It might seem crazy to ask whether Tesla’s a car company – they certainly make cars, and on paper, cars are about 82% of their YTD revenue as of the third quarter of FY2017. However, I’m going to argue that they might not be a car company, but rather an energy company that makes cars, and there’s a few things that make me believe that. Continue reading “Is Tesla actually a car company?”
I feel like there’s room for a follow up to my previous piece on the Le Mans Prototype 1-Hybrid subclass, now that there’s been additional news, including the news that Porsche is terminating their LMP1 program after this season is over. Continue reading “The case for both simplifying LMP1-H, and making it more complex”
It’s been a day since the 24 Hours of Le Mans, and I’ve finally put my thoughts together on it. It was something else, nothing like I’ve ever seen before.
Before the 24 Hours of Le Mans, predictions were that Toyota would walk away with the race on both pace and reliability. Predictions were that the all-new and huge LMP2 field would have failures en masse, having shown mediocre reliability in the lead-up to Le Mans. And, fears were that the GTE-Pro field would have poor balance of performance, allowing someone to run away with it. Continue reading “My thoughts on the future of LMP1-H, after the 2017 24 Hours of Le Mans”
This post was originally written for Oppositelock, but I’m also posting it to my blog simultaneously.
Yes, a Prius review, on your Oppositelock. It’s more likely than you think. Continue reading “2016 Toyota Prius: An Oppositelock Review”
In case you’ve been living under a rock, Volkswagen was caught cheating on emissions testing with their 2009-2016 diesels. Recently, a proposed settlement including a buyback program (as well as, potentially, a fix) has been announced for the 2009-2015 2.0 liter vehicles. One concern, however, is the CO2 emissions impact of this buyback – both in terms of manufacturing emissions, and in terms of fuel consumption. Continue reading “Dieselgate and CO2 emissions”
That’s right, MPG is bullshit (and along with it, MPGe). Continue reading “MPG is bullshit”
I’m going to rant a bit about the availability and pricing of transportational cycling gear inside the US, because I’ve been inspired by recent purchases. Continue reading “A rant about transportational cycling gear in the US”
Prompted by a Hooniverse article on the subject, I thought I’d go ahead and tackle driver’s licensing in the US in a blog post. Continue reading “Thoughts on driver’s licensing standards in the US”
I’ve been busy upgrading my folding bike.
Starting point was a bone-stock 2002 Dahon Boardwalk 1.
Added the following:
- Skyway Tuff Pads (they appeared to be the Kool Stop salmon compound, and the LBS had them in stock, not sure that’s what they actually are, though)
- 1976 Sachs Duomatic 28h 2-speed kickback IGH coaster brake hub, built into a Sun CR18 rim by the LBS (gearing is 48/22)
- Planet Bike Superflash, turns out that it lines up perfectly under the sprung saddle
- TransIt Epic DX rack trunk
- Biologic Joule 2 20h dynamo hub (Biologic/Tern sells these prebuilt with Kinetix Comp rims for $115 shipped to the US)
- Tektro Sabre BX2 brake lever (the stock plastic lever was honestly terrifying)
- Busch & Müller Lumotec Lyt BN plus headlight (in German)
I think this is pretty much all this bike needs except for maybe tires and a pedal upgrade.
Stumbled on a cool airplane-based 3-wheeled vehicle build on the Hemmings blog tonight, and it’s for sale.
This thing is really friggin cool. Execution of the nose is a bit weak, but… I really like the layout.
Now I want to find a damaged four-place single-engine low-wing plane and do that myself. Two ways to get reverse, really – use the GL1500 drivetrain like that guy did as-is (I’d want Megasquirt and taller gearing, though), or do a through-the-road hybrid system with the hybrid system on the front wheels, and implementing reverse. That allows one to use the GL1200 fuel injected driveline instead – less displacement, lower cylinder count, etc., etc.
With a GL1500 megasquirted, I’m thinking it’d get around 70-75 highway, 40-50 city.
With a GL1200 FI and a hybrid system, 75-85 mpg highway, 60-90 city depending on how well the hybrid system is tuned.
Weight would be in the 1200-1500 pound ballpark I think, both engines are in the 90-100 hp ballpark (the GL1500 was all about more torque), so you’d be looking at 0-60 times in the 5-7 second ballpark, top speeds probably 140-150 mph (quite low drag), although you won’t want to go that fast.
And, it’d be a more practical layout than my main 3-wheeler project idea if executed properly – 4 seats plus some (not much) cargo room, instead of 1 normal seat, 1 barely usable seat, and less cargo room. Downside is, production would be less practical – it ain’t cheap to build things this light new. Piper wants $301,500 for an Archer TX – even if you go with the “half of the plane price goes to the lawyers” rule, and even if you knock $100k off for not needing all the FAA certs and the Lycoming engine and all, you’re still looking at $50k.