Great thoughts and observations ! At this high load, I don't think the clutch is locked up at any speed --- not at any low speed for sure. There are three max power values cited: 141, 166 and 196 respectively for the 2L, the electric motor and the "combined power output". The reported values are (usually) obtained from dyno measurements on the motor alone. So my strong feeling is that the 166 reflects the max power the electric motor can make ALONE provided it has unlimited current supply. However, this is never the case in practice (when you step on it, you clearly stay in EV only briefly). And I think this is not for lack of power as such but because the computer never finds putting all power for extended period as reasonable policy ! (Extracting current at this rate may overheat the HV battery or at the least drain even the fullest battery in under 40 secs.) The 196 might be a simulated value or dyno of the two-motor setup -- at any rate this is meant to represent the HV battery feeding the motor (its "OWN" power) with additional power taken ready-made from the 2L ! (Generator may pass power to motor by electromagnetic coupling rather than mechanically via clutches i.e. eCVT). So the battery gives a 196-141= +55 hp boost. Indeed, I think similarly here throughout the measurement the bulk of the power comes from the high revving 2L and the two depleted bars of the HV (suprisingly not more!) give a power boost of 175-130= +45 hp. This boost is less significant at higher speed but still remarkable that at 85 mph there is an extra 10-20 hp of boost: though in practice this will be needed to overcome drag. I would be curious to see the same dyno measurement without HV battery pre-prepared to full charge. Because then, the only power can come from the 2L so you expect a steady 130-140 value...

@@albondar I think you're spot on. This would suggest that the 196 combine would rarely be seen because the condition needs to line up perfectly e.g. high load, high speed and high battery SoC.

Originally I was thinking that the 196 actually is the 176 here -- just that manufacturer measures at the motor while the dyno here is at the wheels. So there could be losses, in particular due to running cooling fans. But 20 hp might be a lot of loss for a design with no transmission. I've found it useful to put the graph in terms of torque& motor RPM (assume clutch is disconnected). If you use the gear ratios from hondanews, you find that the motor spins at 1088 rpm for every 10 mph. So at the peak (~38 mph), the motor spins 3.8x as fast (4100rpm, a little higher than cited 3857**). Using the peak power you find 223-226 ft-lb. That's as close as it gets to the cited peak torque of the motor ! You get the same before the peak at 150hp; still earlier, 120-140, you get 210 ft-lb. Now for the engine, by the sound of it, it climbs the 4000-6200 rpm and stays. In particular, at the top speed, the power measurement gives the 114-120 ft-lb of torque --again very consistent with the cited peak torque of the 2L ! So at all times, the engine is making 90-130-140hp of the total power.

no. IMMD