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  1. Automobiles

    Teresa Graves - My Story

    The AMC Pacer was a terrible car.
  2. Wouldn't this be another good reason to provide safe mass transit options with high speed rail? I don't think high speed rail has this problem.
  3. Automobiles

    Molten Salt Reactor Fundamentals

    They could just use the first version of nuclear reactors that produce less waste and that still are running. They don't want to because they are greedy and want MORE $$$ FASTER. Amazes me the stupidity of mankind sometimes. Oh... and there are a couple of other modern designs that are impossible to get to the meltdown stage but they never seem to get built for the very same reasons.
  4. I'm thinking about taking because my mother used to always give us some to keep us healthy..... But I'm wondering about the "Fish Oil" I often see in stores and the old Cod Liver Oil. Do any of you take either of these? Seen any benefits? Is there any actual data to support using these oils? Thanks in advance.
  5. I wonder if Tesla is experimenting with these tires now?
  6. Wow, an important question, I congratulate you for your environmental awareness! Yes, most certainly they do. It’s easy to understand. One of the fundamental physical principles of our Space-Matter-Time universe is that matter - protons and by all practical means also neutrons, the little guys every atom and ultimately objects such as tires and organisms such as human bodies consists of - are indestructible. In simple terms: Everything that is no longer part of your tires cannot disappear, it must be in some form somewhere else in your environment. Car tires must be made of materials that are naturally as unrecyclable as possible. Else, your tires would instantly start to rotten the moment they are produced and later put on your car, whether you drive around at all or not. The moment your car starts to move, every inch you drive, the parts of your tires that are touching the ground below them are physically sandpapered. In other words, tiny bits of your tires are torn off continuously. It is physically unavoidable. That is why your tires wear at all - almost in direct relationship to the km/miles you have accumulated with them. You cannot drive around without polluting environment with such particles. However, with tire-conscious driving skills (e.g. with a tire-conscious accelerating, breaking, and turning technique), you can substantially reduce unnecessary tear of your tires, hence, achieve both, a longer “life” of your tires and less tire particles you pollute our environment with per km/mile driven. Tire particles are non-negotiably toxic in as much as they do not naturally exist. Hence, no human organism is equipped in any way to deal with them. They are as tiny as tire manufacturers can manage. A fast wearing tire does not sell well. Hence, they are too light to settle down fast, they are mostly floating in the air, carried over enormous distances and spread everywhere by wind. Doing that, they become a serious threat to all breathing animals (including yourself and e.g. your pets), clogging up lungs exactly the same way (and in no way less harmfully) as the cinders of a cigarette you smoke would. Hence, tire particles are “carcinogens” (increasing risk of cancer) and before that they are serious “allergens” that trigger allergic reactions of parts of our body that are in direct contact with polluted air, particularly your skin and your entire respiratory tract. Note, it does not matter by what means your car drives. An electric car is in no way better in this respect. Contrary, it is likely worse as long as it is battery powered because it is slightly heavier than the same model with a gasoline or diesel engine would be, which forces tires to wear faster. Hence, you must produce more tire particles per km/mile driven. Tire particles are a substantial component of cinder-type toxic “micro-dust”, that actually hardly settles and travels extremely far - carried by wind. By quantity, tire particles are certainly some of the worst (yet widely ignored) man-made air pollutants. While floating in the air, tire particles absorb sunlight by warming up. They conserve the heat and carry it over into the night. They have no choice but to contribute to global warming, forced by the laws of physics. The only thing that can get tire particles out of the air for good to some degree is rain. However, rain does not make them disappear. They are now in the soil we produce food on and fall on trees, forests, waterbodies, etc.. They are in the water system of our planet - as toxic as ever - and way too tiny for us to have a chance to filter them out mechanically (they are in fact smaller than microscopic). The only way to get them out of the water for good would be chemically, extremely expensive and practically impossible. We would also have to filter rainwater falling on fields, trees, and forests. Hence, many tire particles have no option but to poison soils, end up in rivers, lakes and ultimately accumulate in oceans. Some water filters you may use to purify the water you drink may reduce (not eliminate) the number of tire particles you swallow, However, the rest of them are now in your water filter. Your filter, too, cannot make them disappear. What do you do with it when replacing it? Micro-dust - in particular also tire particles - produced by motor-vehicles has been recognized as a serious health issue in some European countries. In some areas, this has lead to speed limits. Of course, this is a lame symptom fighting approach. However it is slightly better than nothing, it reduces the maximum possible number of driving cars per hour on a given road, hence the maximum possible particle pollution per hour. Technology - such as cars - cannot make human life easier. There is no technological comfort whatsoever without its considerable non-negotiable price, a price that would not have to be paid without technology. Possible solutions: The only working solution that could decrease tire particle pollution globally (tire particles transported by air couldn’t care less about human political boundaries, whether in the air, on soil, or in water) would of course be less total km/miles driven anywhere on the planet. This can be achieved in two ways: Either by enforcing a continuously decreasing global maximum km/milage allowance per driver and lifetime (drastic reduction of individual freedom) or by producing a little less babies than people die (reducing the number of future polluters) - or, for quicker results, a combination of both. There is no other way to effectively reduce global environmental pollution by tire particles, unless we humans stop using cars. Benefit of a birth control solution would be that it does not cost any money, does not harm anyone alive, and could be implemented immediately. It would also granted reduce man-made contribution to global warming and simultaneously all other effects of all other forms of man-made pollution. As side effect, it would also simultaneously increase individual health, ease of life, and personal freedom … As said, as human biologist, I find your question an important one. Thank you for asking! - Martin Gremlich, Executive Founder, Senior Scientist at Institute for Human Biology (2015-present)
  7. Automobiles

