Questions about the Harvester

[R1TVT]

The good news is that nobody knows the specific details or exact specs for the Harvester (yet) and that everyone here has a reservation (not a binding P&S)... Even if someone had specs and details to share at this stage (from early testing or a lab environment), they would still be too early to share from a production perspective.

Nothing wrong with a little speculation about "the possibilities" and some dialog about the potential Harvester benefits based on what we know so far, but the hard and fast claims and the statements about "how it MUST be implemented this way or that way" have proven to create some pushback. We have not seen any OEM configure an EV truck or EV SUV like this (with such a compact generator, with a full frunk up-front, and 500 miles of range), so there are going to be unknowns for some time during development.

 

[J Alynn]

The good news is that nobody knows the specific details or exact specs for the Harvester (yet) and that everyone here has a reservation (not a binding P&S)... Even if someone had specs and details to share at this stage (from early testing or a lab environment), they would still be too early to share from a production perspective.

Nothing wrong with a little speculation about "the possibilities" and some dialog about the potential Harvester benefits based on what we know so far, but the hard and fast claims and the statements about "how it MUST be implemented this way or that way" have proven to create some pushback. We have not seen any OEM configure an EV truck or EV SUV like this (with such a compact generator, with a full frunk up-front, and 500 miles of range), so there are going to be unknowns for some time during development.

Well stated M.

 

[Sockdoc]

I have read with keen interested all the forums posts on the scout and harvester in the last few weeks. I have a reservation for a Scout Traveller SUV with Range extending harvester (essentially a plug in hybrid in series). I am a current owner of a Jeep Wrangler 4xE (plug in parallel hybrid) since 2021.


What I love about what Scout is doing:

1. Simplistic engineering (series is so much simpler than parallel) which should make repairs cheaper and less things that can go wrong—but indeed more complex than pure EV.
2. Extended range in EV only mode. Currently 25 miles gets me to and from work 90% of the time IF all things go right such as feathering the accelerator, reducing highway speeds, and not to cold). Then I have to plug in daily. 150 would allow me to commute and charge once a week—love that!
3. Extended range when needed. Still can get into the mountains of Idaho, Sawtooths specifically, where charging infrastructure is absent. I would need 500+ miles of stated range to get where I like to go while pulling our little gear hauler. Cannot do that with a pure EV—I don’t expect changes to infrastructure to remote areas of Idaho anytime soon. (This is different than road tripping on freeways)

My predictions (really a summary of the thoughts and contributions of all the great enthusiasts here).

1. Similar to my 4xE (when in esave charge) the excess kw produced by the engine will keep a level change (and maybe even be able to charge the battery up to a certain point—95% in the 4xE)
2. The engine will provide kw to the motors directly (with excess going to the battery) but the engine is not connected directly to EV motors. Much like most series hybrids. It will be marketed as energy to the battery because that is what people think but reality is that makes no sense to constantly charge and decharge a battery, not to mention the inefficiency dc/ac conversions (and vice verse).
3. A 80-100kw engine should be sufficient to keep a steady charge at anticipated loads (hauling, freeway speed, crawling and climbing up mountain passes). I have been monitoring my Jeeps kw use when in hybrid mode and 80-100kw of sustained engine power should get what we want (I haven’t tested recently while towing) with excess kw needs being provided by the battery charge “in reserve”.
4. The battery will provide 150 miles of EV range but then an additional ~20% of the battery kw will be “reserved” for when the harvester is in use and needing extra juice (such as accelerations, steeper hills etc.) If sustained juice is needed beyond and the battery is fully drained then you may experience “limp mode” where there is limited power. The engineering will likely limit this from happening but I predict YouTubers (and some of you likely) testing the limits to the harvester. You may (most likely can) override the EV reserve power (at your own peril) to extend EV only range—up to a point (maybe 5%). That extra range is beyond the stated 150–perhaps around 180-190 total without towing.
5. I hope (and should be able to) charge via the harvester at idle (ie charging camping/utility mode).
6. We will see the scout with harvesters in 2028 using current battery technology (not solid state). I hope for LFP due to the fact that it will be more frequently charged/discharged leading to less battery degradation over time (see issues with 4xE battery getting below 70% state of health and being replaced in just 4 years). I would not be surprised if LFP is used in the harvester model (accounting for some of the reduced range) and NCM for non harvester models (which will get the longer EV only range). But this last part is just purely speculation.