Electric Conversion ?

[Rdenney]

I once worked the numbers using some formulas for calculating power
requirements given aerodynamic drag and rolling resistance, and came up
with 54 hp for a flat cruise at 60 mph in calm winds. I like the back of
your envelope. Of course, that doesn’t include ANY powertrain inefficiency.

The power train inverter on the Redhead’s 2009 Lexus hybrid went out. The
part, used on ebay, was 8000 bucks. We sold the car to the dealership in
trade for a non-hybrid.

At some point, we are going to realize the environmental impact of making
those high-tech batteries, and the bloom may come off the rose a bit. But
they’re made somewhere else (just like the power), so who cares?

Not to mention I frequently drive the coach 600 miles a day on a long trip,
when the objective is getting to the destination rather than wandering
across the country with no particular schedule.

My ignorant and unofficial prediction: highway freight trucks will be
autonomous before they are electric. Local delivery trucks are another
matter.

Rick “trains are electric, but look at the size of that diesel generator
they bring along” Denney

On Thu, May 23, 2019 at 11:41 AM Dolph Santorine via Gmclist <

> Always wanted an over unity machine!
>
> But, in the interest of the back of the envelope.
>
> Assume 10 mpg. 60 mph. That’s 6 gallons per hour (yeah, you’re driving in
> Nebraska)
>
> Call that 60 hp to cruise.
>
> So, if you had a 100 hp genset, and you used 7 hp for the roof air and
> power steering, you have 30 hp (21 kw) to charge the batteries when you are
> on the flat, you might be able to get away with 100kWh of battery packs to
> push you up and down the hills in a serial hybrid setup. Probably more like
> 200kWh. Since stored power needs to be described in dollars, that’s $20,000
> of batteries (chargers and cooling not included. Your mileage will vary. If
> you have an erection lasting longer than four hours……… oops, wrong thread).
>
> I’m going to ask some people who really know this weekend (Ford’s hybrid
> powertrains are engineered in Wheeling, WV - thank you WVU)
>
>
> Dolph
>
> DE AD0LF
>
> Wheeling, West Virginia
>
> 1977 26’ ex-PalmBeach
> Howell EFI & EBL, Reaction Arms, Manny Transmission
>
> “The Aluminum and Fiberglass Mistress"
>
> > On May 23, 2019, at 11:25 AM, James Hupy via Gmclist <

> >
> > Heck, I don't know why I didn't think of this sooner. Just put a wind
> > turbine on the roof, so that when you are motoring down the road at 60
> per,
> > the turbine will supply all your electrical needs. Perpetual motion!. Or,
> > how about a small portable nuclear reactor. Can't see many problems
> there.
> > Think I will just go to the GMC Cascaders/GMC 49ers joint rally at the
> > GREAT OREGON STEAM UP in July and ponder this one. They laughed at
> Fulton,
> > too.
> > Jim Hupy
> >

> >
> >> Yes, if you have a couple of weeks. And only stay in places with full
> >> electrical hookups. No more camping on Wal-Mart parking lots. Or dry
> >> camping on Federal Forest rustic campgrounds. Think what would happen is
> >> everyone had electric RV's and plugged them in at some of the private
> R.V.
> >> parks I have stayed in where idiots have wired the plugs. Lots of smoke
> >> coming out of some very expensive wires and stuff.
> >> I think I'll just sit this one out, get out my video camera and a
> >> comfortable chair, a couple of cold ones, and enjoy the entertainment.
> >> Jim Hupy
> >>
> >> On Thu, May 23, 2019, 7:44 AM Dolph Santorine via Gmclist <

> >>
> >>> But, Jim, when you get to the campground, you can use all 50 amps (12
> >>> kw) to charge it back up.
> >>>
> >>> Hope you’re staying for the day and have no interest in Air
> Conditioning!
> >>>
> >>>
> >>>
> >>> Dolph
> >>>
> >>> DE AD0LF
> >>>
> >>> Wheeling, West Virginia
> >>>
> >>> 1977 26’ ex-PalmBeach
> >>> Howell EFI & EBL, Reaction Arms, Manny Transmission
> >>>
> >>> “The Aluminum and Fiberglass Mistress"
> >>>
> >>>> On May 23, 2019, at 10:31 AM, James Hupy via Gmclist <

