101–110 of 111 posts
Earlier quoted context omitted.
If you want the low-end Model 3 today, buy a Bolt. Done.
I'm very tempted but I don't like how it looks. The I-pace looks great. Something between I-pace and Bolt would be fine. I expect VW to probably have plenty to offer, for example, in a few years.
Earlier quoted context omitted.
> will be released when they need to ship them Does this jibe with your "all other carmakers" comparison? I do know that different models routinely get released at different times (separated by months), but different option packages? > The only difference between the current cheapest 3 and the $35k model is battery size, which affects weight and the max performance. And? How does it drive?
I gave you enough clues to guess how it drives, but if you don't want to guess, then I guess you'll have to wait. "Late 2018" is what the configurator tells me.
Disagree. Plus, I want a descriptive a review, like TFA, except for the car that's affordable.
> you'll have to wait.
Meanwhile, you'll have to live through the valid criticism that they haven't released a car at the promised price.
Earlier quoted context omitted.
That was, essentially, my point. (Foot resting on the pedal heavily enough that it slips doesn't count as fully engaged, of course). > I wonder if replacing clutches during the normal lifetime of a passenger car will become a thing of the past My gut says that clutches wear far more from starting at a dead stop than from any gear changes in motion, so taking rev-matching out of the hands (foot) of the human won't mak…
That's an interesting question. There's a lot more time spent slipping the clutch getting the car started, but there are higher RPMs and more power being transmitted through the partially-engaged flywheel and clutch during some of the other shifts. But yes, intuitively, it definitely feels like starting the car is when most of that wear happens, and if I had to bet I would bet that's right, at least during everyday d…
I'd argue that, if that's the case, one isn't doing it right. Ideally, there is zero RPMs difference during disengagement and engagement during routine gear shifting.
One doesn't even need the clutch, if one is good enough at rev-matching. I expect the risk of damaging a gear or synchro makes this a bad idea in general practice, but it can help get a clutch that no longer fully disengages to a mechanic without a tow-truck, something important in my younger/poorer days.
Earlier quoted context omitted.
Your sarcasm doesn't add much to the conversation. Here's my actual criticism: Is there actually a $35k "option" (base model) yet? I'm pretty sure the answer is "no". I'm not going so far as a condemnation, but I'd like to see reviews of that model before passing judgment. Also, is it common for "every other carmaker" to have that huge a difference in price within the same model, barring actual structural differences…
It's entirely common in that segment. The BMW 3 series, against which the Model 3 is precisely positioned, starts at $34,900, has a non-optioned model with a larger engine and all-wheel drive starting at $50,950, and can get optioned to $66,000. And that's not even getting into the M3 performance version, which starts at $66,500 and can get optioned up to $88,000.
Also, now I'm curious, other than sharing the numeral 3, is there evidence for the model 3 being "precisely positioned" against the BMW's 3 series? I haven't been following any of this that closely, so I only recall it being hyped as Tesla's foray into an affordable mass-market sedan, which seems incompatible with BMW's premium branding strategy in the US and with a $60k ASP for the Model 3.
Earlier quoted context omitted.
> Except with a manual, you're reducing the lifetime of your clutch Huh? How is engine braking (or, for that matter anything ) on a fully-engaged dry clutch going to reduce its lifetime?
Well, that's what people tell me, and a quick google shows that the Internets have a huge debate over the issue. So I'll just say that I'm not an expert, but I still love one-pedal driving. Edit: from the huge number of downvotes my previous comment is getting, apparently many HN users think they know the answer!
It's not necessarily that HNers think they know, even though I'm sure we do! :), it's that it's pretty clear that you didn't know but made a statement as if you did know, with no substantiation. Sadly, as it turns out here, it was based on "some guy somewhere said", which is a much-maligned standard of knowledge on HN.
BTW, I suspect the downvotes for this comment are for the combination of basically admitting that you're relying on hearsay and that, attempting to research the matter further, you were shocked (shocked!) that there were people arguing on the Internet and that was the end of the matter for you.
[1] or a matter of opinion, but this is an engineering topic, which, on HN, is generally pretty comfortably treated as fact.
Earlier quoted context omitted.
Well it looks like brake issue can be solved with a software update [1] in a few days. Which is not too surprising since brakes are a known technology. [1] https://electrek.co/2018/05/22/tesla-will-update-model-3-fir...
