Why all future Sports Cars will be Electric Vehicles

Why all future Sports Cars will be Electric Vehicles

Welcome to another Two Bit da Vinci Video. Today we’re talking electric cars, but not
in the way you’re probably thinking. When it comes to EVs most people think about
how efficient and better for the planet they are. We will cover this in the future, but today,
we want to talk about if EVs are actually more dynamic and better to drive than their
Gasoline counterparts. If you look at the design philosophy of something
like a Tesla Model 3, you get a glimpse into the future of the automobile. There is no driver gauge cluster, there are
barely any controls at all. Tesla is giving you a look into the future
where humans won’t be the ones doing the driving. Soon that steering wheel will be replaced
with a laptop tray or beverage holder. But realistically, that fully self-driving
future, is still over a decade away, for regulatory reasons if nothing else. So until that time, we humans will be the
ones doing the driving, and the question of how EVs handle and perform will remain important. So let’s break down EVs in the following
categories: 1. Aerodynamics 2. Weight Distribution and Center of Gravity 3. Engines vs. motors 4.Transmissions and power delivery. Let’s start by looking at aerodynamics,
where the main difference is one that we’ve all gotten so familiar with that we’ve begun
to see it as a feature, and not a flaw. That is a car’s front grill. Internal combustion cars need big front grills
for air intakes, to feed their engines, and radiators to cool those engines. Internal combustion cars aren’t very efficient
and over 50% of the burnt fuel is wasted as heat and noise. In contrast, EVs are between 80-90% efficient, and therefore require less frontal area for cooling. Many of our commenters have called the Tesla
Model 3 “ugly” because of the lack of a big grill in the front. Big front grills on cars are becoming an anachronism,
but many EVs still feature fake grills, just because people are so familiar with them. BMW sports their iconic kidney grills, while
Lexus has their controversial spindle grill. However you may feel about these styling cues,
they’re bad for aerodynamics. Now it would take many years of engineering
school to fully understand aerodynamics, but let’s give it a go. To understand the ideal aerodynamic design,
we need look no further, than mother nature. The raindrop, pulled by gravity, fighting
air resistance, naturally takes the forms of the perfect aerodynamic shape. The leading edge is rounded to shed air in
every direction, with minimal flat spots causing stagnation. The trailing edge tapers to a near point,
allowing all the redirected air, to stay connected as it travels, and ultimately converge at
the end. This explains why all commercial airplanes
look, more or less the same. Ok so why is the rounded nose so important? Well let’s see what a rectangular box would
look like in a wind tunnel, in comparison. Because there’s a big flat spot in front,
there is going to be a stagnation point, where the air comes to a grinding halt. This is really bad, like air hitting a sail,
and pushing it back. But it gets worse because this stagnated air
causes a high-pressure region, that pushes the flow around the rectangle further out,
instead of right on the surface. This, coupled with the flat rear end of the
rectangle means the diverted air must travel much further before converging again. To understand why this is bad, let’s think
about drinking a beverage through a straw. What you’re actually doing, is sucking out
the air inside the straw, causing a vacuum, which forces the liquid up the straw in the
direction of lower air pressure. If you turn that analogy on it’s side, the
trailing end of our rectangle results in a near vacuum. This vacuum sucks the rectangle back, just
like the liquid in our straw. This is why cars like the Toyota Prius, or
the Porsche 911 have rear ends that taper down in a fastback style. Bringing this back to EVs, a smoother front
end will result in a lower drag coefficient. With Internal combustion cars, more air collides
with radiators and other bits in the engine compartment. Now it’s important to note that hydrogen
fuel cell cars are still electric, but they do need air intakes, to provide oxygen to
react with the liquid hydrogen. But this smoother front end, is the only real
advantage that EVs have. Any car can have smooth body panels, and increasingly,
more crossover SUVs have the swooping coupe-like design. But it does appear that EV makers like Tesla
obsess about aerodynamics more than other companies. Teslas have flush mount door handles, wind
tunnel tested side mirrors, and all their cars are top of the class when it comes to
aerodynamic efficiency. To put this in context, the biggest and bulkiest
Tesla, the Model X, has a drag coefficient of 0.24, while a similar Audi Q7 has a drag
coefficient of 0.33. So the smoother and less interrupted front
end of EVs helps with this, but to fully understand their obsession with drag coefficients, you
have to consider how costly it is to add range. Want 100 more miles of range in a gasoline
car? Just add about 30 lbs(13.6 kg) of fuel capacity. Want to add 100 miles (161 km) of range to
an EV, well that will cost thousands, and weigh hundreds of additional pounds of batteries. Tesla obsesses about aerodynamics because
it’s the best way to squeeze out every last mile out of their battery packs. Ok so EVs have a slight advantage in the aerodynamics
department, but how do they stack up against their internal combustion rivals when it comes
to overall vehicle weight, weight distribution, and center of gravity? You might be thinking that EVs have a disadvantage
here due to their heavy battery packs, and you’re right. But you have to remember the average petrol
