Wimminz – celebrating skank ho's everywhere

It is one of the mysteries of the modern age, so many people have driving licenses, so few people even have clue #1 about transport / traction engineering.

I’m going to start with a graphic.

If you look at this graphic, please first note that the axes are drawn to scale, and both start at zero, this is very important.

Down at the bottom left near both origins are a few data points, the right hand most of them is lithium ion battery tech.

Moving left to right you get more energy storage per litre of volume.

Moving bottom to top you get energy storage per kilogramme of weight.

So you can see that compressed propane as used in fork lift trucks for example has about the same amount of energy per kilo as gasoline and diesel, but significantly less energy per litre than gasoline or diesel.

Up at the top we can see that hydrogen in both forms has FAR less energy per kilo than gas or diesel, and FAR less energy per litre than gas or diesel too.

Down at the origin being totally fucking thrashed by everything else both in terms of energy per kilo and energy per litre is battery tech.

You’d EXPECT this because EVERYTHING else on this graphic is a FUEL, whereas battery tech is not, it is just ENERGY storage.

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Wind resistance is a function of drag coefficient and velocity, it has no connection to the power source.

Rolling resistance is a function of various frictions, tyres to blacktop, wheel bearings, etc etc, and again it has no connection to power source.

Top speeds and accelerations are again simply a function of available motive power and mass (and where applicable inclines etc) so again no connection to power source.

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To make a 4 wheeled 3,000 lb car do 100 mph takes X energy, with some variability for drag coefficient.

To make a 4 wheeled 3,000 lb car do 0-60 in 8 seconds takes Y energy, with some variability for traction and so on.

To make a 4 wheeled 3,000 lb car drive any specific route takes Z energy, with some variability for smoothness and so on.

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I have never chirped the wheels in my current old diesel eurobox shed, I have never exceeded 2,000 RPM in any gear except top, I have never floored the throttle, I get great reliability and great MPG.

I could drive it and get far less MPG, far less reliability, and I probably would not beat the light footed me by more than 5 minutes on a 100 mile trip, to get a 10 minute advantage means a speeding ticket.

100 miles at an average of 65 and a peak of 70 (the legal limit here) takes 100/65 = 1.53 hours or 91.8 minutes.

100 miles at an average of 80 miles per hour which means peaks of 90 is 100/80 = 1.25 hours of 75 minutes, a “saving” of 16 minutes, but well into illegal territory.

100 miles at an average of 70 and a peak of 80 is 100/70 = 1.43 hrs which is 85.8 minutes, a “saving” of 6 whole minutes, but at least i’m less likely to get a speeding ticket.

Years and years and years ago, when the Z1100 A1 fuel injected kwack came out, I set a record (late sunday night into the wee hours of monday) on a trip of 270 miles of 3 hours and 43 minutes, that’s 270 miles in 223 minutes, that’s an average of 72 miles per hour.

It doesn’t sound a lot when you say it like that, but it was done on a motorcycle so fuck all range at full chat, and it was done without going anywhere near any motorways, take out the fuel stops and the average speed was 85 mph, and for every mile you do at 60, you have to do a mile at 110, the reality was basically every chance I got I was doing 130-140 mph.

I was basically “speeding like fuck” for 3 and a half hours, and yes this included urban shit, the end point was Hammersmith in London.

To the best of my knowledge my record set in 1981 has never been beaten, nor will it ever be, thanks to speed cameras, better cop radios, police helicopters and the rest…. yeah, 1980’s tyre tech and brakes and shit too.

Today people will say so fucking what, a hayabusa or a new version H kwack will do over 200 mph, 85 mph average ain’t shit, drop a few and it is a third of the top speed of a tuned modern big 4.

I have never met anyone of these “experts” who can tell me what mpg you can expect from a hayabusa pulling 300 kph, fuck your factory claimed highway 5 litres per 100 km, which is 1.12 imp gallons per 62 miles, which is 55 mpg, I have seen very low 20’s, as in 22/23/24 mpg out of big jap fours when run hard and fast, and consider yourself lucky if you can squeeze 4 gallons into the tank in the first place.

So it’s not unreasonable to state, for ANY 4 wheeled 3,000 lb car, that if you drive it like you stole it and aim for the acceleration and top speed number that the maker quotes, then you range will be as low as one third of what you expect given the fuel economy and max range the maker quotes.

You CANNOT have it both ways.

We still haven’t really talked about anything that ONLY applies to one specific power source, this goes across the board.

According to wikipedia the Tesla model X has a minimum of 190 kW of motor power per axle, and 90 kWh of battery, so at full bore you’ll get 0.47 hours out of the battery, max, and that’s 28 fucking minutes driving time… run both axle motors at max and you get 14 fucking minutes of full power.

Anyone own a li-on electric drill? Would 15 minutes run time driving a 13 mm bit through steel at full power surprise you per battery pack? Would it disappoint you?

But it’s the same sort of shit for a 700 bhp hellcat, bhp is like kwh, it’s just a way of measuring rate of fuel use.

700 bhp is 520 kW, and at 33% thermal efficiency that means using 1,500 kWh of fuel per hour, and at 40 kWh per gallon that’s 37 gallons per hour, does anyone think a hellcat has a 100 gallon fuel tank?

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If there was even the REMOTEST intention to go green or look after the trees and flowers and rainbows, or if there was even the remotest intention to look to the future, then nobody would be passing laws outlawing internal combustion engines by 2014.

