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Al7La4Ni density is 62% more than Aluminum, but has a lower ultimate tensile strength. Lanthanum cost is much more than Aluminum. Maybe this is good for some niche, but not for widespread use.
Could an Aluminum ion battery (AIB) negative electrode be combined with a liquid positive electrode? A Hybrid solid/liquid battery...?
Anything with the potential to bring launch costs down will accelerate space based solar shade and/or power, which may be critical to avoiding runaway warming without using Sulphur Dioxide to make acid rain.
Better aerodynamics could reduce this designs energy consumption by 20 to 30%.
Nuclear geothermal storage seems like an overlooked option, and it seems least resource limited. "GIGAWATT-YEAR GEOTHERMAL ENERGY STORAGE COUPLED TO NUCLEAR REACTORS AND LARGE CONCENTRATED SOLAR THERMAL SYSTEMS"
I bet $100 with 100:1 odds this will not be cost competitive without subsidy, for at least 30 years. Caveat: Continued growth and business as usual, earth destructive path, will give it a chance to succeed if oil prices increase long term, but the environmental cost will be horrific.
The lack of critical comments is stunning!
Why no mention of offshore wind power effects? I suspect there is less or opposite effect for ocean wind power.
This alloy could enable much higher coolant temperatures, making engines more like an adiabatic engine, and reduce cooling drag, and keep a high cooling ability in very hot climates.
Looks like D-EGR is still better but hard to tell with Mazda's missing BSFC graph scale: (see page 24)
The dust on my panels here in California the dust is lighter color, which is more transparent and does not affect the panels more than 10% at peak power, not sure about off peak. I could see how black carbon would have a much bigger effect.
"fossil fuels should stay buried" is the not a viable way. A better strategy carbon capture and re-purposing fuel to be feed-stock for graphene, and carbon tax. This will ensure full support of the fossil fuel industry. Otherwise reducing demand will lead to lower prices which feeds back to encourage demand.
How up to date are those stats? > 1 is scary!
Can someone explain the math behind zero drag for GSF2 at Yaw angle greater than 23 deg? It must be a tail wind? But the standard and correct way of presenting Cd should never allow negative Cd. Instead show lift and drag coefficient. It's misleading.
How about making AdBlue supply free, paid for by diesel tax.
Ammonia has a specific energy that is 40% of diesel or kerosine. See
Too heavy! Either gear reduction to a shaft to an inboard motor, or a high power density hub motor.
If the next gen 5X batteries come soon, they should dump the H2 system and adapt quickly.
How will this be utilized for crash avoidance? In 1 year it will be possible!
Excellent comment and to the point HarveyD! Requiring V2V and V2X on all road vehicles and autopilot on all new large commercial vehicles will prevent the collisions. V2V can be quickly universally adopted with low cost high volume production wifi like transceivers for aftermarket adoption. Insurance incentives can encourage adoption. So the USDOT proposal is a 100% wrong approach with no vision, only looking back to the past approach that has been abandoned.
I always use recirculate when in traffic. The only problem is in traffic for a long time and human VOCs... ;)
A 2 cylinder with a Freevalve head would allow D-EGR and a simpler engine overall. The D-EGR cylinder exhaust valves would each have a separate path, negating the need for the cold start valve. A sufficient sized reform-ate storage tank would be needed to allow the D-EGR cylinder to alternate between D-EGR and conventional operation, thus allowing the same 3:1 cylinder ratio. Another large intake storage tank could eliminate the need for supercharger, and facilitate mixing of reform-ate and fresh air. Lastly, if MAHLE Jet Ignition is combined with this D-EGR engine, perhaps further gains can be made with even higher compression ratio. The fact that they both have very low engine out emissions is good. The only issue is the reduced exhaust energy will limit turbo effectiveness, so it may need to be electrically or mechanically driven. It seems all three of these technologies (Freevalve, D-EGR, TJI) can have great synergies. What is crucial is to simplify as much as possible to accelerate the adoption before EV technology takes over in the near future. Until then carbon emissions must be reduced as much as possible. Unless lithium air batteries progress very rapidly, ICE technology still has a big place in the market. I own an electric motorcycle, which is marginally cost competitive to an ICE motorcycle, but has insufficient range for all needs. Current ICE motorcycles have huge, 2X, potential, for efficiency improvement, but performance and cost requirements are preventing that. Lithium air batteries could solve that E-motorcycle problem. On the other hand my i-miEV is very cost competitive with ICE vehicle where range is not an issue. I plan on keeping it for city driving for 10 to 20 years with near zero maintenance.
Tesla should offer a "Bond Autonomous" mode to get away from paparazzi, kidnappers, getting to ER, etc! Activated by yelling "Get the hell out of here!" Of course this might have to wait until full implementation of V2V to avoid collisions.
At 1/1000 = 0.1% efficiency, it's only usefull for sensors.