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Tesla Cybertruck Pricing and Specs

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Re: Tesla Cybertruck Pricing and Specs

#841

Post by akmarinov »

Hamuko wrote: post #833
andyjohnson0 wrote: post #820

It's a brutally agressive looking machine - I assume intentionally so. That flat front pretty much guarantees padestrian/cyclist/motorcyclist fatailities in a collision. And over on Ars Technica they say "Musk implied that in a crash with another vehicle, the Cybertruck [...] will destroy the other vehicle." [1] - and presumably therefore kills its occupants too. Opinion: this is the purest physical realisation of th…

How are the crumple zones on the Cybertruck for protecting the occupants inside the Cybertruck itself?

Not great - https://youtu.be/wqcu0j3Wsys?t=815

Re: Tesla Cybertruck Pricing and Specs

#842

Post by bravetraveler »

kuhsaft wrote: post #709
bravetraveler wrote: post #642

Earlier quoted context omitted.

I just want feedback from the road, wires don't give me that

You can absolutely get feedback from steer-by-wire. Ask any racing sim enthusiast. Those racing sim wheels can provide enough feedback to rip the wheel out of your hands.

That "feedback" doesn't meet my poorly framed hyperbole. I'm intimately familiar as a driver; both in sims and Real Fast Cars.

At what point does it go from feedback to lies? Some computer saying "yep, this is what's happening", if you're lucky.

I'll yield that has been the trend for eons. That said, I don't want more of it.

What lead to my first comment is the understanding that Tesla doing something where it's... different wires.

Bus vs Ethernet or whatever. It sounds even more muted/numb.

I don't want a real car to feel like a sim. It's getting harder to tell the difference for the wrong reasons.

It's not that the simulators are closing the gap, but that the cars are becoming simulators. Lowering standards is definitely one way to meet them.

Take your "we have feedback at home" and keep it

I'm half joking through most of this, by the way. The problem is there but I'm deliberately overstating it

Re: Tesla Cybertruck Pricing and Specs

#843

Post by Hamuko »

mattnibs wrote: post #732
tgsovlerkhgsel wrote: post #713

One of the issues it'll face in Europe is weight. One source I found for the "cyberbeast" model claims a 6843-pound curb weight. That's 3.1 metric tons. While there are discussions for special allowances for electric cars, the current limit of what you're allowed to drive with a normal driving license in the EU is 3.5 tons of gross vehicle weight rating. In other words, in order to allow most people to drive the Cybe…

Are pickup trucks common in Europe?

No, and especially not the ones in the size class of the Cybertruck. Usually if I've seen a pickup truck, it's been maybe a Ford Ranger or a Toyota Hilux, a mid-size pickup truck, and definitely not an F150, a full-size pickup truck. Sometimes it might also just be a Volkswagen Transporter with a flatbed, so basically a van like most all utility vehicles.

Re: Tesla Cybertruck Pricing and Specs

#844

Post by gambiting »

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…

I keep saying this to people and they literally don't believe me - my 86bhp volkswagen e-Up is more fun to drive than my 400bhp Mercedes-AMG ever was.

Seriously, I haven't been hit in the head.

The AMG was fun for a total of 4 seconds, which is exactly how long it took you to get to the legal speed limit, then you just sort of pootled along, unable to push hard and enjoy it. Yes it had grip, yes it had the noise, but I'd say out of the 4 years I owned it, I had "fun" in maybe a total 5% of those 4 years.

In the e-Up? I can push it hard all the time. You can get on some countryside roads, keep the pedal flat, and chuck it around, and it takes ages to get to any kinds of illegal speeds. And it's electric so the torque is always there, there's no waiting for the dual clutch gearbox to finally decide what it wants to do, you press the throttle and you go, it's absolutely beautiful how you can thread this car out of a corner. My enjoyment of hard driving this car is probably 10x that of the AMG, partially because you can actually do it for longer, and partially because I'm far less likely to kill myself or land in jail doing so. And it's only 1200kg so it's not like an oil tanker in turns, despite having wheels from a lawnmower.

