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Silly question? Couldn't one use a small propane heater for cabin heat? Not sure what to do about serious cooling, though. Lots of iced tea....
More power to 'em. BUT trucks are a bet on a strong consumer economy (deliveries). Where are my wheels? I'd be happy with three if they'd get me 200 miles or so with a modest load in all weather.
How did we get from Br to Cs? "Again, with zero radiation fatalities and no injuries outside the plant. 3 workers with beta burns (because they were sent into the plants with neither rad monitors nor proper protective gear!) fully recovered. " http://rt.com/news/fukushima-manager-yoshida-dies-cancer-829/ I think the ongoing criticality of the global threat posed by the situation at the Fukushima disaster is well worthy of discussion by dissenting experts. It does look pretty dire to many people. Especially those dependent on the Tokyo aquifer. But could we take it off this particular thread, or find a more appropriate thread to discuss on? - Respectfully, EB
I like it, but think I'd prefer a Rabbit with a 1 or 1.5L Diesel, which would probably get closer to 65 or 70 mpg. Sour grapes, perhaps. I loved my 88 Golf GT. It was a rocket. I named it Freud.
I bought a little r/c drone quadcopter, and I had to ask myself if this technology could not be used for ordinary transportation. Forget roads. Tow a banner of solar cells if you like, but leave the trucks below. And stick 'em on rails.
Talk about your terse press release. Power of motor? Capacity of battery? Vehicle weight? A picture? Sheesh.
I would have to see how this arrangement would be reviewed after some time by various lessees. For some, who would need to operate the vehicle to reach a location near the end of its range, a second charger might be welcome. I also wonder how aging of the battery might leave the driver wondering after a few years if his car still has the range to make the trip to Grandma's. Real world experience will tell the story, I suppose
Perhaps there is a niche market for a secondary, small, no-frills BEV kept at a commuter's home for local excursions or to and from commuter rail services. OT it looks like NY State may at (very) long last pass some legislation that will permit some sort of on-road use of electric bicycles. I'm hopeful but not holding my breath.
I wish they would show with some faired trike designs for the longer range vehicles. They could presumably be registered as motorcycles in my state, and 80 mile rides would be a lot more comfortable.
A) "Even at 30 C, which corresponds to a time of 2 min to fully discharge, the capacity was about 90% of that at the 1 C rate, implying that the battery is suitable for high-power applications." B) "Even after 500 charge−discharge cycles at the rate of 1 C (0.2 C every 20 times), 83% (first cycle, 231 mAh/g; 500th cycle, 193 mAh/g) of the capacity of the material was retained"- I'm no expert on battery chemistry or characteristics, and I find these conclusions confusing. Does (A) mean that when they discharged at the 30C rate, they obtained 90% of the work done by a battery fully discharged at the 1C rate? Or are they claiming the cycle life by a battery routinely discharged at the 30C rate is commensurate with that of their 1C test rig (as in (B)?
I saw a piece on the beeb website a few years back about a university team that was developing a trike with computer-controlled suspension and a rear-mounted H2 (I believe) ICE. This sounds perfect for such an app. I'll bet it would really fly.
I'm seriously tempted. Obviously as demand grows for diesel fuel the number of vendors will increase. I just hope the engine is reliable. I once had a Checker cab with a GM deisel that broke down and dripped fuel oil onto 6th Avenue until the wrecker arrived.
There is a sign-up on the website mentioned in this PR for a monthly drawing. Winners get a conversion kit!
I don't think $1000 or less is a through the roof price for a well-designed e-bike that may last for years and truly cannot be beaten for economy of operation. The main problem with "market acceptance" seems to be political, at least in New York. http://www.animalnewyork.com/2012/new-york-city-accelerates-its-short-sighted-campaign-against-electric-bicycles/
Too bad E-bikes are illegal in New York. They should be allowed to be registered as mopeds w/ the DMV imo.
I think energy type availability will define the dominant infrastructure for a given region. On the coasts where hydrolysis plants could cheaply produce H2, fuel cell technology could make it to market, and H2 could be exported. In the interior, ethanol/methanol could be a good source. But I think the key will be in a mix of technologies.
I think it looks a little like a penguin. I actually drove a Segway around a mall in Salt Lake City. It was a lot of fun.
" For an operating frequency of 10 MHz, this corresponds to a transfer distance of 2 m." There goes HF communications.
Assuming visible sunlight, which is apparently becoming rarer in Beijing, it seems like a 130 W solar panel would charge an e-bike in a few hours and last for years. The energy used per rider mile is on a scale so much smaller than an ICE powered vehicle.
A transformer gives up the ghost somewhere... The sound of EB's cherished notions re FCEVs biting the dust.
Probably an uninformed question: Why not simply use FCEVs?
@ 15 cents/kWh, I am guessing a full charge cycle will cost under $5, putting energy operating cost on a level with years ago!