jeez a person dies in a car accident !! Most unusual.

juliar wrote on Sep 6^th, 2018 at 10:01am:

hat do u mean untested Jules ?

Gosh now there are 2 trolls crawling out from under the floor boards. Hopefully they will crawl back.



Another day another untested Tesla coffin car in search of a corpse.

DO NOT FORGET THE FIRE EXTINGUISHER if you are silly enough to get into a Tesla coffin car.

socko has discovered car crashes LOL

And even more MUSK HYPE about their fairy dust TRUCK


The Tesla Truck that runs on fairy dust


THAT'S WHY THE SEMI IS A BAMF

In November, The Cult prick-teased the Semi - but left out critical specifications. Tesla continues to leave them out. And by critical, I mean critical to the people who would actually buy and operate a truck commercially. The most critical specifications for the world’s first electric truck have still not been released. You would have to assume that this is not an accidental omission.

The Tesla Semi - it’s claimed - will accelerate from zero to 100 kilometres per hour in 20 seconds - configured with an all-up weight of 36 metric tonnes. It will drive up a five per cent gradient at 65 miles per hour (104 kays an hour). It’ll consume less than two kilowatt-hours per mile, they say.

Two versions are planned: 300 or 500 miles in range. And, if you want to join the Elon Musk boy band, you can reserve yours today for US$20,000.

But the cult offers no information about the tare weight of the truck - from which we might infer some critical facts about the weight of the batteries required to power it. And, to a trucking operator, this is critical. See, the weight of any truck is a zero-sum game.

That means: you’re getting paid to deliver the payload. The heavier the truck, the less the payload. Because the all-up weight is absolute. (Here in Australia, the maximum weight of a five-axle semi-trailer is 40 tonnes.)

From Tesla: Deafening silence on the payload. (It’s probably not good.)

THE WEIGHT IS OVER
It's impossible to beat the energy density limitations of batteries in this application with current technology.

The critical engineering deficiency of any battery-powered truck is the energy density of the batteries. Let’s reverse-engineer that. Actually - that’s already been done.

Back in June, two researchers from Carnegie Mellon University concluded that a battery-powered semi would cost a fortune, and have limited cargo capacity. The paper was peer-reviewed and published in the journal: ACS Energy Letters (published by the American Chemical Society.).


In other words, that independent paper was everything The Cult’s Semi announcement was not: It was academically robust, detailed and independent. Produced by experts and reviewed by experts. Of course it’s hard to compete with Elon Musk’s charisma - he did describe the Semi as a (quote) “BAMF” (for bad-ass mother-'lover') to enthusiastic sycophants at the launch.

Tough to compete there, when all you have is brains, credibility and facts, I guess… Still, the non-BAMF expert researchers found that an electric semi-trailer with a 600-mile range would require a battery pack that weighed 14 tonnes - not including the four significant electric traction motors and control and power management systems.

Simplistically, that’s compared with, say,  500 litres of diesel to do the same job. Plus an engine and transaxle. That’s nowhere near 14 tonnes. And you have to remember that the trucking industry is ruled by efficiency. Every kilo of a truck’s intrinsic weight is a kilo you don’t get paid to carry.


RECHARGE OF THE RIGHT BRIGADE
If you want the least-green Tesla Semi recharge option, this is it.

Then there’s the time to recharge - which Mr Musk told cult members would be 30 minutes for 400 miles of range. That’s a lot of electrical energy.

At the Cult’s claimed two kilowatt hours per mile, that’s a charging station capable of pumping in 800 kilowatt hours of electricity in 30 minutes. That’s 1.6 megawatts of input power, for a half-hour duty cycle. Or about 700 conventional domestic power outlets (in ‘Straya) on maximum delivery capacity.

I’d suggest it will be some time until the power grid infrastructure is available for that, in the boonies between capital cities. Of course, you could buy a 1.6 megawatt diesel generator from China (per truck). That’ll cost you about $250,000 for a generator capable of fast-charging one truck.

It’ll weigh about 15 tonnes, and pack a 71-litre V16 diesel engine. Expect to pay quite a bit for delivery. And you’ll burn about 200 litres of diesel to charge one truck … which seems to me somewhat less than totally green, and in fact completely contrary to the fundamental objective here.

