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post #231 of 334
Well in my humble arm chairist opinion, nothing beats a pair of Belgian Drafts. They're the true workhorses, beasts of burden who've proved the test of time. Be it getting uncle Tom's family, along with his first cousins to their ballgame all the way to getting that block of wood to the joinery all on a bucket of Barley. You all hippies have it wrong with your EV's and Diesel's that'll go arse up one day.
post #232 of 334
Quote:
Originally Posted by ShrimpBrime View Post

I'm a skeptic whom has little time to accept that my driver has to swap batteries at 300 miles yet has another 200 miles to go and then back to point or origin.

And exactly where down town Chicago do you propose my drivers get out and swap their batteries?
Similar places to where trucks stop for rest (truck bays, rest areas etc)

Oh and on top of that... if my driver swaps out batteries, do we buy them back belts? Is there going to be special safety equipment for this procedure? Or do we pay a station to do this?
yes back belts sounds good, they'll never use them anyway, so they will stay in good condition!! tongue.gif
I assume tesla has plans to put down some stations on the major trucking routes as well, it'd be in their best interest to keep tihngs running smoothly

Seems like there are some pretty simple solutions to the issues stated, might even be better to swap out a battery than go to a station to fill up fuel, can do it anywhere at anytime.
post #233 of 334
Quote:
Originally Posted by huzzug View Post

Well in my humble arm chairist opinion, nothing beats a pair of Belgian Drafts. They're the true workhorses, beasts of burden who've proved the test of time. Be it getting uncle Tom's family, along with his first cousins to their ballgame all the way to getting that block of wood to the joinery all on a bucket of Barley. You all hippies have it wrong with your EV's and Diesel's that'll go arse up one day.

I like the Clydesdales better; they are prettier. As late as the '70s, one of the farmers southwest of Phoenix still used Clydesdales for working the farm. Those horses made the Budweiser Clydesdales look like ponies. Ironically, he also was one of the breeders for Budweiser. They just don't breed the draft horses as large anymore.
     
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post #234 of 334
See, a sane one tongue.gif rest of yall would come back to your senses when some idiots with handles crash these things into each other in the name of progress.









J/K
post #235 of 334
Quote:
Originally Posted by spinFX View Post

Quote:
Originally Posted by ShrimpBrime View Post

I'm a skeptic whom has little time to accept that my driver has to swap batteries at 300 miles yet has another 200 miles to go and then back to point or origin.

And exactly where down town Chicago do you propose my drivers get out and swap their batteries?
Similar places to where trucks stop for rest (truck bays, rest areas etc)

Oh and on top of that... if my driver swaps out batteries, do we buy them back belts? Is there going to be special safety equipment for this procedure? Or do we pay a station to do this?
yes back belts sounds good, they'll never use them anyway, so they will stay in good condition!! tongue.gif
I assume tesla has plans to put down some stations on the major trucking routes as well, it'd be in their best interest to keep tihngs running smoothly

Seems like there are some pretty simple solutions to the issues stated, might even be better to swap out a battery than go to a station to fill up fuel, can do it anywhere at anytime.

I missed the part about needing back belts for changing out EV batteries (I plead old age). I don't think a back belt will help anyone wrestle battery packs weighing several thousand pounds.

Where I worked most of my working life outlawed back belts because people were more likely to get hurt while wearing them due to the wearers thinking they could lift more than they should while wearing the belts.
     
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post #236 of 334
Quote:
Originally Posted by Lady Fitzgerald View Post

I missed the part about needing back belts for changing out EV batteries (I plead old age). I don't think a back belt will help anyone wrestle battery packs weighing several thousand pounds.

Where I worked most of my working life outlawed back belts because people were more likely to get hurt while wearing them due to the wearers thinking they could lift more than they should while wearing the belts.

Not to mention that there is a system in R&D that you just park over that can swap the packs without human interaction. Park, swipe fuel card, hit "start", and it does it for you in ~15m.
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post #237 of 334
Quote:
Originally Posted by ShrimpBrime View Post

On that note Lady, exactly what kind of car/s/trucks do you drive/own? (If you don't mind me asking?)

I currently own and drive a little F-150 Screw (Super Crew). I was going to replace her with an F-250 next year but decided it would be cheaper to keep 'er (it also let me use part of the money to buy a stable of SSDs: 21 4TB and four 500GB 850 EVOs).

The "largest" vehicles I ever owned was 30 passenger school bus (I was going to make an RV out of it but sold it when I got divorced), a '63 F-300 crew cab and a '69 E-300. Ironically, my little 1/2 ton is physically larger than the F-300 and the E300 were. The F-300 was rated at 10,000lb. gross but was registered at 9800lb to keep the cost of tags and insurance down. It had less payload capacity than my F-150, which is also rated at 9800lb gross because the F-300 weighed more dry (it was built like a tank and looked like it saw combat). I've also owned various passenger cars, three station wagons, an Isuzu Rodeo, and a couple of Ford Rangers (the little ones that still had the Twin I-beam front suspension).

