Gee LostSnail and his equal DDH are determined to show how little they know and that they could not argue their way out of a wet paper bag.
And they persist with the Lefty dog's breakfast technique of copy vast previous posts and then adding a line of Dribbling Waffle.

They are like fog on the windscreen of progress.



Is this a prophetic omen that Tesla is gunna crash ?


Now some actual informed comments so unlike the twaddle from the Lefties.

ZENDOG Tue, 05/15/2018 - 16:49
What's that smell? A rotting dead Tesla parked in the weeds.

Dsyno  ZENDOG Tue, 05/15/2018 - 16:50
Do the BMW's blow up too and burn at 1000 degrees?

nope-1004  Dsyno Tue, 05/15/2018 - 16:51
But you get a free tan in a Tesla.....

Labworks  nope-1004 Tue, 05/15/2018 - 16:54
brings back bad memories. Once as a kid I burned myself in a solarium...three days of burning pain.

silverer  JRobby Tue, 05/15/2018 - 19:10
Tesla vehicles still have valuable utility. You can load them into planes and drop them on the enemy.

Gaius Frakkin'…  silverer Tue, 05/15/2018 - 19:18
Yeah, I'm gonna go out on a limb and say that's unsustainable. My ass isn't getting into anything powered by Lithium. I don't care who makes it.

King of Ruperts Land  Mr. Universe Tue, 05/15/2018 - 23:41
I love the smell of burning lithium on the turnpike. It smells like ... faux virtue.

roddy6667  silverer Tue, 05/15/2018 - 19:53
Some EV's are useful. If you could get a Tesla free or very cheap, they could be just be put up on blocks in the back yard and used as the battery for your solar system. People use Priuses for backup at home. They are much better because they can recharge themselves. The Chevy Volt also has an onboard generator to recharge the battery. Of course, you could just live in a country that has a reliable electrical grid that does not fail frequently. In my five years here in China I have never even seen the lights flicker one time. In America, we had power failures. We went without any power for 8 days in CT once.

RAT005  roddy6667 Tue, 05/15/2018 - 22:18
The Prius recharges at a very high voltage.  Not sure it's a good match for PV array.

StychoKiller  RAT005 Tue, 05/15/2018 - 23:18
Do some research on Buck-Boost voltage conversion.

the artist  roddy6667 Wed, 05/16/2018 - 04:56
Reminds me of tractors in Amish country. They take the wheels off and use the PTO. A friend told me they would buy the tractor and return the wheels for a discount if they can get away with it.

I am Groot  silverer Tue, 05/15/2018 - 22:20
So the plan is to get Obama, Hillary, and Brennan to drive some Teslas, right ?

Pendolino  I am Groot Tue, 05/15/2018 - 22:28
Preferably at each other.

personal109  silverer Wed, 05/16/2018 - 00:18
Or a really good assassination tool, terrorist gets in, turns the key and the Tesla’s battery blows up in his face.



Wonder if it will still start ?

longweekend58 wrote on May 20^th, 2018 at 1:08pm:


you don't either longprong. There are two types of hybrid. Parallel and serial hybrids. The Prius is what is termed a Parallel hybrid and the Volt is what is termed a serial hybrid.

https://www.livestrong.com/article/174905-the-difference-between-parallel-hybrid...

My God LostSnail is polluting the joint again with his absurdity. He's trying to turn the topic into a dog's breakfast with his silly copy big posts and then add a line of silly dribbling waffle. It is all about attention seeking by the normally ignored.

Now ignoring the boring dribbling waste of space waffle the FACTS about one Tesla crash.



Here’s What Utah Police Discovered About the Final Trip of That Tesla Model S
By Steph Willems on May 17, 2018
      

Would you be game to expose yourself to the danger of being a guinea pig testing an unproven experimental car that is as complex as a iPhone on wheels ?

