Guest commentary: The next frontier of EV innovation: The powertrain

In many ways, the powertrain of an EV is much simpler than that of an internal combustion-powered vehicle. EV powertrains are made of far fewer components — 60 percent less — than vehicles that run on internal combustion.

Other fundamental differences pertain to the types of transmissions and torque delivery used. In internal combustion-powered vehicles, the transmission system distributes power from the engine to the wheels, while power management in an EV is governed by the drive inverter regulating power flow from the battery to the motor. As a result, EV drivers experience improved acceleration and a more enjoyable ride overall.

However, while EV powertrains provide breakthroughs with getting from 0 to 60 mph faster, there’s still work to be done with transmission system efficiency. Most EVs still use a dated platform of 400 volts, but a minimum 800-volt platform would reduce joule losses and allow high-voltage cabling to be downsized, improving efficiency and cutting weight.

Lucid’s 924-volt platform is one reason the automaker has been able to achieve a 520-mile range, and now GM, Hyundai and Volkswagen are transitioning to 800-volt platforms. The improved efficiencies delivered by an 800-volt platform mean the industry can increase driving range and decrease charging time, significant barriers to EVs working at scale. By eliminating range anxiety, we can quash the next stifler of EV adoption, which is price.

The average new EV sells for significantly more than its internal combustion counterpart. Developing more efficient powertrains won’t solve this issue by itself, but improving the technology so these vehicles can use less energy and smaller batteries and travel farther on a single charge is a critical step in making EVs more accessible.

Specific parts of an EV powertrain, including motors and inverters, need attention. Recent deal activity in this space — such as Yasa Motors’ acquisition by Mercedes-Benz and Turntide Technologies’ rapid ascension to unicorn status with nearly $500 million worth of capital raised — is evidence of the sheer scale of the opportunity that’s out there. But there’s still room for improvement.

What the three main types of EV motors — permanent magnet synchronous motor, induction motor and switched reluctance motor — all have in common is that they’re radial motors, meaning their magnetic fields are oriented in a radial direction relative to their rotation axis. While radial motors have proven to be reliable and efficient, they could benefit from development in terms of performance, size and cost. In fact, motor manufacturers have been operating somewhat with their backs up against a wall as they’ve been forced to focus largely on cost reduction vs. performance improvement.