Interview with HORSE Powertrains Hybrid Program Manager Eric Peccoud

Automotive journalist Indrek Jakobson interviewed Eric Peccoud, project manager for hybrid powertrains at HORSE Powertrains, a company specializing in hybrid solutions.

IJ: Hello! If I understand correctly, HORSE handles both development and manufacturing? So, the entire process from start to finish?
EP: Hello! Exactly. We manage the entire value chain from design to final delivery and serve a diverse range of clients.

IJ: Are your clients limited to Renault and Dacia, or do you also work with other automakers?
EP: We're not exclusive to Renault. While Renault is our historic partner, we're open to all OEMs that need our technologies.

IJ: HORSE works in three main areas: traditional internal combustion engines, hybrid systems, and... what's the third?
EP: Yes, HORSE operates in three areas: besides classic combustion engines and hybrid systems, we are also developing new technologies related to alternative fuels and future powertrains, which sometimes extend beyond the automotive industry.

IJ: Let's focus on hybrids. Hybrids—be they plug-in or mild—are often described as a temporary step between combustion and fully electric cars. Is that accurate? Or is there more to it?
EP: That's partly true, but not the whole story. Hybrids are often seen as a transitional technology, but we view them as a long-term solution in certain segments. We're not developing them as a stopgap but as a technology with a long future. In some areas, hybrids will remain the most suitable and efficient option for years to come.

IJ: Who are the customers or markets for whom hybrids are a long-term solution rather than just a bridge?
EP: When we started developing hybrid technology 10–15 years ago, our focus was mainly Europe and other mature markets. Today, we see growing demand in markets like India and Brazil, which aren't ready for full electrification. In these regions, hybrids offer proven fuel savings. We're developing new technologies to maximize that advantage. So, while some markets move quickly toward full electric vehicles, others need more time or may never fully convert. That's why we continue to invest in hybrid technology for the long term.

IJ: Let's discuss different hybrid systems. Many cars today—including Renault—use mild hybrid systems. This technology has advanced significantly compared to five or eight years ago. Do you agree that, while hybrid technology as a whole is maturing, mild hybrids are reaching a new technological level? In five to ten years, could the distinction between mild and full hybrids disappear, as mild hybrids might offer short electric-only driving?
EP: That's a fair observation, but I believe the difference will remain clear. Today, there's a significant efficiency gap between mild hybrids, which mainly use 48-volt systems, and full hybrids, which use 200-volt architectures. Technically, that's about 10–15 grams of CO₂ per kilometer—a substantial difference.

IJ: So you think the gap is large enough that manufacturers must continue developing full hybrids to meet CAFE regulations?
EP: Exactly. To meet emissions requirements like CAFE, most manufacturers need to increase their share of full hybrids. There may be solutions between 48V and 200V, but the trend shows full hybrids as the only sustainable choice for compliance.

IJ: So, mild hybrids are just a transitional step toward full hybrids?
EP: Correct. Mild hybrids serve as an intermediate stage. Full hybrids, especially in Europe where regulations are stringent, are a longer-term technology. Mild hybrids help, but they're not enough on their own.

IJ: So while mild hybrids may advance, full hybrids will remain a lasting part of future powertrains. But let's go deeper: what's the technical core that gives full hybrids their edge? Why can't mild hybrids match their efficiency or performance?
EP: The main advantage of full hybrids is their capacity to recover and store significant kinetic energy—during braking, coasting, or deceleration. Mild hybrids have limited energy storage, so they can't capture or reuse as much energy. Full hybrids, for example, can gather enough energy on a long descent to make a real impact on fuel consumption.

The key factors are battery capacity and electric motor power, which let full hybrids avoid wasting kinetic energy. Full hybrids allow quick energy recovery and have enough storage to use it efficiently. Mild hybrids simply can't keep up—they leave much of the potential energy unused.

IJ: What if you simply put a bigger battery in a mild hybrid? Would that solve the problem?
EP: It's not just about battery size. With a 48-volt mild hybrid, even during short coasting periods, it's hard to store enough energy. Even if a small amount is saved, its impact during acceleration is very limited.

The advantage of full hybrids is not just battery capacity but also electric motor power. Full hybrids can support the combustion engine so it always operates at its most efficient point—lowest specific fuel consumption. Mild hybrids can't provide enough sustained electric support to keep the engine in this optimal range. Only a 200-volt full hybrid system can provide over 20 kW of electric power, bridging the gap between driver demand and engine capability.

IJ: Thank you for clarifying. A few years ago, hybrids were much more expensive—€5,000 to €10,000 more than combustion cars. That gap seems to be shrinking. Do you think hybrid technology will become so affordable in the next five years that average buyers won't even notice or care whether a car is a hybrid? Could full hybrids become the standard?
EP: For full hybrids, the battery still represents a significant part of total cost. So the price gap mostly comes down to battery cost. As production volumes rise, battery prices fall, which helps narrow the gap. But full price parity is not likely in the near future.

IJ: So, is the battery the most expensive component in a full hybrid?
EP: Not exactly. I wouldn't call the battery the most expensive component, but it is certainly one of the larger cost factors in the system.

IJ: Can you roughly estimate what percentage of the total system cost the battery represents?
EP: I can't give a specific percentage. It's significant, yes, but not dominant enough to call it the most expensive part.

IJ: Let's talk about plug-in hybrids, which are becoming more popular. What is the main advantage of your system compared to, say, Toyota or Volkswagen?
EP: Our plug-in hybrid uses exactly the same drivetrain architecture as our full hybrid—that's our biggest strength. Thanks to HORSE's development strategy, we've created a shared platform for the engine, generator, and gearbox. All components are used in both hybrid and plug-in hybrid versions, so we don't need separate development for each.

We benefit from large production volumes and extensive experience with full hybrids, allowing us to offer plug-in hybrids with all the advantages of our core drivetrain—including the ability to charge the battery while driving, not just from the plug.

IJ: So, even if the battery is empty, your system still enables efficient driving and electric mode?
EP: Exactly. Our system is designed so that with careful management of charge levels, more than 80 percent of driving can be electric. We avoid situations where the combustion engine must run just to charge the battery. This is a major difference and one of our plug-in hybrid's greatest advantages.

IJ: Is it accurate to say the only real difference between a full hybrid and a plug-in hybrid is battery size and the ability to charge externally? The drivetrain and architecture are largely the same?
EP: Yes, the mechanical structure is the same. Of course, the software control differs between the two, and software plays a crucial role in system behavior.

IJ: Looking five years ahead, specifically at Renault in Europe, what do you think their powertrain mix will be? What share for electric vehicles, full hybrids, plug-in hybrids, and mild hybrids?
EP: That question is best answered by the automaker itself. As a supplier, I can't comment on Renault's future product strategy. Such decisions depend on many factors, from fuel availability to regulatory goals and corporate strategy.

IJ: So, the final technology mix will be decided internally by Renault, according to their long-term plans?
EP: Exactly. Automakers must balance combustion, hybrid, and electric technologies to meet global emissions standards like CAFE.

IJ: Understood. Thank you!
EP: Thank you! It was a pleasure.