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Tesla Cybertruck Pricing and Specs

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Re: Tesla Cybertruck Pricing and Specs

#541

Post by theluketaylor »

solidr53 wrote: post #487
theluketaylor wrote: post #347

Earlier quoted context omitted.

I am curious what cybertruck will charge like at existing superchargers that max out at 400V. GM's clever solution is to present the battery pack as 2 400V packs. It does pose some very tricky pack balancing requirements though. Other 800V cars charge quite poorly on 400V stations, usually with a hard cap at much lower than the potential max charge due to inverter limits.

E-GMP (EV6, Ioniq5) actually charges quite fast on 400V as they run it through the motor/inverter which already pumps out more than 100kW I think no one else is doing that at the moment.

The E-GMP solution is also a clever one. I believe the inverter is limited to about 150 kW sustained (I think it can peak a little higher to the motors). 150 kW isn't bad but it's also a fair ways away from the 230 kW E-GMP will do on 800V.

Re: Tesla Cybertruck Pricing and Specs

#542

Post by SecretDreams »

bonestamp2 wrote: post #473
microtherion wrote: post #230

Earlier quoted context omitted.

Do people making less than 150k buy 100k cars? I don't have a good sense for how Americans budget their vehicle purchases.

Should they? Probably not in most cases. Do they? Absolutely. The real killer here though is the limit. If you're making $160k, that $7000 is still a real incentive. Can you afford it without, sure, but if we're trying to incentivize EVs then everyone should get the incentive... sometimes wealthy people are wealthy because they save money whenever possible, so the incentive will still move the needle on EV adoption.

Like all incentives, it should be on a sliding scale. Frankly, fall benefit would start to fall off after 100k income and/or some vehicle value cutoff, maybe 50k. Beyond either value, you'd then decay to upper limits linearly (easier for the consumer to understand) with upper income level 160-180k range ish, and upper vehicle value maybe 100k.

All numbers subject to change!

Re: Tesla Cybertruck Pricing and Specs

#543

Post by angoragoats »

jedberg wrote: post #455
taurath wrote: post #196

Earlier quoted context omitted.

I feel like it already has limited social value except as a sort of MAGA hat for Elon. I predict it’ll have some rabid adherents but also develop a reputation as a vehicle for assholes - already in a lot of circles the Tesla brand has a negative association due to Elon behaving like a nepo bully.

I've seen a lot of Teslas around the Bay Area with bumper stickers that say "I got this before Elon went crazy".

I've seen these stickers too, and if you ever see one on a Model 3 or Y the owner is full of shit. Elon was in full-on crazy mode at the latest by 2017, well before either of these models even shipped to customers.

Re: Tesla Cybertruck Pricing and Specs

#544

Post by chrisco255 »

paulddraper wrote: post #171
TaylorAlexander wrote: post #159

Earlier quoted context omitted.

> Everyone I know doing construction/trade work tends to drive much smaller pickups. Smaller than an F150? Maybe it's because I live in the Bay Area where there's more money being thrown around but trucks of that size and larger seem to be common for trade workers.

Not just you. Anyone who uses a truck a lot will have a 150+ --- How many programmers do you see with MacBook Airs

M1 MacBook Airs are solid and it's my daily driver as a programmer. But I also drive an F350 King Ranch Super Duty (I tow a 20k pound fifth wheel with it that I live in full time) so go figure.

Re: Tesla Cybertruck Pricing and Specs

#545

Post by HeyLaughingBoy »

bilsbie wrote: post #537
liminalsunset wrote: post #96

Seems like there's been relatively less attention on the 48V/800V architecture and the Ethernet comms/steer by wire setup, but I think those are what make this particular vehicle quite interesting. Up until recently I think 48V power electronics have been fairly rare outside of telecom/other high cost situations, but I suppose one major difference is that at 48V, transformer-based DC-DC conversion is usually a better…

Would there be a “safe mode” for steering where it has basic operation if it can’t get speed data? Drive by wire kind of scares me.

> Drive by wire kind of scares me

Physical linkages break too.