> >>>>
> >>>> A big trailer full of batteries, and some really good D.C. motors,
> plus
> >>> a
> >>>> very expensive speed controller. Probably best to salvage stuff from a
> >>>> locomotive or some of those new municipal busses.
> >>>> Jim Hupy
> >>>>
> >>>> On Thu, May 23, 2019, 7:25 AM Dolph Santorine via Gmclist <

> >>>>
> >>>>> 40kW
> >>>>>
> >>>>>
> >>>>> Dolph
> >>>>>
> >>>>> DE AD0LF
> >>>>>
> >>>>> Wheeling, West Virginia
> >>>>>
> >>>>> 1977 26’ ex-PalmBeach
> >>>>> Howell EFI & EBL, Reaction Arms, Manny Transmission
> >>>>>
> >>>>> “The Aluminum and Fiberglass Mistress"
> >>>>>
> >>>>>> On May 23, 2019, at 9:51 AM, dave silva via Gmclist <

> >>>>>>
> >>>>>> There is a 455 for sale on ebay right now from a GMC- $900 YOU PULL
> >>> IT.
> >>>>>>
> >>>>>> Seller says he is doing an electric conversion.
> >>>>>>
> >>>>>> He's in Miami.
> >>>>>>
> >>>>>> Anybody here know anything about this project?
> >>>>>>
> >>>>>> Any idea what it would take to move five tons 300 miles with
> electric
> >>>>> motors?
> >>>>>>
> >>>>>>
> >>>>>> --
> >>>>>> Dave & Ellen Silva
> >>>>>>
> >>>>>> 1972 Revcon Olds 455, toro drive train. All Stock
> >>>>>>
> >>>>>>
> >>>>>>
> >>>>>> _______________________________________________
> >>>>>> GMCnet mailing list
> >>>>>> Unsubscribe or Change List Options:
> >>>>>> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
> >>>>>
> >>>>> _______________________________________________
> >>>>> GMCnet mailing list
> >>>>> Unsubscribe or Change List Options:
> >>>>> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
> >>>>>
> >>>> _______________________________________________
> >>>> GMCnet mailing list
> >>>> Unsubscribe or Change List Options:
> >>>> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
> >>>
> >>> _______________________________________________
> >>> GMCnet mailing list
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> >>>
> >>
> > _______________________________________________
> > GMCnet mailing list
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--
'73 X-Glacier 230 "Jaws"
Northern Virginia
Offlist email: rick at rickdenney dot com

 

[dave silva]

> Dave:
>
> Have you been around a Tesla on a "Supercharger". It's rock concert loud.
>
> Second, go drive one. I killed half the range in a 15 minute test drive. I unleashed a lot of those ponies.
>
> Much of what we are talking about, like the wind resistance of the coach, is non-linear.

I have no plans to do this tomorrow but i think the range/power/cost problems will be solved fairly soon and it won't be long before there is an
electric solution.

Tesla is pretty close to an electric class 8 truck with a 500 miles range.

I think if that happens then everything in between get worked out.

THe GMC would certainly be a great candidate for such a conversion. A new E-RV from the factory will be an expensive fad. Very little else would be
worth the effort to to convert.

--
Dave & Ellen Silva

1972 Revcon Olds 455, toro drive train. All Stock

 

[hal stclair]

Let me check my math here, Nice GMC Motorhome $25,000 value. $100,000+ to convert to electric? Maybe I don't get the 'new' math but something seems a
bit off here.
Hal
--
1977 Royale 101348,

1977 Royale 101586, Diesel powered,

1975 Eleganza II, 101230,

1974 Eagle Bus 45',w/slideout,

Rio Rancho, NM

 

[adolph santorine]

That, Hal, is indeed the problem!