At work, I drove trucks up to class 7, mostly on company property. I occasionally drove them over the road until AZ started requiring a CDL for anything larger than a class 4 truck (ironically, the class 4 operators license I maintained up to then let me drive anything without endorsements). The largest one was a Class 7 Ford tractor with a lowboy outfitted with racks for up to three 96" steel reels on the bed and a rack for a 60" wood reel on the upper deck. I had to drive it to our yard after the line crews knocked off for the day (or before they started their shift, depending on the time of the year) to load reels on it and often take it up to the garage for PM or repairs after loading (or retrieve it from the garage for loading). I drove deuce and a half line trucks with twin axle reel trailers both during my brief stint on a line crew and when working line warehouses to load them. When I was foreperson for one of the warehouses, I had to work either the early or late shift even though that wasn't when the foreperson normally worked because I was the only one who could get certified for backing the line trucks and trailers up to our dock where they were parked after we loaded reels onto the trailers. I also occasionally had to move our class 7 tractors that has 35' flat racks for loading. Before CDLs were required I sometimes took the bigger trucks on the road when Transportation was short on drivers.

I drove a large variety of electric, gas, and diesel forklifts ranging from 2,000lb. to 20,000lb. One of the 20,000lb. forks was a Pettibone Cary-Lift that had 8' forks and grapples that we used for loading and unloading wood poles up to 90' and single legged towers (steel poles) up to 120'. Transmissions ranged from partial automatics (manual with a fluid coupling instead of a clutch) to full automatics to some hydrostatics (continuously variable hydraulic trannies that were controlled with a foot pedal). One 8,000lb. I drove had double reach forks (a fork carriage that could be extended out to reach pallets at the back of double deep pallet racks).

The mobile cranes we had were all 20,000 pounders. All had non-swinging, telescoping booms with some of them also having forks on the end of the booms.

I had to get certified on a boom truck so I could use its 10,000lb. boom to load reels on its reel racks when our Grove mobile crane was in the shop (it was an antique).

Our Reclamation yard had a couple of skid steers (look like Bobcats but were John Deere). We had forks, a bucket, a bucket with grapples, and even a lot sweeper to use with them. Those were fun to drive. You steered them like a tank but they were zippy and could turn on a dime and give you a 10¢ refund.

I also was certified on some pendant cranes but I don't remember their capacity.
Edited by Lady Fitzgerald - 5/2/17 at 2:32am
     
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post #238 of 334
Thread Starter 
Quote:
Originally Posted by ShrimpBrime View Post

So lets talk charge times VS refueling times shall we?

Can fully refuel a tractor in just minutes.

How long does it take to recharge batteries on an EV tractor??

If you read the article, yoh wouldn't be asking this.
post #239 of 334
Here in Detroit SEMTA and DDOT operate a lot of buses. SEMTA operates hybrids, natural gas and diesel buses. DDOT operates some natural gas buses too. The ones I see broke down are the old diesel buses. The average life of a city bus is about 10 years. All electric have not seen one. Well I did see them when Detroit still an electric grid left over over from the street car days 60 years ago. Natural gas does make a lot of sense for short range trips. Same with hybrid.
Gasoline is a dirty fuel that wears a gasoline engine quicker than propane or natural gas. One of the main expenses in short haul is fuel.
I have seen hybrid buses operating on the Detroit-Pontiac run operating at least 4 years now. They have heat or A/C running year round.
I think you will see local city delivery for Fedex or UPS trucks in local run with hybrid or electric delivery in metropolitan areas. Most Fedex and UPS trucks don't have A/C. That kind of service is usually a daytime 8 hour run.
A lot of he newer car hauler tow trucks are gasoline now because of the price of fuel.This is despite lower life of gasoline engines. A side effect of low sulfur diesel fuel is the price. However the engine does last slightly longer. The cost of replacement of a gasoline engine is made up because of the fuel price. Gasoline engines also cost less than diesel.
Beverage delivery is done mostly with diesel or gasoline rigs. They spend more time sitting at the delivery site idling than they do moving the cargo around. Fuel is a big part of operating a truck.
6-9 MPG for diesel or gasoline vs 10-14 with a hybrid for local delivery. All electric probably would make sense for a yard dog.
In food warehouse they usually had two electric fork lifts and 3 batterys. They had to do that because Crash Dummy often forgot to plug in at the end of the shift.
The dry warehouse house had a 3 ton lead acid Allis electric fork that was over 20 years old with the original battery. A 4 1/2 ton battery does make a good counterweight.
I doubt that there many of local delivery routes that are more than 100 miles a day. OTR rigs will continue to be diesel. You can go a long way with 500 gallons of fuel.
post #240 of 334
Quote:
Originally Posted by Benladesh View Post

Quote:
Originally Posted by budgetgamer120 View Post

People who have driven the Bentley SUV and The Model X say otherwise.

It is impossible for a vehicle with such low center of gravity to have much roll. So i am not sure what you drove.

Seats I cant argue about. You don't like them you don't like them.

I don't know what to tell you. It's not impossible if the suspension is stiff to achieve lift on the inside. I got bounce on the inside tires on a highway off-ramp that goes 270 degrees (to an overpass). Recommended speed is 50 km/h, The tesla wasn't happy at around 70, the Q7 followed no problem and my MX5 can take that corner at 90+.

I was driving a Model X P100D. The Model x is definitely nimble for its size but it's nothing like a sports car at speed.


I am excited for Teslas Semi-truck. I just don't like that it says "like a sports car", I'm sure at speed, it's not "Like a sports car".

In terms of handling, if it uses spring suspension then it would actually "feel" a lot like driving a sports car. Not the cornering speed, but the way the suspension feels on the road is extremely stiff when the vehicle isn't loaded.
Maybe he should have said "racing car" instead of "sports car" because sports cars generally compromise their handling a bit for the sake of ride comfort, where racing cars are generally more jarring in how well you can feel the road.
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