You simply pass a law stating the following.

• Maximum 100 kW equivalent at the rear/driven wheels for any private car.
• Minimum 30 lbs per bhp (18.4 kilos per kW) at the rear/driven wheels for any private car.
• Maximum 95 MPH (electronically limited) for any passenger car.

That’s it, job done.

You want to permit exotic supercars, no problem, just run a sliding scale of taxation based on how far they exceed those limits, say a 100 bucks per kilowatt max power plus X where X = (weight of car in lbs x lbs per bhp under 30)

Tesla P90D at 762 bhp and 5,381 lbs = 7 bhp per lb

Your tesla P90D will be 568 – 100 = 468 x 100 = 46,000 buck surcharge for motor power and (5381 x 23) = 123,763 buck surcharge for power to weight ratio for a total surcharge of 168,763 bucks, plus sale price of whatever it is, 120k (?) will mean the rich and stupid can indulge themselves at will…. but the 95 mph electronic limiter stays.

My current 15 year old volvo diesel shed is 2850 lbs and 115 bhp and it will do 118 mph on a good day, so 2850/115 = 24 lbs per bhp, and 115 bhp = 85 kW, so by the formula above;

85 – 100 = -15 so now power surcharge and a potential 15 x 100 – 1,500 buck discount on the power to weight ratio tax.

P:W tax 2850 x 6 = 17,100 – 1,500 peak power discount = 15,600 buck surcharge, which is actually fair, it is not a slow car or a basic car or anything else, it sails up steep hill in top and roll on acceleration from 70 mph in top is really very good.

If I didn’t like the surcharges 30lb per bhp means I should get a 95 bhp model, eg the D4192T2 lump, not the T3 lump in mine, easily fixed with a new code in the chip…. or I could have gone for the luxo barge model which weighed 400 lbs more, same difference.

I get 55+ mpg @ 70 mph, that’s 1.4 ish miles per kWh of energy contained in the fuel, and assuming 33% thermal efficiency that’s 4.2 miles per kWh of actual energy used.

Official tesla P90D fuel equivalent numbers give 38 kWh per 100 miles highway, that’s 0.38 kWh per mile or 2.63 miles per kWh of energy used.

I’d EXPECT a car that weights 5,300 lbs to get worse economy than a car that weighs 2,800 lbs, and I’d EXPECT a car with 568 kW on tap to get worse economy than a car with 85 kW on tap.

It makes perfect engineering sense that a P90D tesla is only 62% as efficient as my old much lighter much lower powered volvo shed at a steady 70 ish when you measure energy expended to drive it.

You can get a tesla to do the same numbers if you put it on a diet and cut the motor power back to numbers approaching the volvo shed.

BTW, I paid 670 quid for my 2002 volvo diesel shed over two years ago, one owner from new before me.

At 70 quid a month battery lease on a nissan leaf the battery lease ALONE would have wiped out my capital costs in ten months.

Yes, sure, we are talking about fiat currencies now, but, it doesn’t matter, because kWh are priced in fiat currencies, and it is amazing how it works out.

20 p per kWh from the electricity board.

20 p per kWh from the gas board.

12 p per kWh at the pump, but run and combined heat and light unit and use all the output and it works out around 22p per kWh

So my 670 quid capital purchase price is really just another way of measuring energy, because that 670 quid can be used to buy energy in various forms.

It really is not comparing apples and oranges to say ok, I can blow 70k GBP on a new tesla, or I can blow 70k GBP on my old volvo shed, plus 55,000 litres (two pull acrtic tankers is 60,000) of diesel, I’ll call it my “free supercharger recharging for life” and 12 thousand gallons of diesel is 600,000 miles at 50 mpg so fact is there is enough spare diesel / energy / fiat money there to maintain and repair and insure and everything else the volvo for 500,000 miles.

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Please note, I am NOT saying “there is no way an EV makes ANY kind of sense, no matter how you look at it.”

What I am saying is no EV that you can buy today makes ANY kind of economic sense, no matter how you look at it, and tesla are some of the worst possible choices.

An EV with a 50 kW motor and a 150 kWh battery and a kerb weight of less than 3,000 lbs would make sense, it would make a LOT of sense, provided you didn’t have to lease the batteries separately, provided it had the cabin room of my old volvo, but nobody is making one.

Nobody CAN make one, go look at that graphic at the top of this piece again, the 85 kWh tesla battery, arguably the most advanced EV battery in the world that you can actually buy TODAY, weighs in a 1,200 lbs, so a 150 kWh battery would weigh 2,100 lbs, leaving a grand total of 750 lbs for electric motor, control circuits, chassis wheels tyres suspension bodywork lights seats upholstery 12 VDC systems, glass, screen wash bottle, etc etc etc…. you might be able to make some non road legal non type approval non euro ncap crash approved single seat no bodywork chair on a go kart thing.

but HOW FUCKING MUCH!!! would you charge me to buy one? It would be ludicrous money.

Between 6k and 10k GBP brand new you can buy dacia, suzuki, citroen, skoda, mg, hyundai, vauxhall, toyota, seat, renault and many others.

Nissan leaf battery lease at 70 quid a month x 36 = 2,520, nearly half the entire new purchase price of the little dacia, not even to BUY a fucking battery, just to fucking LEASE a fucking battery.

 

Dacia youtube vid link