car has an engine that’s around 400 lbs, another 150 lbs for the transmission, and another 100 – 200 lbs for the gas and gas tank In comparison, the Tesla Model 3 long range
has a battery pack that weighs 1000 lbs, and electric motors weigh about 75 lbs or 150
if you have dual motors. So internal combustion cars are usually lighter,
but what’s equally important is how that weight is distributed. The ideal weight distribution is evenly spread
left to right, front to back and as low to the ground as possible. The center of gravity, or center of mass is
a point in 3D space where all the mass to either side of it, is equal. To best understand this idea, let’s consider
a see-saw. If you have equal weight on either side, the
pivot point should be right in the middle, to balance both loads. However, if the weight on one side is twice
as heavy, that pivot point would need to move closer to the heavier mass, to balance the
two masses. This pivot point, in the see-saw analogy,
corresponds to the center of gravity. Early hybrids that were conversions from gasoline
cars, like the Honda Civic hybrid, have a poorly placed battery pack, usually under
the rear seat, or trunk. In contrast, pure EVs, purpose build from
the ground up, have battery packs that are placed evenly throughout the floor of the
vehicle. So even though EVs weigh more, this weight
is very evenly distributed, and very low to the ground. Petrol cars have a decision to make when it
comes to engine placement. Most cars have the engine in the front, mounted
transversely if its front wheel drive, and longitudinally if its rear wheel drive. More exotic cars, are mid engine, again in
an effort to put more of the big masses closer to the center. Electric cars have an advantage here, because
the heaviest part of the car, the batteries, are placed on the floor, and electric motors
are light in comparison. For maximum handling and cornering performance,
there are a few key elements. The first is having the center of gravity
as low as possible, and the second is weight distribution from front to back. The rollover angle is the angle from a line
drawn from the contact wheel to the cars center of gravity. This affects two things, the cars rolling
from side to side in turns, and also its tendency to pitch forward and back during acceleration
and braking. Sir Isaac Newton’s first law of motion is
that a body at rest, tends to remain at rest. This means as you start to turn, the car,
acting at its center of gravity, wants to keep going in its original direction. The higher the center of gravity is from the
wheel axle, the greater the body roll, and the easier it is to tip over. Let’s compare a hypothetical car with wheels
connected to just a rectangular chassis. In this extreme, the center of gravity is
in line with the wheel axles, which would totally eliminate body roll, and make it practically
impossible to roll over. In contrast, if you had a big off-roading
truck with a lifted suspension, the center of gravity would be much higher, and as a
result, the rollover angle increases, and the vertical component of the resulting roll,
puts a strong downward force on the contact wheels, and a lifting force on the opposite
wheels, rather like a see-saw. This is what causes cars to roll when turning,
and should be minimized as much as possible. For that “riding on rails” feel, you need
a very low center of gravity, coupled with a stiff suspension setup. Now let’s turn our focus from the front
of the car to the sides, where again the center of gravity comes into play. Applying the same roll angle principle, but
this time, instead of side to side, from forward to aft, we see a similar phenomenon. The roll angle is once again the angle between
the line joining the contacting wheel through the center of gravity. When you slam on the accelerator and speed
up, the inertia of the car’s mass wants to remain at rest, and will act in the opposite
direction of travel. This will cause the car to pitch up, putting
more downward force on the rear tires, and an upward force on the front tires. During braking, the opposite is true, the
car inertia wants to keep it moving, and the direction of the force points forward. The vertical component of this force pushes
down on the front wheels, and lifts up on the rear wheels. This is why cars always have bigger brakes
on the front wheels, than on the back wheels, and why most performance cars have rear wheel
drive. The added down force on the front wheels,
allows for a greater friction force on the front tires, and allows the brakes to exert
greater stopping force, than the rear brakes. For rear wheel drive cars, the added downward
force during acceleration, means greater normal force, greater friction, and greater traction,
to put the power down to the road, than front wheel drive cars. Now that being said, let’s look at some
CGz (or center of gravity in the vertical axis) of some different cars. The BMW 3 series, is one of the most popular
sports sedans around the world, and has a center of gravity of 20” (50.8 cm). But the electric BMW i3 beats it at 18.5”
(47 cm). The Toyota FT-86 or Subaru BRZ is praised
for its low CG of 18.1” (46 cm). Hyper cars are low CG champs, the Porsche
911 GT3 measures in at 17.9” (45.5 cm) and the Lexus LFA at 17.7” (45 cm). But one car that beats them all is the all-electric
Tesla Model S measuring in at just 17.5” (44.5 cm). The Tesla Model 3 will be quite similar, and
maybe even lower than the Model S. Weight distribution is a similar story, where electric
cars, with their batteries, spread evenly, deliver very close to 50/50 weight distributions
front to back. The Tesla Model 3 delivers a weight distribution
of 47/53 biased toward the rear of the car. This is very similar to performance cars like
the BMW 3 series. So while EVs do weigh more than their petrol
counterparts, they have great flexibility in design, don’t need big heavy engines,
and can deliver some incredible center of gravity figures.

