Not a "nitpick" very important for us non engineers, non math minds, to understand!! Thanks for adding this.

Came to look for this comment, I know almost everyone makes the mistake but at least engineers shoud try to do better

Drag=1/2Rho *Cd *v^2 *s Why do you need 8x the power when drag only increased by 4x?

@@Chris-bg8mk Power = Force * Velocity

@@Chris-bg8mk Power = work /time Work = force * distance So Power = force * speed (and force is your aero drag calculation plus rolling resistance etc)

pretty sure gas turbines *can* do that, their torque graph looks very similar to electric motors...

@@AKAtheA a good example of misconceptions in EV dynamics

@@AKAtheA Gas turbines have a minimum speed they need to operate; if they're not spinning, they're not compressing air into the combustion chamber, there's no combustion, and there's no power. This is why such turbines aren't self-starting. The output torque curve of an electric motor goes all the way to 0 RPM, the torque curve of a gas turbine does not. The torque curve of a *steam* turbine, or some other type which has high pressure fluid being pushed through it from an external source, goes all the way to zero... but the curve for any Brayton-cycle turbine will not.

@@Smidge204 the gas generator and power turbine are separate stages on certain designs. You can stall the output shaft on a turboshaft engine

@@Smidge204 very few gas turbines have the LP turbine mechanically locked to the compressor and HP turbine. Because it's free to spin independent of the gas generator, it gives torque right from stall.

The funny thing about computers is they do the same calculations we used to do with wood, they just do it faster.

aero could use a lot of work, could be much faster. but why build a new car when you already have one that's good enough.

Well those guys were something else back then. They did get a man on the moon on a pocketcalculator

Back then, they made a leap forward with electronic systems, to get the man to the moon. They could still use the same chassis and create a better bodywork. Maybe they are sticking to what they know and to what they tink is safe to drive, managing only one difference at time. Also budget could be a limit.

@@lorenzosguaitamatti It isn't immediately clear how to improve the body work. Maybe smaller front wheels and get rid of those ridges, but that could negatively impact rolling resistance. To improve for sure would require a lot of time field testing or time in a wind tunnel. both are expensive.

Trust the algorithm. It knows. All hail the algorithm

All Hail the algorithm

I own a flashlight with a “mere” 4200 lumens and it burned through my jacket pocket without even being on turbo.

@@DevReaper Sounds like a D4V2 or similar light. Nice.

@@MrGatlin98 yep spot on D4V2 with SST-20 5000k leds

The Imalent MS18 has a Peak power of round about 1000 watts. 🤟😎

I hate to be that guy, but it's kWh not w. Yep, I'm here to ruin your joke. 😂

Anyone know if this is the family that once included "Don Vesco", who I saw run there in 1976 running as I remember two road racing two stroke engines?.......

Almost forgot, it was a two wheeled motorcycle.

@@rdaw33 Yes , Don Vesco Yamaha in El Cajon Calif. I raced motocross for them in the mid 70's.

Same here. I am curious if the engineers working on the fastest electric car will do a solid oxide fuel cell (SOFC) run. Those could run on kerosene or ethanol, and output megawatts. If using e-kerosene (produced using renewable electricity, developed by Siemens), we would have the fastest green car in the world. :)

@@thatguyalex2835 the engineer working on the fastest electric motorcycle is not doing that. 😉

yeah, he's definitely hit a sweet spot

No. These motors are not coasting. If one motor outputs 5% more than the other that is not a big deal. Even a 20% difference is fine.

@@nordic5490 Not exactly. If they are putting out different levels of torque then that's perfectly fine. The issue at hand with syncing electric motors is frequency and speed. It is imperative that both inverters be driving the same frequency and thus speed to both of the motors. As long as they did the code right the first time then they are good. If they differ though. You get very large problems which results in massive motor/inverter strain in the form of excess current and heat buildup. This is why we use synchronization tech with our power grid to make sure the motors are spinning at the same speed and the phase angle is the same. One motor shooting for 5000 rpms and the other being slightly different will cause a ton of stress on both motors as both rotors are now fighting their perspective rotating magnetic fields because they are constrained together. The major benefit is that most inverters these days are smart enough to detect issues like this and avoid them or you can just run them in torque mode so that the frequency output is driven by the rotor speed alone.

@@geemee3364 Yes, but the control of both is Amps. So the "throttle" is controling the torque, not the speed. But yes, you need two seperate inverters to do that trick. What I don't get is what the belt is for. You could drive one wheel with each drive train without coupling the motors and without any differential.

@@wolfgangschroeppel How would that look like? Cross wind would be a problem with this idea: Two bikes next to each other, but staggered staggered. The motor for each wheel is in the other bike. Directly connected by 4 shafts. Pendulum axis like on a bug.

An inverter is simply a form of amplifier, it amplifies a signal. In a solar power system the signal is the frequency of the mains voltage required ie 50 or 60 Hz depending on your country. There seems to be no reason you couldn't use a single signal generator (speed controller) to control multiple inverters, in fact that is the way many multiple inverter systems work.

I wish was that every god damn battery from every brand had C rating graphics as we have to search online for community tests to find out how good they are and most brands lie.

Capacitors will give more instant power than just batteries. Add lots of big capacitors along with batteries. Capacitors can deliver their charge faster than batteries.

@@Suchness2000 LTO is a better choice

Diesel-electric hybrid, not a battery-EV

The TGV is an all electric train

TGV has no diesel engine, it is powered by overhead powerlines, like in any civilised country.

As soon as he fantasised, I mean hypothesised, putting four tesla motors in there I knew he is prepping an idea. Maybe a hyper-Honda on the way or a a Super Fast Mattster is in the works.

Go fast, use up tires.

They are not sketchy until you can see the air inside.

@@Chris-bg8mk you can see the canvas so there's probably a bit of air leaking out that you could detect [see]