It's because they're a "known technology" that it's rather surprising that Tesla managed to screw up their ABS system in such a dangerous way. If there has been an analogous failure with either traditional Bosch ABS systems or the Toyota systems that integrate with hybrid and electric powertrains - both systems have been around for decades - I'm not aware of it. Not that Toyota hasn't had other sorts of firmware prob…
A lot of annoyances, needless complicated door handles, buggy software. But this made me smile and the car enthusiast inside me is ecstatic. > "This car is a joy to drive on Angeles Crest Highway, and I don't say that lightly. Angeles Crest is a famously demanding road that winds up into the San Gabriel Mountains north of Los Angeles. You need brakes, power and a taut, balanced chassis to do it right. The Model 3 has…
> Body roll is minimal There are a couple of problems with the obsession for flat cornering. One is that its uncomfortable for people in the car, particularly passenger, who are pushed sideways into the seat-bolsters and side panels. More importantly is when lateral grip finally breaks there is no warning to the driver with a cocked wheel and gentle progression: it just lets go. As a counter-example Mazda have always…
Body roll is going the wrong way to make it more comfortable. The roll is in the same direction that the passengers are being pulled, which makes the passenger impact worse as gravity adds to the pull as the car tilts. Contrast with a banked curve, which is essentially reverse roll, and is more comfortable because much of the force is directed "downward" into the seat.
Earlier quoted context omitted.
It's entirely common in that segment. The BMW 3 series, against which the Model 3 is precisely positioned, starts at $34,900, has a non-optioned model with a larger engine and all-wheel drive starting at $50,950, and can get optioned to $66,000. And that's not even getting into the M3 performance version, which starts at $66,500 and can get optioned up to $88,000.
Granted, it's not your own comment you're defending, but that's a single carmaker, a far cry from the "all" that was claimed. Also, now I'm curious, other than sharing the numeral 3, is there evidence for the model 3 being "precisely positioned" against the BMW's 3 series? I haven't been following any of this that closely, so I only recall it being hyped as Tesla's foray into an affordable mass-market sedan, which se…
You could also check with the car press [https://www.topgear.com/car-reviews/model-3/first-drive] [https://www.caranddriver.com/tesla/model-3] or the Tesla press [https://www.teslarati.com/bmw-vs-tesla-large-luxury-car-mark...].
The current prices of available Model 3s are an artifact of production decisions. They will sell $35k base models eventually. By comparison to the Model S it's affordable and mass market, and where it landed was always the plan. It was never going to be like a Toyota Corolla.
Earlier quoted context omitted.
Granted, it's not your own comment you're defending, but that's a single carmaker, a far cry from the "all" that was claimed. Also, now I'm curious, other than sharing the numeral 3, is there evidence for the model 3 being "precisely positioned" against the BMW's 3 series? I haven't been following any of this that closely, so I only recall it being hyped as Tesla's foray into an affordable mass-market sedan, which se…
Well, I don't know what "hype" says, but it's fairly obvious by size and price that the Model 3 is in the small luxury sedan category, of which the BMW 3 and MB C-series are the big players. But if you need a citation here's an Elon tweet: "Sorta. Model 3 is like a BMW 3 series or Audi A4. Model S is like BMW 5 and 6 series, but much faster, more storage space + Autopilot" [ https://twitter.com/elonmusk/status/845282…
How about go and look at the original announcements/teasers, since you appear to be more a fan of the car press than I am?
How about something from their current web page?
"Designed to attain the highest safety ratings in every category, Model 3 achieves 220 miles of range while starting at only $35,000 before incentives."
I see a phrase at least implying mass-market appeal ("every category") and prominently stating the still-fictional $35k price.
> but it's fairly obvious by size and price that the Model 3 is in the small luxury sedan category
Maybe, but that's a narrow definition, and says nothing about Tesla's positioning of their product, only your opinion of its category.
> here's an Elon tweet: "Sorta
A tweet from Elon, especially one that, literally, begins with the word "sorta" and goes on to use the word "like", isn't exactly compelling evidence for "precisely positioned".
> You could also check with the car press
I just looked at those three articles, and I also saw nothing there about Tesla's positioning of this product.
> By comparison to the Model S it's affordable and mass market
Although affordable in comparison does, tenuously, make sense to me, the second bit does not. Something is either mass market or it isn't. If it's not broadly affordable to the masses, it isn't marketable to them.
Earlier quoted context omitted.
It's because they're a "known technology" that it's rather surprising that Tesla managed to screw up their ABS system in such a dangerous way. If there has been an analogous failure with either traditional Bosch ABS systems or the Toyota systems that integrate with hybrid and electric powertrains - both systems have been around for decades - I'm not aware of it. Not that Toyota hasn't had other sorts of firmware prob…
True, it is surprising that Tesla seems to have a bug in such a known technology. But also because it is such a known technology it would be equally surprising if there wasn't an easy fix for the problem and it turns out there is. A tempest in a tea pot.
There is no logic to this belief of yours whatsoever. It was an easy fix because it's online-updateable firmware, not because it's "known technology."