Harvester Engine (Range Extender) will be a VW engine, quiet, and tucked away

[MavMaven1]

Bringing back the air-cooled Bug engine.

 

[ScoutMagnatta]

It'd be nice to be able to start the RE shortly after getting on the road when I know I'll be going a long distance without reliable charging. That way the RE has as much time as possible to top off the battery, rather than waiting for the battery charge level to deplete and then needing more power out of the RE

From the UX presentation from CES it looks like that there may be three options for the Harvester. Pure EV, Max, and Auto. I hope they allow us to set when the Harvester kicks on.

 

[vVSidewinderVv]

I'm curious how the engine "tucked low, out back" is gonna work out with their claimed 3 foot fording capability.

 

[Bender]

I'm curious how the engine "tucked low, out back" is gonna work out with their claimed 3 foot fording capability.

As long as the air intake is up high…

 

[timmyhil]

Only time will tell, we have a full 3 years.

 

[vVSidewinderVv]

As long as the air intake is up high…

And the engine is running...

 

[elvis buys]

I finally found this again to cite the source. This seems to provide some insight to what the Harvester genset will be capable of.
One drawback of the smaller (150-mi.) battery pack is, it most likely will be unable to deliver as much power as the larger (350-mi.) EV pack. So, for maximum uphill towing performance, the genset must be allowed to provide a high fraction of its max continuous power rating even while the battery is at a fairly high state of charge so that the combined output of the genset & the battery pack will be available for pulling heavy loads up steep grades. I'm already wondering if they'll be able to provide enough cooling capacity for these high demand situations.

Let's hope CARB/EPA rules/definitions don't force them to hobble the operational modes available. Or if they do, hopefully, aftermarket software patches can undo that.
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According to Scout Motors CEO Scott Keogh, at CES 2025:

"The range extender will be a small displacement engine that, Keogh said, will be likely sourced from somewhere within the Volkswagen Group. Here, it'll be retuned to act as a generator. It won't need to provide good torque or throttle response. Instead, it'll run at a steady speed for maximum efficiency while spinning a generator to recharge the vehicle's battery.

Keogh also promised that this extender will not be as limited as those we've seen in previous EVs, like the BMW i3. "You still have 100% gradability, you still have all the ground clearance, you still have a frunk, you still have all of the things," he said, making this a desirable option for anyone looking to tap into the Terra's 10,000-pound maximum tow rating.

But, beyond that, Keogh says even established EV advocates are keen on the Harvester for one simple reason: "It takes all of the drama out of electrification."

(1/9/2025), ref.: www.edmunds.com/car-news/scout-motors-range-extender-satellite-internet-terra-traveler.html
____________________________________________________________

"Keogh also squashed any fears that either Scout model would lose power, off-roading ability, or towing capacity when the gas engine kicks on. “You still have 100% gradability, you still have all the ground clearance, you still have a frunk, you still have all of the things.”

(1/14/2025) ref.: www.thedrive.com/news/scouts-range-extender-will-be-a-vw-engine-that-you-wont-even-notice

 

[maynard]

Only time will tell, we have a full 3 years.

Can you just put me into cryo-sleep until mine is ready?

 

[ScoutMagnatta]

I finally found this again to cite the source. This seems to provide some insight to what the Harvester genset will be capable of.

One drawback of the smaller (150-mi.) battery pack is, it most likely will be unable to deliver as much power as the larger (350-mi.) EV pack. So, for maximum uphill towing performance, the genset must be allowed to provide a high fraction of its max continuous power rating even while the battery is at a fairly high state of charge so that the combined output of the genset & the battery pack will be available for pulling heavy loads up steep grades. I'm already wondering if they'll be able to provide enough cooling capacity for these high demand situations.

I'm a little confused. Why will the smaller Battery Pack be unable to deliver as much power? Can you clarify for me?

 

[elvis buys]

I'm a little confused. Why will the smaller Battery Pack be unable to deliver as much power? Can you clarify for me?