100 Replies to “Why all future Sports Cars will be Electric Vehicles”

  1. Thinking Tesla? Use our link: http://geni.us/TwoBitTesla
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  2. I hate to be a spoilsport, but raindrops don’t look anything like the classic image. There are some really cool slo-mo macro videos of raindrops falling if you’re interested in checking them out.

  3. Whait
    This is not real engeneering?

    Man Whats up
    There was so much wrong in this
    Not big things (I hope)
    But so many small things


  4. Please tick the option with subtitile. because for no english speker like me can understund better the video and the concept.
    No need to add manualy google will generate it. Thank you.

  5. Shouldn't the rollover angle be calculated against the floor instead of the axle? Think about this toy:


    The rollover angle is low, but not 0. If it turns fast enough and doesn't slide, it will roll.

  6. The video is interesting. However, you should also mention the greatest disadvantages of ev. Which are refueling times and the need of cobalt to build the bacteries. Did you know that most of cobalt comes from the democratic republic of Congo? And that cobalt mining creates massive pollution? And that cobalt prices are already skyrocketing? If EVs will be mass produced how will those problems be solved?

  7. you do understand that EV's still have a transmission, without it, the gear ratio would be 1:1 a the motor doesn't whirr up too far into hearing level I'm going to have to say that RPM's are low, even a small car's transmission would be enough to power an EV

  8. I usually dont comment on videos, but I really wanted to show my appreciation this time. Very well done and I like how you go into details. There are tons of videos that explain superficially how great EVs are but never dig deeper. Keep up the great work!

  9. 1. Aero – It is ideal to have good coefficient of drag but some cars barely use the highways. A huge grill or the bulky BMW i3 wouldn't hurt for city driving. Tesla's obsession is due to its largest market which lives and breathes highways.
    2. Mass – The only drawback with EV's weight is a need for wider wheels to achieve similar traction. Since wheels are wider and EVs are heavier, they cause a bit more wear to the tires.
    There is an unusual benefit for heavier weight though, more potential for traction without need for aero wings and high speeds. This is the reason why EVs are so good at acceleration from stop.

  10. Hey Two Bit da Vinci, good video to the introduction and comparison of vehicle dynamics for many EV conditions. I'm finishing up my Aerospace Engineering degree, so I can say that the description of braking and rolling moments is a little weird, but I get it for the purpose of this not being a high-level explanation. What I do want to correct you on is the fact that and aerodynamic shape with a rounded front end will have a stagnation point, but the position of it is what is important to drag reduction (save for a spike-like shape, but in practice you can't make an infinitely fine point). While the front end coming to a smoother curve is very helpful, often, the shape of the rear of the car determines how well flow will reconnect, which determines turbulence and drag at the rear of the car.

  11. Great video, but you forgot quite a lot of things regarding components weight on EVs : transmission (even with a single gear it is not negligible weight) and power electronics (which are quite big too, I don't think Tesla is including them in the motor weight). I think it is critical to compare as much as possible apples to apples, as electric cars haters will always have something to say…
    (For information I think that future is EVs AND full hybrids AND mild hybrids. Nature has long time proven that diversity is key. So please don't think that I am an EV or engine hater)

  12. Great video! Very informational and easy to understand. Really loved how the animations to further depicts the points that is emphasized

  13. When figuring the tendency to roll it's the center of gravity above the road surface not above the axle. The axle has nothing to do with it.