A few days after last Friday’s collision between an Autopilot-enabled Tesla Model S and a stopped fire department truck, police in South Jordan, Utah blew away the clouds of speculation by stating the Tesla driver was looking at her phone immediately prior to the collision.

Witnesses claim the car, piloted by an on-board suite of semi-autonomous driving aids, didn’t brake as it approached the traffic signal (and the stopped truck).

Now we know the entirety of what occurred in the car in the minutes preceding the 60 mph impact.

In its Thursday release, the South Jordan Police Department reiterates what we already knew about the crash: that the 28-year-old driver admitted to engaging Autopilot (a combination of lane-keeping Autosteer and Traffic-Aware Cruise Control), and that she looked at her phone before the crash.

However, after reviewing the vehicle’s data logs, police were able to fill in the blanks. Here’s what they discovered:

The driver engaged Autosteer and Traffic Aware Cruise Control on multiple occasions during this drive cycle. She repeatedly cancelled and then re-engaged these features, and regularly adjusted the vehicle’s cruising speed.

Drivers are repeatedly advised Autopilot features do not make Tesla vehicles
“autonomous” and that the driver absolutely must remain vigilant with their eyes on the road, hands on the wheel and they must be prepared to take any and all action necessary to avoid hazards on the road.

The vehicle registered more than a dozen instances of her hands being off the steering wheel in this drive cycle.

On two such occasions, she had her hands off the wheel for more than one minute each time and her hands came back on only after a visual alert was provided. Each time she put her hands back on the wheel, she took them back off the wheel after a few seconds.

About 1 minute and 22 seconds before the crash, she re-enabled Autosteer and Cruise Control, and then, within two seconds, took her hands off the steering wheel again. She did not touch the steering wheel for the next 80 seconds until the crash happened; this is consistent with her admission that she was looking at her phone at the time.

The vehicle was traveling at about 60 mph when the crash happened. This is the speed the driver selected.

The driver manually pressed the vehicle brake pedal fractions of a second prior to the crash.

Contrary to the proper use of Autopilot, the driver did not pay attention to the road at all times, did not keep her hands on the steering wheel, and she used it on a street with no center median and with stoplight controlled intersections.

Based on the findings, police issued a ticket to the Tesla driver (who’s currently nursing a broken foot) for “failure to keep proper lookout.” The detachment also mentions the investigation launched by the National Highway Traffic Safety Administration, in which investigators will examine why the vehicle did not take evasive action to prevent the crash.

http://www.thetruthaboutcars.com/2018/05/heres-utah-police-discovered-final-trip...



Sort of reminds you of Labor at the next election.

The story of the rise and fall of Tesla continued...


Tesla vs. Ford
With a management shakeup last year that led to the ouster of then-CEO Mark Fields and his replacement with a more visionary personality in Jim Hackett, Ford has clearly been looking to emulate Tesla’s Wall-Street-attractive story.

But Ford also makes the bestselling vehicle in the US, the F-150 pickup truck. This thing can be mass-produced in absolutely staggering volumes and has been selling nearly a million units annually. And although it isn’t priced anywhere near what Tesla charges from its Model S and Model X luxury vehicles, the F-150 throws off huge profit margins.

The F-150 can witness sales dips, but for the most part, it’s nearly an invulnerable product. Ford can always count on it, like an insurance policy.

Tesla, by contrast, has probably topped out in its luxury segment and now has to pull off a potentially impossible stunt: sell hundreds of thousands of electric sedans to a market that has shown limited interest in EVs (they’re only 1% of the global market) and that … doesn’t want sedans.

The 4 door is dying. FCA has given up on them in the US, and Ford is heading in that direction. GM will likely make the shift in the next year. Ferrari doesn’t sell them.

Tesla has promised to bring a crossover SUV, the Model Y, to market in the next few years, but at the moment it has no place to build the vehicle. That leaves Tesla trying to make the Model 3 into its F-150. And that’s just not going to happen.

