471–480 of 783 posts
A well known fact by Brembo, one of the biggest brakes producers in the world, which has been working for years to find new products and new markets, preparing for the time when a lot more EVs will be on the road.
An an EV owner, I can testify that the tyre wear more than makes up for the reduction in brake dust. I’ve had to change tyres every 10K miles.
> An an EV owner, I can testify that the tyre wear more than makes up for the reduction in brake dust How could you possibly measure that just from your personal experience? Sounds more like a wild guess that is in contradiction with actual studies.
Simple napkin math by comparing longevity of parts with volume of parts consumed.
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See the Ioniq 5 N. But those sounds are piped inside... not blasted to the neighbors...
Can it be disabled? I love quiet
But yes, they can be turned off.
On my non EV car I seldom use the break unless in an emergency or I have to come to a full stop. I always use the cruise control to decelerate and accelerate. Anyone else has that habit?
… how do you think the cruise control decelerates you? Is this a troll post?
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> […] but there can also be a significant benefit from allowing the ICE to remain in the RPM "sweet spot" rather than moving around a larger range. Which is why I'm surprised electric cars with range extenders aren't a bigger thing: * https://en.wikipedia.org/wiki/Range_extender Have the powertrain be all-electric, and have a battery pack, but for those with range anxiety have a small generator as an option that woul…
Range anxiety seems to go away after your first week of EV driving.
Today, if I run out of petrol|gasoline somewhere, even if I'm in the middle of nowhere and don't have a gas can, I can still recover from that situation within an hour or so (hitch a ride to the next gas station, buy gas can, fill with gas, hitch back to my vehicle). With an EV the density of fueling/charging locations is orders of magnitude lower than for gas, and if I end up discharged I'm looking at finding a flat bed truck, or perhaps a mobile high power generator.
Disclosure: I own both kinds of vehicles.
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In most countries, yes. Despite the push for SUV-styled cards (which are heavier than a regular city car, but not by that much), engines have been small. Toyota Yaris - HSD - 1.5L 4cyl Renault Clio - E-Tech - 1.6L Hyundai Kona (SUV) - 1.6L Honda Jazz - 1.5L Peugeot 208 - 1.2L Peugeot 3008 (SUV) - 1.6L Peugeot 5008 (Family SUV) - 2L And the list goes on. Even BMW with it's xDrive puts out 1.5L engines. Huge engines ar…
The info is useful, but those do not seem to be all that small. There were smaller engines available for the ICE version of the Clio, for example.
1.5L is an incredibly small engine, especially when previous versions required much larger. The Renault Scénic IV is a 1.5 ton brick that is happily running on a 1.2L engine. The Scénic II's most sold motorization was a 2L engine.
I suppose the same should apply to hybrid cars, which outnumber pure EVs significantly [1]. The effect comes from converting the kinetic energy back to the battery charge via generation instead of wasting it via friction, which is the whole point of hybrids. [1]: https://www.consumeraffairs.com/automotive/how-many-electric...
On both my Volvo PHEVs I often look at the brake discs and find them rusty from the amount of regen braking. it almost completely eliminates conventional braking unless it's for collision avoidance.
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I think these will switch last and will found new opportunities to annoy you once switched.
Exactly. What people really hate are loud young people from lower class than them backgrounds. Civics with stupid exhausts are just an example implementation of that. They'll just find something else to hate if you remove that implementation.
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You're right. Petrol engines are air pumps so I should've realised the explanation wasn't correct. Though the ECU would be doing the AFR management on modern EFI engines as the injectors aren't vacuum operated like Carburetors were. You should be able to cut fuel injection when coasting in a modern engine, can't run lean if there's no fuel at all. Not sure if carbs could do the same.
On all the fuel injected engines I have owned there is a physical cable that controls the position of the throttle plate. There is an airflow mass sensor the other side of the plate to measure the amount of air and therefore how much fuel needs to be injected. So interestingly in these sort of engines you're really just controlling airflow to the engine rather than fuel/air mix like on one with a carburettor. More mo…
You don't want to do this. Much of the engine braking effect is from pulling the intake air charge past the mostly closed throttle plate. On a car with a wide open throttle plate [even with no fuel], the engine is acting more like a spring than a damper. On the intake stroke, it will pull an intake air charge past the small restriction of the open intake valve(s), then compress it on the compression stroke, then release that compressed energy on the "power" stroke, then exhaust it past the small restriction of the open exhaust valves. Pushing air past the valves will cost energy, but it's not much.
This is why diesel trucks' engine braking works differently. (Diesels don't have a throttle plate.) They can open the exhaust valves to prevent the energy recovery in the "power" stroke to create a higher net braking force. Jake Brake: https://en.wikipedia.org/wiki/Compression_release_engine_bra...
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This comment comes across a lot like the fanboys screeching about how their 1985 or 91 Toyota had a "nice" interior as if the most rattle prone 2009 GM work truck interior isn't better in every way just as a result of sheer cumulative progress. Like if you actually put A beside B and look at them without the rose tinted veneer of nostalgia it's not even a comparison. Rusty rarely exercised drum brakes have a ton of f…
Rusted rarely exercised drum brakes are already known to be far more reliable than rusted rarely exercised disc brakes, that is why many vehicles still or had until recently kept drum brakes in the rear where they get far less usage and get 1/10th the attention as front brakes. Or in trailers brakes that are utilized far less often. But people already had this entire debate decades ago when disc brakes were first imp…
My ass. They might be "trouble free" in that you don't notice them not doing anything whereas a well rusted rotor will be very clearly cranky and/or felt in the brake pedal or steering wheel and perhaps the driver will elect to take it to the shop.
>Or in trailers brakes that are utilized far less often.
And which have a pretty strong reputation for always being in some degraded state or otherwise not working to full capacity.
>Ideally in an EV your physical brakes are 100% a safety item, not a common usage item, and so reliability should be the top concern
In which case a disk is far more likely to work, if poorly and loudly whereas a drum is much more likely to be completely out to lunch for some huge fraction of the cylinder's travel from a long ago seized adjuster or whatever.
Yeah, drum brakes "can" be made to work. I bet wagon style friction brakes "can" be made to work. But discs are just soooo much easier. Throw an 80s style stainless slider arrangement on it so pins aren't a concern and pony up for a galvanized or stainless rotor and it becomes a basically a "good for the life of the car" item if you don't go through the pads.