  14. Nice simple illustrations to help explain complex concepts. Energy per mile consumed by a car is proportional to the frontal area, the coefficient of drag and the square of velocity. At 80 mph the energy per mile is four time that at 40, Tesla cars have the lowest coefficient of drag of any production car in the world. Another idea to understand is that despite the added weight, the more lithium ion batteries you pile into a car, the further it will go.

  15. Tesla weight distribution is lower to the ground, but handling sucks compared to other car in its class. Tesla EV has a slippery shape compared to ICE car from the same class of car; but Tesla has much lower top speed, can't sustain top speed for a longer period of time. The car is very inefficient at 90mph or more. To make up the lack of airflow thru a grill, Tesla tried to improve the cooling with a electric fan to cool down the battery yet the battery still overheat.

  16. This is a good example why spec's isn't everything, and real world perforance is more important than numbers on paper. Tesla Model 3 has better driving dynamics than an LFA, BRZ, or a BMW 3 series? I think not. No auto journalist would think so. I do hope one day there is an EV car competitive to the BRZ with the same driving dynamics, BUT else in price.

  17. I think you should've made it clear that raindrops are not actually shaped like that but a shape with very low drag would actually be shaped like the illustration you showed.

  18. Hang on there a bit … 47/53 is 'similar' to 50/50 (Note that BMW is not 'perfect' 50/50 but very close) … while 17.5" BEAT 17.7" There is much more difference in front/rear weight distribution between a Tesla and a BMW 3 than CG.

    Let's assume a 'rear' value for the Tesla same as it's CG value.

    Read 17.5 (units of weight) -> Front 15.5 (UOW) for a total of 33 UOW (53% of 33 = 17.49).

    So % delta between F:R of BMW is 0%, and Tesla is 17.5/15.5 = 12.9%
    20/17.5 = 14.1% so yes, Tesla's lower CG is better by a bigger margin that BMW's F:R, but the delta between them are not 'significant' it's a mere 1.0% … so if one IS significant the other is ALSO significant … BIAS always kills the arguments.
    (Yes, you can then argue of what's more important left/right roll or front/real squats).

    In the end cw is not really important, other than it has an impact on top speed, and fuel/energy consumption, and right now Tesla does not really have that high top speed, and a luxury car ($100k+) fuel consumption is not really that important (for the total cost to operate).

  19. Yet when it's all set and done it handles like shit… This is the same as the claim that tesla is very reliable because less parts than ice car… "sounds good, doesn't work"…
    Btw, one of the reasons why performance ice cars have bad drag coefficient is because they use aerodynamics for better grip (I remember a pro driver took a model S on the nurburgring for a German car magazine and he said the car had almost no mechanical grip…. Or how Musk showed a Bugatti as a bad example of cd compared with his non existent Roadster, well gl not crashing when you find a corner)…

  20. You do realize that there are internal combustion engine powered cars that have 50/50 weight distribution such as the Mazda rx-7

  21. without nimbleness i dont know what the hack i will need a low CG for. in my city electric low floor bus will have a even lower CG.

    BMW 3 series 1,385 kg
    SUBARU BRZ 1,265 kg
    Porsche 911 GT3 1,430 kg
    Lexus LFA 1,610 kg
    Tesla Model S 2,090 kg

  22. Congratulations for your high quality graphics and the accuracy of your physics. In the coming months you will have more EVs to compare…one to another and with their ICE counterparts. In Europe the model X competitors are now appearing (Jaguar I pace, Mercedes EQX, Audi e-tron SUV. What is the aerodynamic effect of Audi's sideview cameras vs. the Tesla mirrors. Are the cameras a marketing "gadget" or do they lower drag significantly? The cameras are legal in Europe, maybe not yet in US.