Dolph Santorine

DE AD0LF

Wheeling, West Virginia

1977 ex-Palm Beach TZE167V100820
Sullybuilt Bags, Reaction Arms, Manny Transmission

>
> Let me check my math here, Nice GMC Motorhome $25,000 value. $100,000+ to convert to electric? Maybe I don't get the 'new' math but something seems a
> bit off here.
> Hal
> --
> 1977 Royale 101348,
>
> 1977 Royale 101586, Diesel powered,
>
> 1975 Eleganza II, 101230,
>
> 1974 Eagle Bus 45',w/slideout,
>
> Rio Rancho, NM
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org

 

[john r. lebetski]

Another fly in the soup is I have been to a few canpgrounds with electric meters for each camper. Reading when you get there and reading when you
check out. That could be a "shock"
--
John Lebetski
Woodstock, IL
77 Eleganza II

 

[john r. lebetski]

How about a junk yard grab of Eassist from a GM like late model big Buick. You'd need to get the EXMs and harness the regen braking. This seems most
doable.
--
John Lebetski
Woodstock, IL
77 Eleganza II

 

[hal stclair]

> How about a junk yard grab of Eassist from a GM like late model big Buick. You'd need to get the EXMs and harness the regen braking. This seems
> most doable.

I've got one of those. The E-assist consists of a small motor generator that's belt driven. Even with a full charge of the 0.45 KWh battery you'll
only see about 10 seconds of minuscule boost before the bank is exhausted. Don't think the 7 or 8 computers running the system would be too simple to
integrate into a system not to mention the size of the battery bank. Something more along the Tesla x ??? might be made to work.
Hal
--
1977 Royale 101348,

1977 Royale 101586, Diesel powered,

1975 Eleganza II, 101230,

1974 Eagle Bus 45',w/slideout,

Rio Rancho, NM

 

[adolph santorine]

They are going to have to start charging for charging.

The friends who have plug in hybrids right now are either geeks who enjoy the technology, or work for multinationals who are installing “free” chargers for their employees who can use them and then they make it part of their environmental impact statement.

My friend Kevin is with Northrup-Grumman. They put a charger for the BMW i3 in his parking spot.

The noise will really be a factor, too. When you charge a Tesla at 120 kW (their “Supercharger”), there are 25 horsepower of fans to cool the batteries.

The noise is remarkable.

Dolph

DE AD0LF

Wheeling, West Virginia

1977 26’ ex-PalmBeach
Howell EFI & EBL, Reaction Arms, Manny Transmission

“The Aluminum and Fiberglass Mistress"

>
> Another fly in the soup is I have been to a few canpgrounds with electric meters for each camper. Reading when you get there and reading when you
> check out. That could be a "shock"
> --
> John Lebetski
> Woodstock, IL
> 77 Eleganza II
>
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org

 

[Birchavn77]

Ok. Who will be the first to cut off front end of a wrecked tesla 221 hp. Should work . ???

 

[bill wevers]

So if I use 54 horsepower at 60mph, and hook it up to a diesel generator that's 36% efficient, I will burn:

[(54 HP/0.746 kWH/HP)/(38kWH/gallon)]/[0.36 * 0.9] = 5.8 gallons of diesel;

;90% efficient electric drive train
; 38kWH energy in gallon of diesel
; Drive for 1 hour: 60miles/5.8 ; 10.2 mpg
A lot of work to gain 1 mpg.
--
Bill Wevers GMC49ers, GMC Western States
1975 Glenbrook - Manny Powerdrive, OneTon
455 F Block, G heads
San Jose

 

[Rdenney]

If the most efficient lithium ion battery technology is used, the 400kWH
you’ll need to go 300 miles (I’m guessing double the cruise power
requirement to handle hills, headwinds, and unaccounted inefficiencies)
results in 1600 Kg, or 3500 pounds. That’s a Li battery with a specific
energy of 250 WH/Kg, which is right at the top of the range. At the bottom
of the Li range, it’s 2 metric tons or 9000 pounds.

With lead-acid batteries, it would require 10,000 Kg, or 22,000 pounds of
batteries.

The Tesla X has about 100kWH of battery storage, for comparison. I bet it
uses one-quarter the horsepower to make a hole in the wind, too.