Re: Tesla Cybertruck Pricing and Specs

#845

Post by hetspookjee »

gambiting wrote: post #836
poulpy123 wrote: post #830

Earlier quoted context omitted.

what I don't get is why the effect of a crash on other isn't taken into account in the evaluation of car safety

The impact to pedestrians is taken into account. The impact on other cars isn't, because I don't see how you'd do that objectively - do you just crash it against an identical model? A selection of several other cars from different categories/brands? How would you determine those? Do you just test head-on collisions, or the whole gauntlet of impacts? Wouldn't that make any test require dozens and dozens of vehicles, a…

Well I think one can start with a bit of an average car. I mean humans vary a lot too. Both in size and resilience. If there’d be some wireframe made that can represent a bit of the car rigidity of an average 2008 car for example we can definitely see how this monolith would vaporize any car, versus the Jazz that’d mostly dent itself in a crash. And include that in the rating as well. Current SUV trends are abysmal for others with their 800bhp and near 3000kg kerb weight. It’s I think a solid way to stop this race to the bottom.

Re: Tesla Cybertruck Pricing and Specs

#846

Post by bombcar »

tgsovlerkhgsel wrote: post #683
JumpCrisscross wrote: post #240

Earlier quoted context omitted.

> trucks are huge now due to various fuel efficiency regulations Correct. It's because of "...the fine print of Corporate Average Fuel Economy (CAFE) standards adopted in 1975, Gerald Ford’s reluctant response to a crippling Middle East oil embargo that sent gas prices soaring. To protect American commerce, work trucks and light trucks were subject to less-strict CAFE standards than family sedans. Trucks are also exe…

An obvious, easy solution would be to allow car makers to classify a vehicle as either a "car" or a "truck" (once classified, it cannot be reclassified without the car maker being subject to the worst of both worlds). Cars can be driven with a car driving license. Trucks can be driven with a truck driving license, or CDL, or have to be registered by a company, or _whatever licensing requirement makes it perfectly fea…

The C in CDL is commercial - and that license can be required for a car, and individuals can drive bus-sized RVs without one.

Re: Tesla Cybertruck Pricing and Specs

#847

Post by nxm »

akmarinov wrote: post #841
Hamuko wrote: post #833

Earlier quoted context omitted.

How are the crumple zones on the Cybertruck for protecting the occupants inside the Cybertruck itself?

Not great - https://youtu.be/wqcu0j3Wsys?t=815

It actually did great. The occupant area was minimally damaged - the front end absorbed the collision as it was designed to do. The driver would have walked away from this collision.

Tesla makes some of the safest vehicles on the road from a driver/occupant perspective, but lately HN loves to hate on Tesla.

Re: Tesla Cybertruck Pricing and Specs

#849

Post by iainmerrick »

gambiting wrote: post #839
iainmerrick wrote: post #824

Earlier quoted context omitted.

Yikes! Even assuming it all works correctly and safely, who actually wants a steering wheel like that? What's the upside? The only possible advantage I can think of is that when you start the car up again after having reverse parked, it'll be more obvious what way the wheels are currently pointing, so you can straighten up. But that's such a trivial problem.

>>What's the upside? A much easier to manouver car, because you can get true variable speed ratio steering. It's explained really well here: https://www.youtube.com/watch?v=agMrewRJTow Tbh I still think it's a bit of a silly idea. But it's not completely without its merits(the one done by Tesla was though - that was completely entirely pointless).

I just meant the yoke -- variable ratio steering would still work with a wheel, right?

I'm skeptical but I can see the potential benefits of drive-by-wire, definitely. The yoke, nope (except maybe for racing drivers).

Re: Tesla Cybertruck Pricing and Specs

#850

Post by ChatGTP »

jcgrillo wrote: post #829
xcv123 wrote: post #699

Earlier quoted context omitted.

Motorsports enthusiasts look at Nürburgring lap times. The Porsche 911 is at the highest level of performance on any track where you actually have to use the brakes and steering wheel. If the Cybertruck can do a good lap on the Nürburgring then its "FAST", but it probably isn't, due to weight. The 911 is not built for drag racing, it's built for a track with corners where you have to use the brakes and steering wheel…

Can electric vehicles (let alone this absurdly ridiculous example) reliably make it around the 'ring more than once without having to recharge? It seems like EV range drops off a cliff in all but the most idyllic driving conditions--flat road, minimal acceleration (cruise control), room temperature, no precipitation, aerodynamically clean, unladen. Add load, off-nominal temp, snow, drag, weight, etc. and range drops…

Was driving an EV in freezing / snowy conditions the other day, up a mountain, with a blinking battery light. I couldn't believe how much running the heater and AC (required for demisting), the cold and going up a hill sucked the battery.

In the same car only a week before in much better weather, I did a similar trip, twice.

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