  23. The EV vs ICEV efficiency is a mindless moronic (mostly fanboy based) meme talking point rationalization propaganda since the efficiency for producing the electric never seems to be included, for one thing….And u want money via Patreon lol, I should be paid for the wasted 10 seconded I watch another utube no nothing wannabe expert…

  24. After driving an M3 for months now, I can tell you: The idea that the M3 does not need cooling or even does not need it as much as an ICE car are rubbish. The M3 needs to move air, and a lot of it. Its cooling the battery, it is cooling the motors. Further it does that all of the time, not just while driving. Our summers get to the 80's or 90's here, and above about 80 the self cooling for the car cycles continuously. I got a cover for the car and made the mistake of covering up the front grille by accident. The car went into hyperventilation mode, turning its fans up to full until I figured it out and moved the cover. The standard Tesla cover has a grille vent hole in it for this reason.

    If anything, BEVs need air more than ICE cars. ICE cars don't self destruct in very hot or very cold weather. I am not putting the M3 down here, I love mine. Its just I'm getting tired of this myth being repeated. It is not true.

  25. As others have stated, the raindrop doesn't look like the very aerodynamic, teardrop shape.

    A correction from "look no further than mother nature" and calling it a raindrop — to the more conventional term, "teardrop shape", would be more accurate.
    FYI – IIRC, a 3" diameter teardrop shape has the same (pressure) drag as a steel BB.
    As a former aerodynamics engineer, I still really enjoyed the video !
    Thanks, Two Bit da Vinci ! The quality of your videos has been very impressive lately.

  26. Thank-you, for passing this info along!
    Well presented!
    How do the physics, of towing a trailer, with an EV, come into play?
    I need a new vehicle to tow 750 kg, small trailer.
    Keep making these great YouTube videos!

  27. It’d be interesting to (shortly) compare/cover fundamental aerodynamic differences between tear shaped (round at the front) vs pointy one

  28. With Aerodynamics you forgot the inherently flat bottom/undertray and from there you can design a super effective diffuser/Venturi effect with little drag downside vs say a wing or bigger spoiler. Most cars in order to get OEM flat undertray have to be on the higher end of sports car.

    Center of gravity wise, the Model 3 I believe should be the best given compared at same 4.5” ride height vs Air suspension Model S.

  29. Absolutely brilliant video…the amount of scientific information condensed into this 12 minute video is incredible. The pacing, clear explanation and on-point animation are outstanding. I walked away from this video feeling like I learned so much more and richer for it Thank you for your research, time and effort that goes into these gems. Keep up the great work and I look forward more insightful videos.

  30. what the fuck, you're not even comparing the motors? electric motors have intrinsic advantages when it comes to acceleration.

  31. ICE Vehicles grills are more an affectation of styling and shockingly do not need to be so big. This is not merely about trucks, whose grills have mostly become ridiculously, cartoonishly, huge and ornate. To be fair, the new RAM Grill looks great and is not at all overlarge. Probably works great aerodynamically as well.

    If you recall, just as an example, early Ford Taurus and Mercury Sable sedans. These did not have very large grills with only moderate sized lower opening, not any larger than what is seen on BEVs now, for cooling. Teh Famous "blocked grill" look. If you look in the engine bay of most modern vehicles, the air intake box is often positioned and opened very close to the front (or outside) of the car. This is so it can get the most outside air and be free of ambient engine temperatures inside the engine bay. As a result, most of the grill is NOT needed for engine air or cooling.  The lower intake often seen on most vehicles now is more than enough and a small grate or slot is more than enough for engine air intake.

    Tesla's lack of a grill looks awful because it looks like someone forgot to remove the protective cover. It looks bad, generic as a white can with only the word "beer" on it and is easily to most unattractive part of a Tesla's exterior.

    Next, Drag is misused by seemingly everybody, even trained experts of aerodynamics. Drag is essentially the vacuum force generated by an object exiting a given volume of air or space or air. This is the force of the air trying to get back to where it was or filling in the vacuum space behind the object. This force of drag increasing both with speed of the object and the size and shape of the area creating drag.

    In regards to the Grill, you are thinking of Wind Resistance (WR), a somewhat figurative name that describes how much the air or wind, felt as movement through air, resists being moved out of the way and/or increases the difficulty of and object to move into or through a given volume or space of air. Grills create a good amount of WR. However most grills, even huge ornate ones, often produce far less WR than their visible area entails. This especially as most grills have slats and grating that block and deflect so much incoming air as to reduce the effective area. Modern aerodynamic theory and practice actually has the fairly frequent habit of rendering huge, gaping, "fish mouth", grills as near zero impact on the vehicles aerodynamics at speeds the vehicle would not try to take flight at.