And the cost per kWH is about $145, which is well down, of course, from
just a few years ago. So, for the 400 of those we’d need for casual
driving, the batteries alone would cost $58,000.

My source is that great scientific journal, Wikipedia.

I could probably add 2500 pounds of batteries to my ultralight 230 (tips
the scale at 9300 pounds or something like that), but having real range
will mean grossly overloading our chassis.

Cars like the Tesla aren’t backyard jobs—they’re designed from the ground
up to be electric. The early experimental cars that were built on a
standard chassis had limited range and were meant to demonstrate the
concept.

Hybrids like the Fiskar (RIP) could do more interesting things. One is that
because the engine only generates electricity, it can run at optimal RPMs
for the load. The Fiskar used a 100-hp Toyota engine for the generator. But
Bill’s 36% is already pretty efficient. Drive engines are more like 29%,
but that’s with gasoline.

Anyway, I think this is fun to talk about, but I don’t have any plans to go
beyond talking.

Rick “not mentioning all the fabrication that would be necessary” Denney

On Fri, May 24, 2019 at 1:03 PM Bill Wevers via Gmclist <

> So if I use 54 horsepower at 60mph, and hook it up to a diesel generator
> that's 36% efficient, I will burn:
>
> [(54 HP/0.746 kWH/HP)/(38kWH/gallon)]/[0.36 * 0.9] = 5.8 gallons of diesel;
>
> ;90% efficient electric drive train
> ; 38kWH energy in gallon of diesel
> ; Drive for 1 hour: 60miles/5.8 ; 10.2 mpg
> A lot of work to gain 1 mpg.
> --
> Bill Wevers GMC49ers, GMC Western States
> 1975 Glenbrook - Manny Powerdrive, OneTon
> 455 F Block, G heads
> San Jose
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
--
'73 X-Glacier 230 "Jaws"
Northern Virginia
Offlist email: rick at rickdenney dot com

 

[adolph santorine]

$58,000 in batteries is why all these calculations, ultimately equal mental masturbation.

It keeps the grey matter active though!

Dolph Santorine

DE AD0LF

Wheeling, West Virginia

1977 ex-Palm Beach TZE167V100820
Howell EFI/EBL, Reaction Arms, Manny Transmission

>
> If the most efficient lithium ion battery technology is used, the 400kWH
> you’ll need to go 300 miles (I’m guessing double the cruise power
> requirement to handle hills, headwinds, and unaccounted inefficiencies)
> results in 1600 Kg, or 3500 pounds. That’s a Li battery with a specific
> energy of 250 WH/Kg, which is right at the top of the range. At the bottom
> of the Li range, it’s 2 metric tons or 9000 pounds.
>
> With lead-acid batteries, it would require 10,000 Kg, or 22,000 pounds of
> batteries.
>
> The Tesla X has about 100kWH of battery storage, for comparison. I bet it
> uses one-quarter the horsepower to make a hole in the wind, too.
>
> And the cost per kWH is about $145, which is well down, of course, from
> just a few years ago. So, for the 400 of those we’d need for casual
> driving, the batteries alone would cost $58,000.
>
> My source is that great scientific journal, Wikipedia.
>
> I could probably add 2500 pounds of batteries to my ultralight 230 (tips
> the scale at 9300 pounds or something like that), but having real range
> will mean grossly overloading our chassis.
>
> Cars like the Tesla aren’t backyard jobs—they’re designed from the ground
> up to be electric. The early experimental cars that were built on a
> standard chassis had limited range and were meant to demonstrate the
> concept.
>
> Hybrids like the Fiskar (RIP) could do more interesting things. One is that
> because the engine only generates electricity, it can run at optimal RPMs
> for the load. The Fiskar used a 100-hp Toyota engine for the generator. But
> Bill’s 36% is already pretty efficient. Drive engines are more like 29%,
> but that’s with gasoline.
>
> Anyway, I think this is fun to talk about, but I don’t have any plans to go
> beyond talking.
>
> Rick “not mentioning all the fabrication that would be necessary” Denney
>
> On Fri, May 24, 2019 at 1:03 PM Bill Wevers via Gmclist <

