Naperlou, while the bigger cars are lighter than the 70's, pickups and the small ones certainly are not being rare at under 3k lbs now for even subcompacts. Try to find a pickup under 4k lbs? Vs the under 2k lb for both compact cars and mini pickups then that got 30-49 mpg.
Plus most were more aero driven in reverse!!
The Tesla shows the power, performance and eff of EV's. I do agree it is too heavy but it seats 7!! Not a small car. I don't see much good in most EV's having over 80-100 mile range as you just drag a lot of weight you never use. Instead a tiny 4-20kw generator for unlimited range makes both a lighter, lower cost, more flexible EV.
While Alum is lighter than steel, not by much, maybe 10 percent . It's big thing is cheaper production line and doesn't rust. To get an actual lighter, lower cost, more eff vehicle one has to go composites dropping the weight 40 percent, thus batteries, etc cost by 40 percent.
Hopefully by summer I'll be doing an all composite sixty four split window Corvette body/chassis this way with Miata racing suspension coming in under 2,000lbs if I can get the money up. Already have the molds ready. I'd like to do a series of 10 of them to show just how fast, cool all composite EV's can be.
But the one thing to be said is the E motor is the eff one of the future can't be ignored for cars and even trucks because it almost always runs eff. Vs iCE's that rarely are.
shehan, I do not disagree, I am just pointing out that Detroit suffered a huge image problem in the late 70's and through the 1980's while Japan was actually making improvements to their cars in terms of MPG and precieved power. With this in mind, I think Detroit is sticking with V8 power and making their smaller engines as robust as possible. They want to avoid the crappy image they had.
Engineers at Fuel Cell Energy have found a way to take advantage of a side reaction, unique to their carbonate fuel cell that has nothing to do with energy production, as a potential, cost-effective solution to capturing carbon from fossil fuel power plants.
To get to a trillion sensors in the IoT that we all look forward to, there are many challenges to commercialization that still remain, including interoperability, the lack of standards, and the issue of security, to name a few.
This is part one of an article discussing the University of Washington’s nationally ranked FSAE electric car (eCar) and combustible car (cCar). Stay tuned for part two, tomorrow, which will discuss the four unique PCBs used in both the eCar and cCars.
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