Tesla vs. FCA
Like Tesla, FCA has an outspoken CEO in Sergio Marchionne. But unlike Musk, Marchionne is an accountant by training and understands the biggest risks to a carmaker: debt and cash burn.

Since taking over Chrysler after a government bailout and bankruptcy, Marchionne has focused on making the Jeep brand a profit-minting beast and maintained the RAM pickup brand’s number-three-market position behind Ford and Chevy/GMC.

This has generated the cash flow that he needs to pay down FCA’s debt and to bolster the carmaker’s cash balances. It’s actually not that complicated. He inherited a ruined balance sheet, but one that was getting a fresh start. And he has done what’s needed to transform it into a fortress.

Over the past 2 years, FCA shares have outperformed Tesla shares by 200%. So which was the better “growth” investment? (And that outperformance took place, shockingly, even after FCA spun off Ferrari, which represented a huge chunk of value in the company.)

The big difference between Tesla and FCA is that the former has been run like a Silicon Valley casino that has somehow staved off functional insolvency thanks to treating Wall Street like an ATM, while the latter has been run like the tightest ship in the industry, based primarily on well-defined financial goals that have all been met.

If you were looking for a CEO to run Tesla in the event that it, too, goes bankrupt and Musk is deposed, Marchionne would be first on your list.

Tesla vs. Ferrari


Clive Mason/Getty Images

As it turns out, Marchionne is also CEO of Ferrari, but the contrast between the Italian carmaker and Tesla owes more to the similarity between the companies than to leadership differences.

Ferrari, like Tesla, is a brand built on a story, and for Ferrari, that story is racing. Yes, Ferrari has sold plenty of road cars since the middle of the 20th century, and it has sold them for a lot of money. But at its core, Ferrari is about winning Formula One races.

That mission has been pursued with absolute concentration. The F1 car for a given year is, ultimately, the only Ferrari that really matters. There is no business case for the expensive road cars without it.

Tesla, on the other hand, has a Ferrari-like portfolio of vehicles, in terms of size (just 3 cars currently coming out of the Tesla factory, versus 5 for Ferrari). There’s also a vision, although unlike Ferrari it isn’t predicated on winning races. Rather, it’s Musk’s desire to hasten humanity’s exit from the fossil-fuel era and to mitigate global warming.

Tesla, unfortunately, isn’t modelling itself on Ferrari, which would actually be logical. Instead, it’s aiming to become GM or Toyota, producing cars at a gigantic scale. Tesla’s core business – luxury vehicles – shares Ferrari’s sexiness and preoccupation with performance.

It’s larger, of course – Ferrari sells < 10,000 cars per year – but Teslas are also far less expensive. An entry-level Tesla luxury vehicle is < $US100,000, while the cheapest Ferrari is $US200,000.

Musk would obviously like to be half Ferrari-half GM, but this is an impossible circle to square. The tragedy is that as Ferrari talks about going electric, Tesla is already there. The problem is that the CEO simply can’t accept that destiny.

A bit more overleaf

Sir lastnail wrote on May 21^st, 2018 at 10:48am:



I love how Jules says this than cut and pastes 3 or 4 pages of stuff with nothing from him
And just keeps the same story diferant words every time

Tesla 2000 cars a year to 100000 in. 5 years..... 200000 this year.

The Jules format
Paragraph insult
Cut and paste 3 pages.....
Well done.

The would be Greeny types DDH and LostSnail are competing to see who knows the least.

They have not got a clue about the actual topic and so they just console themselves by rattling on trying to have a go at the poster who leaves them for dead.

They are both so inarticulate they can't prosecute anything like a cogent argument and so they gravitate to just wasting space by posting dribbling waffle.

Tesla is releasing untested still experimental "cars" and using buyers as guinea pigs to discover faults.

When will the law suites start ?

And what drivers of all electric inconveniences may find to their disadvantage.


