With all that expensive carbon fiber, I'm not sure they could have brought it to a wide market for anything like an Insight price. It is even farther into the niche than the Insight which had trouble with demand, but it is indeed a very interesting design study. I've always been interested in itI'm pretty sure this car has been mentioned here before but this is the first comprehensive overview and road test I've seen yet. It was just posted a few days ago.
I don't think that's the case. The stock cells can easily handle the full programmed loads - as long as the cells are properly conditioned and managed. In other words, Honda's management is what messed-up/messes up the cells, the cells themselves are phenomenal... Plus, if the pack is ailing the BCM/MCM will throttle demand, so it doesn't strain the battery....The current transmission puts way too much strain on the battery.
Your ESR thing looks high to me. Stock cells are maybe 2-3mΩ each, I don't think that's too much different from this or that lithium cell. I know when I messed with good lipos the internal resistance wasn't that much lower, and my Toshiba LTOs, well, they were probably around 1mΩ or less, so indeed that's a lot better. NiMH voltage is low, that's bad, so you can achieve the same or more with half the number of lithium cells... That's the real shortcoming of NiMH.-Even brand new NiMH cells have several times more ESR than lithium. Based on the anecdotal evidence presented elsewhere in this forum, a brand new NiMH pack will generate more than 2500 watts heat inside the cells when providing 100 A assist (due to ESR). Whereas a brand new lithium pack will generate 400 watts under the same condition.