Re: Tesla Cybertruck Pricing and Specs

#546

Post by pornel »

rainsford wrote: post #432
dgacmu wrote: post #391

Earlier quoted context omitted.

I drove a rented SUV a few weeks ago (GMC Acadia Denali) that had quite shocking acceleration -- 310 horsepower or so -- and the handling of a dead fish. It was kind of scary, and overall a really unpleasant experience. I don't understand why the manufacturer would choose that combination other than being able to market the HP. And this was gas, not EV.

This seems like a fairly common point as well in car reviews. Super fast cars of any type are only fun in a very limited set of circumstances, most of them not on a normal road. In contrast, even your daily commute can be made more fun with a car that's lightweight or has good handling or an engaging manual shifter or whatever. It's basically the entire premise of the Mazda Miata. It's an unfortunate trend with EVs t…

Instant torque makes lots of people grin.

Most BEVs also have low center of gravity and even mass distribution, so they’re not as bad as a heavy ICE car.

On public roads, 0-30mph acceleration is probably most fun you can have within realm of legal and sensible driving. Handling is not an issue at speed limits of public roads.

Re: Tesla Cybertruck Pricing and Specs

#547

Post by KennyBlanken »

liminalsunset wrote: post #96

Seems like there's been relatively less attention on the 48V/800V architecture and the Ethernet comms/steer by wire setup, but I think those are what make this particular vehicle quite interesting. Up until recently I think 48V power electronics have been fairly rare outside of telecom/other high cost situations, but I suppose one major difference is that at 48V, transformer-based DC-DC conversion is usually a better…

48v AC and steering pumps are commonplace in hybrids and EVs.

Re: Tesla Cybertruck Pricing and Specs

#548

Post by standardUser »

m463 wrote: post #215
TaylorAlexander wrote: post #166

Interesting that the marketing image on that page is clearly meant to suggest driving around on Mars. I think it is clear from the design and marketing that this truck is meant as a fashion statement not a work vehicle. It will be interesting to see if it catches on. I like some of the ideas used in the vehicle's construction, though I do not like how dangerous it appears to be for pedestrians. If I made a prediction…

I think there are lots of people that want an EV, but drive terrible roads.

Are there issues with EVs on dirt or gravel roads? I've lived in a rural area where driving on both was neccesary and we never gave any thought to what car we were driving.

Re: Tesla Cybertruck Pricing and Specs

#549

Post by angoragoats »

danans wrote: post #535
angoragoats wrote: post #446

Earlier quoted context omitted.

The initial Cybertruck announcement had the three trim levels priced at $39,990, $49,990, and $69,990. This is a price increase of between $21k and $30k, across the board. The original top-level $69,990 trim also advertised a 500-mile range, which is now down to 320 miles. Were they just making shit up? If I had put a deposit down back in 2019 I'd be pretty upset. Edit: I just looked and Musk himself has stated that…

> Were they just making shit up? > So they collected at least $100MM of customer money based on completely made up pricing/specs. WTF. Correct and correct. And not every manufacturer does this, by the way. The price/specs of the EV I pre-ordered (Volkswagen) did not change much by the time I purchased it.

Yeah, I'm aware. Tesla should at minimum be legally required to pay interest to anyone who requests a refund.

Re: Tesla Cybertruck Pricing and Specs

#550

Post by alistairSH »

kllrnohj wrote: post #392
liminalsunset wrote: post #96

Seems like there's been relatively less attention on the 48V/800V architecture and the Ethernet comms/steer by wire setup, but I think those are what make this particular vehicle quite interesting. Up until recently I think 48V power electronics have been fairly rare outside of telecom/other high cost situations, but I suppose one major difference is that at 48V, transformer-based DC-DC conversion is usually a better…

Lexus is already doing steer by wire, they used it to make a vehicle with a yoke that didn't suck to operate (as much anyway): https://www.motortrend.com/reviews/2023-lexus-rz450e-steer-b...

What happens if the engine shuts off (and the alternator stops spinning)? Does the steering just run off the 12v system?
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