    Grills are largely retained because unless you just like having utterly generic looking vehicles (looks at Tesla), then grills are not going completely away, if at all. "When all vehicles have the same features and capabilities, the remaining defining attribute is design." – Peter Delorenzo (Paraphrase). Yes, people are still attached to them, the car makers and the people who buy them. They are needed for various functions, but do not need to be so big. But in the end People want their car to look like something, not like nothing. Tesla gets away with it best they are the only ones doing it. Leave the to it. To Everyone else, find their own solution.

    It is never simple or easy, it only looks like it because it has been so developed over so long a time, it is taken for granted.

  32. Vehicle balance is a matter of design intent and preference. Taking Rear Midship Rear (RMR) drive cars for example, the bulk of the operating mass is toward the rear to make the front of the vehicle much more responsive for maneuvers. We will see a LOT of this comparison when the RMR Corvette comes out and is compared to the C7 Corvette, which has its engine in the Front Midship (FM or FMR) position, to that end.

    Having an evenly spread out weight distribution reads as advantageous and in most vehicles, seeking stability, it is. The Vehicle is much less apt to twitch change direction with a perfectly distributed weight. So any such car is not going to be the best at cutting corners. Even Front or Front midship cars have the ability to use their often somewhat lighter rear ends to induce over steer that makes harder maneuvers ever. I say "often" as the Dodge Viper, for example, was actually "tail heavy" its balance was more like RMR sports car. In fact, most sports and GT cars today, while more closely 50/50 balanced are still either lighter to the front or the rear allowing more dynamic driving techniques and strategies to be used… just not to teh same weaponized degree and more deliberately unbalanced cars like the Porsche 911, Ferraris 488, among others.

    The Lower Center of Gravity (CoG) is always desired, but in practice there is such a thing as too low, as it makes it harder for the vehicle to "dig" into a corner to better use its tires for grip and handling.

    Finally, a higher curb weight is NEVER better. More weight stressed suspension and chassis parts. It taxes the tires and brakes more. It also demands MROE weight to support more weight. But on the up side, a heavier vehicle is somewhat easier to setup of a more comfortable ride, and you have more weight on the tires top facilitate more grip from a standing start, great for drag racing.

    Future Sports cars will be very reluctant to use large amounts of batteries if they can actually avoid it simply because of the weight. If anything we may see more cars like the Koenigsegg Regera, which has one of the most evenly blended and stunning effective Hybrid drive systems currently in existence on this planet.

  33. Well, hate to tell you, but most of the dynamics car to car have to do with chassis rigidity, suspension, and horsepower per ton. Most EVs have a huge chunk of MASS that the suspension is terrible at handling, which means they all handle like pregnant cows on crack.

  34. Not to mention that the EV just launches instantly, where gasoline cars need to gear up and shift, losing speed in drag races..

  35. That's horrible. Real drivers want to dive and not want AI doing it.

    As for glorified golf carts for sports cars, why would anyone want a low energy density power source?

    A PORSCHE 911 already has the shape and no, it doesn't look like a Tesla either.

    At the end of the day, your golf carts are still powered by fossil fuels!!!

  36. im not interested in supporting you. youre just smart enough to appeal to dumber crowds, but im smart enough to see youre a dumbass. dont use his name if you cant compete. da vinci would have put you in your place for using laymans terms alone. gg "da vinci"

  37. You do realize, we've reached the point of diminishing return.
    On a sedan-for-sedan basis comparing the Tesla to the BMW 3-series, the center of gravity is 12% lower on the Tesla, but by the fundamentals of traction, the difference is negligible because the angle from the traction patch to the center of gravity is already quite small.
    This is over-hyped.

  38. Fast acceleration of EV leads to reduced range since the energy required to achieve acceleration is draining battery at a faster rate. Petrol car has similar problem but is less susceptible given the more efficient energy replentishment.

  39. Electric cars can only sustain short bursts of speed , especially top end before they need a charge in 6 minutes. When you drive a electric care for 1 m ok nth, you will see how soul less and drab they are for excitement. There will be no differential between sounds of sports cars. Enjoy! 20 years from now, the 8 cylinder combustion engine will he obsolete and in high demand

  40. i dread the day when I am not allowed to drive because a computer is supposed to do it for me….I support technology but never as a replacement for humans 0:40

  41. I'm looking forward to small, lightweight electric sportscars, I think those would be really great.
    They would be super fun because they have instant torque and a super low center of gravity, but would also be ecological because they wouldn't need a really big bettery because they don't have a lot of weight to move around, and obviously they don't pollute where they're driving.

