4 ms·

>An unloaded F150 with an internal combustion power train and traditional torque converter is never going to beat an EV with a 1200 lb battery and torque from 0

>An unloaded F150 with an internal combustion power train and traditional torque converter is never going to beat an EV with a 1200 lb battery and torque from 0 RPMs Put the F150 on some high performance season specific tires and put the Tesla on some economy brand E-rated all seasons and the F150 will win every time and it won't be obvious to 99.9% of observers.

deleted 7y ago
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toomuchtodo 7y ago
This is not how the friction coefficient works. Swapping tires isn't going to negate the weight differential between an ICE truck (heavy engine, empty bed over half the drivetrain) and an EV battery pack applying downward force across the entire sled, nor EV traction control vs a torque converter and the disadvantaged mechanical transmission attempting to vector torque. "Physics is the law, everything else is a recommendation." Fundamentally, an internal combustion powertrain is an inferior mode of locomotion (efficiency losses all the way from the well to the cylinders to the wheels), and energy storage has finally caught up to support the rest of the superior (and arguably, more simple) powertrain an EV provides (Train locomotives have used electric motors for decades, with a diesel generator; there is no transmission that exists that can reliably distribute that torque, for example).
- dsfyu404ed 7y ago
  >This is not how the friction coefficient works Yes, it very much is. The harder tire has a lower friction resulting in the total force to break static friction being lesser than that of the lighter object with the higher friction tires. Go get some cleats and push a heavy object around on ice if you want to see this in action. > the weight differential between an ICE truck (heavy engine, empty bed over half the drivetrain) and an EV battery pack applying downward force across the entire sled, The weight transfer (when the truck tries to rotate the wheels and can't the truck tries to rotate about the rear axle) mostly negates this. Watch some videos of pulling trucks and tractor. By your reasoning the massive weights they hang in front of the front axle would be counterproductive because they would remove weight from the rear axle. In practice enough of the weight transfers to the rear axle to result in a net improvement. >nor EV traction control vs a torque converter and the disadvantaged mechanical transmission attempting to vector torque. Your statement is fantasy. Both systems are inputting torque to a differential (presumably an open one since these are base spec 2wd models). The traction control is going to modulate the brakes on the spinning tire to fudge the same effect as a more conventional traction aid installed in the differential would provide. Electronic traction control introduces yet another variable to the equation, some traction control systems behave like an electronic nanny and cut throttle. Some just assume the customer is right and slam the brake on the spinning wheel. I'm going to assume they both have the latter type because it makes this comparison simple but any vehicle equipped with the former type is going to be at a disadvantage.

deleted 7y ago

[deleted]

toomuchtodo 7y ago

This is not how the friction coefficient works. Swapping tires isn't going to negate the weight differential between an ICE truck (heavy engine, empty bed over half the drivetrain) and an EV battery pack applying downward force across the entire sled, nor EV traction control vs a torque converter and the disadvantaged mechanical transmission attempting to vector torque. "Physics is the law, everything else is a recommendation." Fundamentally, an internal combustion powertrain is an inferior mode of locomotion (efficiency losses all the way from the well to the cylinders to the wheels), and energy storage has finally caught up to support the rest of the superior (and arguably, more simple) powertrain an EV provides (Train locomotives have used electric motors for decades, with a diesel generator; there is no transmission that exists that can reliably distribute that torque, for example).

dsfyu404ed 7y ago
>This is not how the friction coefficient works Yes, it very much is. The harder tire has a lower friction resulting in the total force to break static friction being lesser than that of the lighter object with the higher friction tires. Go get some cleats and push a heavy object around on ice if you want to see this in action. > the weight differential between an ICE truck (heavy engine, empty bed over half the drivetrain) and an EV battery pack applying downward force across the entire sled, The weight transfer (when the truck tries to rotate the wheels and can't the truck tries to rotate about the rear axle) mostly negates this. Watch some videos of pulling trucks and tractor. By your reasoning the massive weights they hang in front of the front axle would be counterproductive because they would remove weight from the rear axle. In practice enough of the weight transfers to the rear axle to result in a net improvement. >nor EV traction control vs a torque converter and the disadvantaged mechanical transmission attempting to vector torque. Your statement is fantasy. Both systems are inputting torque to a differential (presumably an open one since these are base spec 2wd models). The traction control is going to modulate the brakes on the spinning tire to fudge the same effect as a more conventional traction aid installed in the differential would provide. Electronic traction control introduces yet another variable to the equation, some traction control systems behave like an electronic nanny and cut throttle. Some just assume the customer is right and slam the brake on the spinning wheel. I'm going to assume they both have the latter type because it makes this comparison simple but any vehicle equipped with the former type is going to be at a disadvantage.