Havyard establishes company for hydrogen power for ships
Willis Towers Watson acquires Acclimatise in move that further strengthens climate resilience leadership

Daimler and Geely to collaborate on a highly efficient powertrain system for hybrid applications

Daimler AG and Geely Holding, the respective parent companies of Mercedes-Benz AG and Volvo Cars, plan to collaborate on developing highly efficient powertrain systems for next-generation hybrid vehicle applications.

The companies expect to work together on hybrid powertrain solutions to enhance their global competitiveness and create economies of scale. Areas of potential cooperation include engineering, sourcing, industrialization and efficiency measures.

Both groups will use global R&D networks to work together on a next-generation gasoline engine specified for hybrid applications to be produced at the companies’ powertrain facilities in Europe and China, which could be utilized by Mercedes-Benz AG together with its established partners in China as well as the wider Geely Holding Group portfolio of brands including Volvo Cars.

To this end, the export of the engine from China is considered to be an option.

Our goal continues to be CO2-neutrality. By 2039, our ambition is a completely carbon-neutral new passenger car fleet. The consequent electrification of our powertrain portfolio therefore is an integral part of our drivetrain strategy. To this end, we are systematically converting our portfolio, so that by 2030 more than half of our passenger car sales will be comprised of plug-in hybrids or purely electric vehicles.

We are looking forward to the future; when, together with Volvo’s ICE unit and Geely, we will further extend our synergies in the field of highly efficient drivetrain systems in China and the world. At Mercedes-Benz, the newly established unit Mercedes-Benz Drive Systems will spearhead the project and create cost efficiencies.

—Markus Schäfer, Member of the Board of Management of Daimler AG and Mercedes-Benz AG; responsible for Daimler Group Research and Mercedes-Benz Cars COO

With our full commitment to electrification supported by our new ‘Sustainable Experience Architecture (SEA)’ as the core pillar, we will continue to seek competitive advantages in R&D, Production, Supplier Management and other fields and focus on the development of premium electrified vehicles. This project reflects the need for economies of scale and targeted research and development investment in clean and highly efficient powertrains and hybrid drive systems and their applications. Together with our partner, we will jointly develop next generation of advanced technologies in order to remain at the top in the industry in times of wide-ranging change.

—An Conghui, President of Geely Holding Group, President and CEO of Geely Auto Group

Daimler AG and Geely Holding are already working together to further develop the smart brand on a global basis and to provide premium ride-hailing services in the Chinese market.



The BEV only meme is false.
Hybrids have a part to play in a zero carbon future too, either from renewables sources or with offset or sequestration.


@Dave, I agree - the problem with BEVs is that 95% of the time you need a 20 kWh battery, but you end up with a 50 kWh battery for the odd long run.
Much better to use a plug in hybrid (serial or parallel) so you can size the battery to average (or average+1 sigma) use and use the ICE to get the extended range.
Trick is to make is affordable and not too complex.


Both Volvo, i.e. Geely and Daimler make some excellent high end PHEV cars. Also, Daimler in the Mercedes Formula 1 has one of the most efficient ICE engines with >50% efficiency.
However, long term this makes even more sense if one considers Class 8 trucks which are manufactured by both (Note: Geely owns Volvo Car Group and has a stake in Swedish truck maker AB Volvo).


BEV ground transportation, including trucks and buses, has advanced to the point that ICEs are no longer necessary; I've driven a BEV for the last 10 years and just traded it in for another; the added complication of adding an ICE to create a hybrid just prolongs the transition to clean energy.
I know it's difficult for some to let go of the ICE because its been around for a hundred plus years; but, once you move to BEVs, you will never look back.
Air travel and sea ships are the only large segments left to clean up and until battery technology advances, hydrogen/electric looks to be the best bet.


It seems to be even more difficult for others to accept that technologies can be combined in a way which optimises both, so that they are more than the sum of their parts.
If ICE engines are kept in their sweet spot they do the job of providing long range without needing massive expensive batteries.
And the issue of huge range reduction in the cold is solved.

That will do fine until high temperature PEM or SOFC can utilise just about any fuel, including ones renewably produced, and do so with zero emissions at point of use, and indeed can leave the air cleaner than before they passed by, whilst BEVs contribute substantially to the main source of toxic emissions now, which are from non-exhaust.

Roger Pham

There is a way to optimize EV, and that is to start with an affordable mass-produced HEV, and just add to it just enough battery capacity for daily commuting range.
For example, the 2020 Honda Insight HEV is listed at $22,900 MSRP on the base model. Remove the 1 kWh hybrid battery with a guestimate cost of $1,500 and add a 12 kWh PHEV pack costing $300 / kWh x 12 = $3,600. So,
$22,900 - $1,500 + $3,600 + $300 (charger) = $25,300 MSRP for the Honda Insight in PHEV version having 129 hp e-motor + 104-hp engine = 233 hp on tap for the low price of $25,300.
With 4-mi per kWh x 10 kWh = 40-mi All Electric Range + 2 kWh battery capacity remaining as buffer to ensure longevity = 12 kWh battery pack.


interesting you just described the Honda Clarity. It is a great PHEV with only two flaws: price($33k+) and a heavy battery (over 600 pounds). The current battery costs around $5500 (Honda Part No.: 1D100-5WJ-A01).
Honda should do much better. They now have partnered with CATL and could use their LiFePo battery like the Tesla Model 3 MIC does. A CATL battery with 200 Wh/kg energy density would weigh 100 kg (220 pounds) and cost would be closer to $80/kWh so less than $1500.
Put this system in every Honda vehicle, please.

Roger Pham

Thanks for your reply. Indeed, the Clarity costs more than the hypothetical Insight PHEV, $33k vs $25.3k, because the Clarity is a bigger car with a bigger battery pack of 17 kWh vs 12 kWh of the Insight PHEV, bigger e-motor and bigger power-inverter as well...and perhaps the Clarity is still stuck with too-heavy battery tech, when more modern battery tech could offer a lighter battery pack.

A near-future Insight that is optimized for PHEV will do much better, when the battery pack will be integrated into the body frame as structural component like in Tesla's design, and NOT just placed within the rear trunk compartment taking up valuable space and adding weight without adding strength, forcing more strengthening requirement of the body in front of the battery pack and thus adding further to the curb weight to the vehicle. Indeed, Honda could do MUCH better than its existing PHEV design.

The comments to this entry are closed.