     Dresden - Germany

    Dresden - Germany (by Christian)
  8. Automobiles

    Volkswagen

    Everything Volkswagen
  9. Automobiles

    Ferrari

    Everything Ferrari
  10. Automobiles

    Dear NY and DC

    https://www.theworldnewsmedia.org/topic/50486-amazon-headquarters/?tab=comments#comment-112494
  11. Automobiles

    Audi e-tron GT concept

    The next electric Audi is being launched, following in the footsteps of the Audi e-tron SUV and the Audi e-tron Sportback slated for 2019. This time with a flat-floor architecture that provides for exciting proportions and a low center of gravity. 434 kW (590 hp) ensure performance fit for a sports car. The torque is transferred to the wheels via the quattro permanent all-wheel drive with torque vectoring, as you would expect for such a dynamic Audi. The performance subsidiary Audi Sport GmbH is responsible for subsequently transforming the car into a volume-production model. Inspiration drawn from the wind tunnel: design and body Flat, wide and with a long wheelbase – those are the proportions of a classic Gran Turismo. And the Audi e-tron GT concept reflects these with its 4.96-meter (16.3 ft) length, 1.96-meter (6.4 ft) width and 1.38‑meter (4.5 ft) height. The lightweight body of the four-door coupé is manufactured using a multi-material construction. Here you have a roof section made from carbon along with numerous aluminum components and supporting elements made from high-strength steel. The technology for this automobile was developed in close collaboration with Porsche. Design and character are packed full of unmistakable Audi DNA. Sustainable contemporary feel: the interior Four doors, four seats with 2.90 meters (9.5 ft) wheelbase – in the interior the Audi e-tron GT concept provides a large dose of everyday usability, coupled with a superb quality feel. The functional center of the interior is located at the front left, visibly focused on the driver’s seat. The center console, the large touchscreen in the top section and the line from the door rail and cockpit frame the driver’s workplace, perfectly incorporate the driver ergonomically with the controls and the infotainment of the Audi e-tron GT. The center console and the freestanding instrument cluster seem to float. Light colors in the top section of the cockpit and the gradually darker gradation through to the floor area create the impression of clear width. Sport seats inspired by motor racing in both rows of seats provide optimum lateral support even while cornering at speed. Performance and range: the drive 434 kilowatts (590 hp) system power – that is an impressive figure for the potential of the all-electric drive. Separate electric motors are fitted to the front and rear axles. In both cases these are permanently excited synchronous motors. They put down the torque onto the road via all four driven wheels – naturally the new Audi e-tron GT concept is also a genuine quattro. An electric quattro to be precise, since there is no mechanical link between the front and rear axle. The electronic control system coordinates the drive between the axles as well as between left and right wheels. That means optimum traction and just the desired amount of slip. In future, the vehicle should accelerate from 0 to 100 km/h (0-62.1 mph) in around 3.5 seconds before going on to 200 km/h (124.3 mph) in just over 12 seconds. The top speed is regulated at 240 km/h (149.1 mph) to maximize the range. One feature that not all the competition can match is the option of fully utilizing the drive’s acceleration potential several times in succession. While elsewhere the drive is switched to overdrive for thermal considerations, the Audi e-tron GT concept can provide the driver with the full potential of both motors and the battery thanks to its sophisticated cooling strategy. The range of the concept car will be over 400 kilometers (248.5 mi), determined according to the new WLTP standard. The required drive energy comes from a lithium-ion battery with an energy content of more than 90 kWh, which takes up the entire underfloor area between the front and rear axle with its flat design. The decisive advantage of this design is the car’s extremely low center of gravity – comparable with that of the Audi R8 – which in turn decisively benefits dynamic handling. All-wheel steering translates this into a perfect synthesis of sports car-like agility and precision, augmented by superb directional stability. The recuperation system increases the range by up to 30 percent on Audi electric vehicles – this is essential even with such a sporty car as the Audi e-tron GT concept. The recuperation involves both the two electric motors and the electrohydraulically integrated brake control system. Different recuperation modes are combined: manual coasting recuperation using the shift paddles, automatic coasting recuperation via the predictive efficiency assist, and brake recuperation with smooth transition between electric and hydraulic deceleration. Up to 0.3 g, the Audi e-tron GT concept recuperates energy solely via the electric motors, without using the conventional brake – that covers over 90% of all decelerations. As a result, energy is fed back to the battery in practically all normal braking maneuvers. The wheel brakes are involved only when the driver decelerates by more than 0.3 g using the brake pedal. The Audi e-tron GT concept features high-performance ceramic disks which also operate with multiple extreme decelerations without compromising braking performance. Reduces charging times: 800-volt charging system The battery in the Audi e-tron GT concept can be charged in several ways: using a cable which is connected behind the flap in the left front wing, or by means of contactless induction with Audi Wireless Charging. Here a charging pad with integral coil is installed permanently on the floor where the car is to be parked, and connected to the power supply. The alternating magnetic field induces an alternating voltage in the secondary coil fitted in the floor of the car, across the air gap. With a charging output of 11 kW the Audi e-tron GT concept can be fully charged conveniently overnight. Wired charging is much faster as the four-door coupé is fitted with an 800-volt system. This substantially reduces charging times compared with conventional systems that are currently in use. Thus it takes around 20 minutes to recharge the battery to 80 percent of its capacity, once again providing a range of more than 320 kilometers (198.8 mi) (WLTP). The e-tron GT concept can, however, also be recharged at charging points with lower voltages, providing the driver with access to the entire charging network. Audi: electric offensive continues The brand with the four rings launched its electric offensive with the world premiere of the all-electric SUV Audi e-tron in September 2018. By 2025 Audi will offer twelve automobiles with all-electric drive in the most important markets worldwide and achieve roughly one-third of its sales with electrified models. The SUVs within this portfolio include the Audi e-tron and the Audi e-tron Sportback due to make its debut in 2019. In addition, there will be a range of models with classic body layout such as Avant and Sportback. The range will cover every relevant market segment from the compact to the full-size class. The Audi e-tron GT concept show car, a highly dynamic coupé with a low floor, is debuting at the Los Angeles Auto Show 2018. The technology in this automobile was developed in collaboration with Porsche; the design and character of the e-tron GT concept are packed full of unmistakable Audi DNA. The project will be developed into volume-production models by the end of 2020. Initial deliveries will be made to customers in early 2021.
  12. Automobiles