FYI: kwHr = energy / kw = power

Because the max peak/continuous power output of any type of LiIon or LiFe cell is limited to "x" * the capacity in kwHrs (or amp-hours if voltage is the same). So, assuming both packs use the same type of cells, the 350-mile range pack (to make the math easy, call it a 175kwHr pack) should have at least twice the peak power (Kw) output of the 150-mi pack (let's call that one a 75kwHr pack).

That said, if the limiting factor is actually the control electronics (if those components are limited to less power handling than either size pack), then the difference is, the max power output would be about the same for either one, but the larger pack would be stressed less than the smaller one.

 

[elvis buys]

My intended point was that costs are reduced overall if they are only making one battery pack to use in all the models.

Not really.
The Scout is not an i-MiEV or a Leaf.
The pack is composed of a large number of fairly small cells. The higher capacity pack will most likely just be longer.
How many currently available EVs offer only one battery pack option?

 

[Mr._Bill]

Not really.
The Scout is not an i-MiEV or a Leaf.
The pack is composed of a large number of fairly small cells. The higher capacity pack will most likely just be longer.
How many currently available EVs offer only one battery pack option?

More options increases costs. Each battery pack size may be made up of the same smaller cells, but it still requires engineering and testing for each one. There is also design and production costs for the shells, the BMS, and the software.

Options are nice, but how many would choose a lower capacity pack due to cost and then be constantly complaining about range?

When I bought my EV, there was only one battery pack option.

 

[M3_R2]

Most EV's sold today have more than 1 battery pack option. Some have 3 or 4.

I'm sure SM's is looking at all the parameters that go into deciding on their best ratio of battery size to REX engine type. They will probably have to figure it out before the end of this year and not much is changing by then so they may already have a very good idea of what they will be doing and are just flushing out supply chain logistics which also influences things.

I'd be very surprised if they launched with more than 1 battery option for the Harvester model but I wouldn't be surprised if it ended up closer to 175-200 miles.

Otherwise, it would be great to see a 150 mile and a 250 mile one as 2 options. I'm pretty much sold on BEV only but a 250 mile battery in a Harvester would force a hard look. Agreed that you wouldn't want a smaller battery option. Less than 150 miles and you will likely run into issues trying to extend your range with the harvester. So we won't be seeing that, I wouldn't think.

 

[TwoJacks]

Agree. Thinking about towing for a sec, the 500 total range seems to assume a full tank and a 100% charged up battery. Let’s say that gets cut in half towing, so you drive 200 miles or so and are close to empty in gas and maybe have 20% charge left as the battery has been maintained at least at 20% by the harvester. Then you fill the gas tank up which gets you 350 miles of range, or 175 miles towing range. Since you’re not stopping to charge as well, and the harvester just maintains the 20% charge, you’re new range here on out is 175 miles while towing. Just some food for thought. That 500 mile range really only applies if you stop to charge. On a long trip where you don’t stop to charge, the real range will be 350/175 towing, same as the BEV, minus the time it takes to charge.

 

[Timmdodge60]

Agree. Thinking about towing for a sec, the 500 total range seems to assume a full tank and a 100% charged up battery. Let’s say that gets cut in half towing, so you drive 200 miles or so and are close to empty in gas and maybe have 20% charge left as the battery has been maintained at least at 20% by the harvester. Then you fill the gas tank up which gets you 350 miles of range, or 175 miles towing range. Since you’re not stopping to charge as well, and the harvester just maintains the 20% charge, you’re new range here on out is 175 miles while towing. Just some food for thought. That 500 mile range really only applies if you stop to charge. On a long trip where you don’t stop to charge, the real range will be 350/175 towing, same as the BEV, minus the time it takes to charge.

That's about what I was predicting. And then outdoor temperature, wind, and shape of the object you're towing will skew the actual range for that trip as well.

I wonder if you will, 100% of the time, always be able to just fill up with gas and never need to recharge at the same time to keep going on that trip.