Are Electric Vehicles a Fire Hazard?
by Kevin Bullis  November 26, 2013

Electric vehicles could reduce oil consumption, but only if consumers feel they are safe to drive.

In the past two months, three Tesla Motors Model S electric cars have caught fire after their lithium-ion battery packs were damaged. Last week the National Highway Traffic Safety Administration said it would investigate whether Tesla’s Model S needs to be modified to prevent further fires.

https://cdn.technologyreview.com/i/images/tesla.firex299.jpgsw=280
Burn out: The front end of a Tesla Model S was consumed in flames after its battery was damaged.

In two cases, the cars ran over large metal objects at highway speed; the third car hit a concrete wall. No one was hurt: a warning system allowed the drivers to pull the car over and get out before smoke started coming from the battery pack, and the design of the battery pack slowed the spread of the fire, which never made it into the passenger compartments. Tesla has said it will cover fires in its warranty, so the cost won’t be felt by owners. And Tesla founder Elon Musk argues that the fires are still very rare.

Even so, the incidents have drawn attention to the safety of the batteries used in electric vehicles (see “Early Data Suggests Collision-Caused Fires Are More Frequent in the Tesla Model S than Conventional Cars”). They are also just the latest examples of lithium-ion battery fires in electric vehicles—we’ve seen fires with the Chevy Volt and Fisker Karma plug-in vehicles. Boeing’s 787 Dreamliner was grounded because of problems with its new lithium-ion batteries.

There are inherent risks when you store enough energy to propel a two-ton car at 75 miles an hour for hundreds of miles. After all, thousands of gasoline-powered cars catch fire in collisions each year. In principle, those risks can be managed through structural design and cooling. But could the lithium-ion battery cells themselves be made safer?

Electric-vehicle battery packs are made of hundreds to thousands of battery cells, each of which contains a flammable liquid electrolyte. Managing the risks of lithium-ion battery fires comes down to two things: keeping the electrolyte from catching fire, and keeping a fire from spreading if it does happen.

However, lithium-ion battery cells themselves can sometimes generate enough heat to ignite the electrolyte in a process known as thermal runaway. Short-circuits between the two electrodes in a battery cell, for example, can heat up the electrodes. If these electrodes get too hot, the heat can trigger chemical reactions that quickly generate more heat until the electrolytes burst into flame. This seems to be what happened in the Tesla fires, when damage to the battery packs caused short-circuits leading to thermal runaway.

Short circuits can be the result of manufacturing defects, but battery makers have become very good at preventing those. When batteries are used as intended, there’s only one fire for every 100 million lithium-ion battery cells out there, says Jeff Dahn, professor of physics and chemistry at Dalhousie University. Tesla also guards against thermal runaway events with an extensive liquid cooling system designed to cool the cells so fast that if one cell catches fire, its neighbors won’t.

If, however, multiple cells are damaged, the cooling system might not be enough. “If the Tesla pack is abused severely by a large metal object thrust through the pack, it will probably have a fire in most instances,” Dahn says.

Tesla further protects the battery pack with a quarter-inch-thick plate of hardened aluminum. In many cases, this seems to work. The Model S earned the highest safety ratings from NHTSA after crash tests. But the protection didn’t prove to be enough in the case of the fires.

Tesla also built a firewall between the pack and the passenger compartment. “That firewall is designed so that even if the pack does go into thermal runaway, it does not penetrate the passenger compartment,” Musk says.

Since the accidents, Tesla sent out a software update that changes the settings on the Model S suspension so that the battery pack is higher off the ground at highways speeds, making it less likely to hit the sort of chunks of metal that caused two of the fires.

Read the fiery rest here

https://www.technologyreview.com/s/521976/are-electric-vehicles-a-fire-hazard/

Dum dum DDH shows amazing ability in the pointless waste of space copying of another poster's work and then adding 1 line of nonsensical dribble.  Only a lost in space Greeny type could do this.

What a way to go incinerated in an untested experimental Tesla after the battery blew up!!