    Audi

    All things Audi
  13. Automobiles

    Chevrolet Voltec Drive

    What is it about the Chevy Volt that seems to elicit such heated discussion? After an article on Motor Trend a couple of days ago elucidated the Volt's complicated drivetrain in more detail than we've seen before, the internet green car ether has spent a huge amount of time debating whether or not the Volt can be considered an electric car because of the mechanical connection between the Volt's combustion engine and wheels. Indeed the conversation has ranged the gamut from "who cares?" to "GM is a bunch of liars." The fact of the matter is that the Volt drivetrain is complicated enough and different enough that even us so-called car professionals are having trouble understanding how it works. And, in the end, the average person likely won't care how the car does what it does, just that it does what they want it to do. Whether or not the Volt will do what the market demands is clearly something yet to be determined—as it is with the Nissan LEAF. So, after getting pretty fed up with the he-said/she-said internet banter and infighting going on in the world of alternocar geeks (myself included), I decided to reach out to GM and ask if they wanted to fully explain how the drivetrain works and defend why they think it's an electric car. After all, even the venerable Motor Trend seems to have gotten it wrong, so who else can better explain it than the engineers themselves? As a result, I had a very insightful and eye-opening conversation with Andrew Farah, Chief Engineer for the Volt, in which the entirety of the Volt's drivetrain is laid out for all the world to see. Rather than simply transcribing that interview here, I've posted the entire audio clip for you listen to below. Initially there is a hint of defensiveness in Mr. Farah's voice, but after he gets down to explaining the Volt's engineering I think you'll find the discussion enlightening. Some highlights of the conversation: Farah says that in his mind the Volt is unequivocally an electric car. "The Volt is an electric vehicle...because for the first 40 miles you can get full performance running on nothing but an electric motor until the battery is depleted," he said. The Volt has three distinct motive forces in it: a large electric motor, a small electric motor/generator, and a 1.4 liter engine. Up to two of those three forces can be combined in select ways through the Volt's secret sauce drive unit—given the road demands and state of charge of the battery—to drive the vehicle. Only the large electric motor is capable of moving the car forward on its own. The small electric motor/generator and the gas engine can only ever be combined with one of the other motive forces to drive the wheels. Even when the gas engine is on and partially driving the wheels, it cannot operate without electricity flowing to one of the other motors. The gas engine, under most conditions, will be used to drive the generator and produce electricity, and will not be used to drive the wheels. There is no "direct" mechanical linkage between the Volt's gas engine and the wheels, rather there is an indirect linkage that is accomplished by meshing the power output of the engine with the power output of one of the other two electric motors. Motor Trend's reporting that the magic cutoff speed of 70 mph is what the car uses to determine whether or not to make the engine to partially drive the wheels is incorrect. The engine is used to partially drive the wheels when the car calculates that it will be a more efficient use of the engine's power. There is no hard cutoff point. via Plugincars
  14. Automobiles

    Paradise Papers (Massive Document Leak)

    Interesting that nothing ever seemed to happen with this 'massive' leak..... it sort of just died out there.
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