Alternatively, you could have an 8000 square-metre solar array to do the same job, in real time. For one truck. That’s about six and a half Olympic swimming pools in area. Per truck. But of course if you want to charge the truck overnight, or on a cloudy day, you’d need about 20 tonnes of batteries per truck. Ballpark.

Alternatively, you could install a two megawatt wind turbine (plus - I don’t know - 50 tonnes of batteries - because it’s not windy every day). And the turbine will cost you about $2-3 million.


RANGE ANXIETY
Long-haul is not what this truck will ever excel at - and the trucks it competes with for short-haul container shuffling cost a fraction of the price.

Read all the Musky HYPE here

https://autoexpert.com.au/posts/the-truth-about-the-tesla-semi-battery-powered-e...

Grow a brain socko. You're not fooling anyone mate !

socko thinks this thread is going to change their minds LOL

The technically bereft trolls may as well stay hidden under the floor boards as this technical stuff would cause their delicate "brains" to swell and implode.

Is it practical to charge an electric car with solar panels ?



How Many Solar Panels Do You Need To Charge An Electric Car?
October 5, 2017 by Ronald Brakels 28 Comments


dude charging his car with solar

If you are thinking of buying an electric car and have solar then you need to read this.

I recently wrote about how an electric car revolution is coming thanks to declining battery costs and rising environmental concern.  I made a promise in that article I would soon write about charging electric cars with rooftop solar and soon is now.  Or at least it soon will be.

One concern that came up in the comments was whether people could fit enough panels on their roof to charge an electric car.  But the good news is a car that’s driven the average distance for an Australian passenger vehicle is likely to require less than 8 kilowatt-hours a day.  This means for most households 2 kilowatts of solar panels will produce more electrical energy over the course of a year than an electric car will consume.  Most homes can fit 2 kilowatts of panels on their roof in addition to enough panels to equal or exceed household electricity consumption.

The bad news is 56% of Australian families have 2 or more cars.

Electric Car Kilowatt-Hour Consumption
The number of kilometers an electric car can drive per kilowatt-hour of stored electricity varies.  Fortunately, it is easy enough to use US Environmental Protection Agency figures to determine range per kilowatt-hour of battery storage1.  Some examples are:


Because electric cars won’t allow their battery to go completely flat to protect it from deterioration, the real kilometers per kilowatt-hour are slightly higher, but it should make little difference, as modern electric cars don’t leave much juice in the electric juice pack once they hit zero kilometers of remaining range.

Unlike the range figures that come from Europe or Japan, the US ones are reasonably realistic and it is possible for a normal driver to replicate them or even do better if they’re careful.  But if your driving style consists of alternating between stomping on the accelerator and stomping on the brake then I’m afraid you’ll do much worse, while if you someone who drives like you are gently making love, then you’ll probably be arrested and I strongly recommend getting the tinted windows option.


It is possible to now buy electric cars that look even better than they did in the 70s. (It’s impossible to find pants that good though.)

Charging Losses
The figures above are for energy that’s already in a car battery pack.  Unfortunately, some energy is always lost squeezing it in there in the first place.  Losses occur from changing household AC power into the DC power car battery packs need to charge2 and energy is lost by the batteries themselves as they charge.

This study from 2014 found charging a Nissan Leaf was only 84% efficient when slowly charging from a from a standard US power point3 and 89% when a home charger that provides more power was used.

As most people are likely to use a home charger rather than just plug into a power point, 90% efficiency seems like a good rule of thumb for charging, especially since modest improvements in efficiency are likely.  Mind you, it will vary depending on the car and situation.  I have read some truly atrocious estimates for the Tesla S sports car.  Hopefully their new Model 3 will do better, as it is designed for people who are not entirely made of money.

If you buy a car that gets 7 kilometers per kilowatt-hour of battery pack charge and take care to drive reasonably efficiently, then you are likely to get 6.3 kilometers per kilowatt-hour of electricity you charge it with.  If you are a bit of a sloppy driver, and I think most of us are, you may only get 5 kilometers per kilowatt-hour.

Read the depressing rest of the flat battery stuff here

https://www.solarquotes.com.au/blog/charging-electric-cars/