  42. 可垃圾霸道吧。看看中国媒体报道的电动爹一到冬天那个德性吧。。。还他妈未来呢,未来属于油电混动和氢能源。

  43. Glad my spindle grilled Lexus LS 460 has a .cd of .26. I like the idea of the Model 3 but paint a grille on the front or something. I also enjoy all the gadgets and gauges of my LS to which the M3 doesn’t have. Plus the cost to upgrade to an Model S just doesn’t make sense no matter how much I want to own one. But maybe the emotional purchase of a Model S will override the dollar value. I see this as a generational change and difficult to move from a baby boomer mindset. It’s a tough call, I fully support what Elon is trying to achieve. If I had more years ahead of me than behind me it would be an easier decision.

  44. Nobody cared to state the obvious? Sports car racing requires a car to produce large amounts of power over multiple laps, but electric vehicles don't have the energy capacity to do this. Even if they did, they don't seem to be able to cool themselves well enough to make multiple laps of a race track when producing large amounts of power.

  45. Let fools act as fools and boy act as boys when all dizconcern shit comes from the same great places always all sensus of any scenario.

  46. I'm about to step in it here and it's really not my intention to bring up any left vs right politics and start a fight. But I was actually most disappointed in the announcement of the green new deal because I don't think that's the moonshot speech we needed. I have felt for several years that I wish a president, Obama, Trump, or whoever is next, should make a moonshot speech pertaining to self driving cars. That we should within a decade, within this next decade, phase out all manually operated vehicles from public roads. We should do this, if for no other reason, to save lives. Highway deaths would go down exponentially. So I think most sports cars should go away. Does that mean kill Ferrari, Corvette, Porsche? People who can afford such items would be able to afford track time not on public roads.

    My disclaimer is that I have a 2012 Camaro ZL1 that I love driving. But I would gladly give it up if the U.S. would go completely driverless.

  47. Something strikes me a bit odd. You said that Newton's first law states that objects in a uniform motion will remain in that state unless an external force is applied to them.
    Since EV's are overall heavier than the gasoline counterparts, doesn't that mean that they have a tendency to maintain their direction of travel and be harder to manouver as apposed to a lighter gasoline car?

  48. 17.5" only 2 inches of difference for a much higher weight is not really that impressive. tesla S battery pack weight 600kg !!!! 600kg!!!
    one of its motor with inverter weights 150kg! its base power is 387hp – an impressive amount of power which is comparable to a bmw v6 b58 which has 354hp and weights… 139kg. add around 100kg of transmission and 50kg of fuel -. A tesla S with one motor can reach just 210-230 km/h which is pathetic for the power required: it means a great part of electric motor efficiency is totally wasted due to the weight of batteries. that performance for a saloon car with a petrol engine can easily be reached with a much less powerful petrol engine. a Giulia 2.0T with 200hp can go much faster.
    Moreover: even if you can compensate the higher weight with greater motor power and a better balance – not that much better thou – car result definitely more dangerous for those – humans, animals, other cars or whatever – they may crash into: given the same speed if for any reason driver crash into something, car momentum 20% or even 33% higher. 2 Tons of car which hits at 50km/h a human, a dog, a wall… it's quite different from 1.5 tons a the same speed. These vehicles at the moment are just expensive toys which are not that ecological as they pretend to be and which are less usable for their ridicolous recharging time and potentially more dangerous.
    Finally you intentionally totally ignore Joule effects due to current flowing inside motor coils which surely need to be dissipate somehow.
    Be more honest when you publish just a commercial video.

  49. What has the world come to the rainforests are burning we’re getting electric cars now? This is fucked up People get killed by electric cars cause they don’t know there coming aka car crashes I prefer petrol cars diesel cars please god I’ll even take a diesel fiat 500!(this video makes me cry 😔 :/

  50. No included: Effect of moment of inertia. EV battery puts more mass closer to CoG, less at extremes. Smaller MoI makes fore easier changes in direction (angular acceleration)

  51. not for at least 20 years and by then, civilization is likely to have collapsed, due to inflation and spending more than we make.

  52. Sale pitch ? you are explaining if you walk under the rain you get wet . when I was 18 and rode my first motorcycle I found out your big speech . Why you need aerodynamics when in traffic or going 55 MPH ? . The more change things , the more reming the same

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