Bye bye ICE

[begreen]

A reference:

Impact of Precipitation Drag on a Road Vehicle

Road vehicles in the real world experience aerodynamic conditions that might be unappreciated and omitted in wind-tunnel experiments or in numerical simulations. Precipitation can potentially have an impact on the aerodynamics of road vehicles. An experimental study was devised to measure, in a wind

www.sae.org

And from the high mileage truckers:
"Rain, snow, or slush on the road increases the vehicle’s rolling resistance, because in addition to moving the vehicle, the tires must also push their way through the precipitation on the roadway. The precipitation cools the tires, transmission oil and axle oils. These components operate less efficiently at lower temperatures. The increased rolling resistance and drive-train friction in just a light rain can increase fuel consumption by 0.2 to 0.3 mpg."

How Adverse Weather Affects Fuel Economy

For every 10º F drop in temperature, aerodynamic drag increases by 2%. Every 2% increase in aerodynamic drag results in a 1% decrease in fuel economy.

www.freightliner.com

 

[Highbeam]

These cars have an 800v system

Wow, 800 volts DC. Way higher than I expected.

I love ICE but I would also love to experience an EV someday.

 

[gthomas785]

I love ICE but I would also love to experience an EV someday.

Go test drive one!

 

[begreen]

Wow, 800 volts DC. Way higher than I expected.

I love ICE but I would also love to experience an EV someday.

The quiet engineering is really nice. We run it in ECO mode so far. In Sport mode the acceleration is eyewatering.

 

[woodgeek]

Wow, 800 volts DC. Way higher than I expected.

I love ICE but I would also love to experience an EV someday.

Usually the onboard electronics like the motor and DC-DC are still 400V rating, but the battery has two identical 400V strings. During DCFC a contactor places these two strings in series to make a 800V battery temporarily. This speeds up DCFC by 2X, given that the current carrying capacity of the DCFC connector is the limiting factor (usually around 450 amps, with a water cooled jacket, or 60 amp when the water cooling is offline). 800V x 450A = '350 kW' rating DCFC.

The 400/800V are nominal maximum, real voltages are 10-20% lower.

My 'old tech' Bolt has a 400V platform and 125A max charging current.

 

[gthomas785]

Usually the onboard electronics like the motor and DC-DC are still 400V rating, but the battery has two identical 400V strings. During DCFC a contactor places these two strings in series to make a 800V battery temporarily. This speeds up DCFC by 2X, given that the current carrying capacity of the DCFC connector is the limiting factor (usually around 450 amps, with a water cooled jacket, or 60 amp when the water cooling is offline). 800V x 450A = '350 kW' rating DCFC.

The 400/800V are nominal maximum, real voltages are 10-20% lower.

My 'old tech' Bolt has a 400V platform and 125A max charging current.

Always thought it was clever how you can replace amps with volts by putting things in series (DC) or using transformers (AC).