Now will the lost in space normally ignored Greeny type copy all this and then scribble 1 line of silly inane dribble just to try to get noticed ?


What a way to end it all!!!



Why the Fire that Incinerated a Tesla Was Such a Nightmare to Put Out
By Aylin Woodward, Live Science Contributor | March 30, 2018 01:27pm ET

On March 23, a 38-year-old man driving a Tesla Model X rammed headfirst into an unshielded highway median while traveling south on U.S. Highway 101 near Mountain View, California. Two other vehicles subsequently rear-ended the SUV, which caught fire after the driver, who later died from his injuries, was pulled from the wreckage.

According to news reports, the car blaze shut the highway for 5 hours, firefighters required special suits for cleanup, and at one point had to call Tesla for help in containing the blaze. On Tuesday (March 27), the U.S. National Transportation Safety Board (NTSB) announced a field investigation into the incident.

"Here we have an electric vehicle involved in a postcrash fire. … Did the batteries play a role in that? Did the batteries make it harder for the fire to be put out?" NTSB spokesman Chris O'Neil told The Washington Post.

These are all excellent questions that Tesla drivers might be itching to have answered.

But are Teslas more likely to catch fire than other cars? And when they do catch fire, why are they such a nightmare to put out?

The limited available data suggest that electric vehicles are not more prone to battery fires — but their lithium-ion batteries can fuel hotter fires that release toxic fumes and are harder to extinguish, experts say.[The Surprising Physics of 7 Everyday Things]

Greater energy density
The batteries that fuel a typical gasoline-powered car differ from those in an electric vehicle. The former are lead-acid-based, with lower energy densities — meaning they carry less energy in the same amount of space — than the compact,rechargeable lithium-ion, or Li-ion, batteries that power electric vehicles, including the Tesla Model X.

A normal 12-volt "small" gasoline-powered car battery provides roughly 0.5 kilowatt-hours (kWh) of energy. Since the fully electric battery in the Model X comes with 75- to 100-kWh batteries, this means roughly 150 to 200 normal car batteries would be needed to power the SUV.

Another difference between the battery you might jump in a gas-powered car and the one you'd find under a Model X hood is that, while lead-acid batteries can self-ignite with small fires, those can't leap into other parts of the battery to ignite them and cause a chain reaction. This can happen in lithium-ion batteries, however, said Peter Sunderland, a professor of fire protection engineering at the University of Maryland. Sometimes, when a Li-ion battery gets damaged, it shorts. The resulting spark might ignite the nearby lithium, and the lithium next to that, until the whole battery is ablaze.

The trick with designing an EV battery, in particular, is balancing the benefits of higher energy density — which enables the EVs to go farther on each charge — with the associated risks of battery sparking. "Higher energy density means a higher risk of external sparking,"Arunachalanadar Mada Kannan, a professor of engineering at Arizona State University, told Live Science.

More often in EVs, however, lithium-ion battery fires happen due to thermal runaway, or the spontaneous explosion of the battery thanks to a buildup of heat in the cells inside. In its recent blog post, Tesla noted that the battery packs in the company's electrical vehicles were designed with firewalls, so that a fire would spread slowly enough to give the driver time to exit the car.

Li-ion battery fires can be very intense, emitting large amounts of heat and smoke or gas, Bengt-Erik Mellander, a professor of subatomic and plasma physics at Chalmers University of Technology in Gothenburg, Sweden, told Live Science in an email.

The recent high-profile Tesla fires have started after the battery was damaged in some way.

"The crash in Mountain View was very violent, chopping off the front end of the car and severely damaging the front end of the battery storage under the car (as far as I can see)," Mellander wrote. In the 2013 fire, the Model S's battery compartment was also damaged prior to the fire, when an errant metal object hit the undercarriage.

Read the fire risk of lithium batteries here

https://www.livescience.com/62179-tesla-fire-cleanup-danger.html



In the hot seat!!!!!