPU contains 17 kWh high-capacity battery modules and a 12 V DC-DC converter. A coolant-cooling method has been adopted to respond to the increased power of the battery, boosting cooling performance. The battery modules are positioned below the front and rear seats, and the high-voltage wiring is positioned between the modules, in the center of the vehicle. This layout has made it possible to fit the IPU below the floor of the vehicle, helping to enable the realization of a spacious and comfortable cabin seating five passengers, as well as a useful amount of trunk space.</div><div class="htmlview paragraph">The use of a high-power VCU and a high-capacity IPU has made it possible to realize EV operation in the high-speed range with no need to start the engine, giving the vehicle an adequate all-electric range (AER) for everyday use. During hybrid operation, increasing both the VCU power and the battery power helps ensure quietness while also allowing the engine to be downsized from 2.0 to 1.5 liters. The developed electric powertrain realizes a long AER of 47 miles and extremely quiet hybrid operation with a high level of fuel economy at 42 mpg.</div></div>