Motor Authority
@ Hike15:
What a perfect comment. With electrice drive, single gear reduction is the BEST way to go. But that means a major decision for each model configuration. A small gear reduction (about 8:1) means that you get massive acceleration from a dead stop, like with the Tesla Roadster Sport (3.7 seconds 0-60 with way less torque than the Fisker), but your highest speed can take a hit (you may want to stay within 14,000 rpm). Since the Tesla and Fisker have the same top speed (125 mph), the main thing that comparing the peformance specs between the Tels and Fisker show is the big weight penalty that electric drive faces, with hugely more torque required to move the more than 40% heavier Fisker more slowly. Thus, Lotus' Chapman quote (add speed through adding lightness) should be the mantra of all automakers, now and forever. I suppose aerodynamics matters, too, at excessive (above 55 mph) speeds. Frankly, if it was up to me, I'd speed limit electrics to 90 mph (10 mph over maximum speed limit is US (west Texas), and focus on maximum low end performance given a top speed of 90 mph. But what do I know - I'm just some Joe the Electric Vehicle Owner and Daily Driver.
The thing that's great about single gear electric drive is that since it's always in top gear, whatever torque is available is available 100% of the time. It thus wins, compared to a pure gasser, from a dead stop, every time the gasser upshifts, and when the gasser is anywhere but in the middle of each gear's power band. I'm not knowledgable enough to compare regenerative braking with engine braking, but the programmable flexibility and user interface possibilities of regenerative braking are obviously much greater than engine braking (plus there's less brake wear and fewer brake changes with regenerative breaking than with pure gasser braking).
Anyone else who actually owns an all electric street legal registered vehicle as their daily driver want to chime in with thier personal experience for real world understandings?
What a perfect comment. With electrice drive, single gear reduction is the BEST way to go. But that means a major decision for each model configuration. A small gear reduction (about 8:1) means that you get massive acceleration from a dead stop, like with the Tesla Roadster Sport (3.7 seconds 0-60 with way less torque than the Fisker), but your highest speed can take a hit (you may want to stay within 14,000 rpm). Since the Tesla and Fisker have the same top speed (125 mph), the main thing that comparing the peformance specs between the Tels and Fisker show is the big weight penalty that electric drive faces, with hugely more torque required to move the more than 40% heavier Fisker more slowly. Thus, Lotus' Chapman quote (add speed through adding lightness) should be the mantra of all automakers, now and forever. I suppose aerodynamics matters, too, at excessive (above 55 mph) speeds. Frankly, if it was up to me, I'd speed limit electrics to 90 mph (10 mph over maximum speed limit is US (west Texas), and focus on maximum low end performance given a top speed of 90 mph. But what do I know - I'm just some Joe the Electric Vehicle Owner and Daily Driver.
The thing that's great about single gear electric drive is that since it's always in top gear, whatever torque is available is available 100% of the time. It thus wins, compared to a pure gasser, from a dead stop, every time the gasser upshifts, and when the gasser is anywhere but in the middle of each gear's power band. I'm not knowledgable enough to compare regenerative braking with engine braking, but the programmable flexibility and user interface possibilities of regenerative braking are obviously much greater than engine braking (plus there's less brake wear and fewer brake changes with regenerative breaking than with pure gasser braking).
Anyone else who actually owns an all electric street legal registered vehicle as their daily driver want to chime in with thier personal experience for real world understandings?