>
>> So if I use 54 horsepower at 60mph, and hook it up to a diesel generator
>> that's 36% efficient, I will burn:
>>
>> [(54 HP/0.746 kWH/HP)/(38kWH/gallon)]/[0.36 * 0.9] = 5.8 gallons of diesel;
>>
>> ;90% efficient electric drive train
>> ; 38kWH energy in gallon of diesel
>> ; Drive for 1 hour: 60miles/5.8 ; 10.2 mpg
>> A lot of work to gain 1 mpg.
>> --
>> Bill Wevers GMC49ers, GMC Western States
>> 1975 Glenbrook - Manny Powerdrive, OneTon
>> 455 F Block, G heads
>> San Jose
>>
>> _______________________________________________
>> GMCnet mailing list
>> Unsubscribe or Change List Options:
>> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>>
> --
> '73 X-Glacier 230 "Jaws"
> Northern Virginia
> Offlist email: rick at rickdenney dot com
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org

 

[dave silva]

> $58,000 in batteries is why all these calculations, ultimately equal mental masturbation.
>
> It keeps the grey matter active though!

I'm not sure, and that's the point of this conversation. Sure, the Tesla engineered as an EV from the ground up is pretty brilliant and the back yard
EV's don't come close but i wonder if a lot more EVs on the road would not bring the prics down to a place where a backyard engineer could electrify a
motorhome and the GMC would be an excellent candidate.

--
Dave & Ellen Silva

1972 Revcon Olds 455, toro drive train. All Stock

 

[jeremy]

> > $58,000 in batteries is why all these calculations, ultimately equal mental masturbation.
> >
> > It keeps the grey matter active though!
>
> I'm not sure, and that's the point of this conversation. Sure, the Tesla engineered as an EV from the ground up is pretty brilliant and the back
> yard EV's don't come close but i wonder if a lot more EVs on the road would not bring the prics down to a place where a backyard engineer could
> electrify a motorhome and the GMC would be an excellent candidate.

Eventually yes. But battery tech is a generation or two away yet. It will get there. There isn't much alternative. Single point pollution, power
plants, are much easier to regulate than millions of points of pollution, tail pipes. Even in the current political environment, which is less EV
friendly, you see all the OEM auto companies spending billions on money losing EVs. They know what is coming even if it isn't here yet and they can't
be too far behind. You can't solve the pollution problem of fossil fuels. EVs first, then increased clean energy, then solve the recycling issue with
batteries, and hope it's not too little too late. For the world we leave my kids and grandkids, EVs can't come soon enough.

That being said, electrifying a GMC in a practical manner is not possible right now in my opinion. A fun hobby for someone with gobs of money? Have at
it. I just don't think your result is going to be real practical until the energy density of a pound of batteries doubles one more time. To be
practical, and not just a rich man's toy, the price per unit of energy per battery will need to fall another 75% or so. So 10 or 15 more years.
Hopefully...

--
Thanks,
Jeremy Knezek
1976 Glenbrook
Birmingham, AL

 

[adolph santorine]

Batteries have made some gains, and prices are down a little. I think 15% is a little.

I don’t think many are interested in adding that kind of time to any of our trips.

Diesel? Sure. They are out there now. Hal built an awesome coach.

The biggest hurdle remains long term high drain. There is only so much high drain you can pull from a battery array. A Tesla making 500 hp is something it will only do for a short period of time. We need 60 hp for hours on end. A problem the Tesla does not have requiring fewer than 10hp at cruise.

The trucks are fixing this with huge battery arrays. That costs money.

The one pickup truck that’s full electric is much more aerodynamic than our coaches.

Always interested to see what others are building and wish them success (in the EV business that’s spelled subsidy).

I don’t see the economies of scale required for the price drop needed to have it make economic sense.

I think a series or parallel hybrid might make sense in a new coach. Maybe.

So it’s an academic exercise and nothing more.

In the interim, go test drive a Tesla. Drive it like you stole it. See if you don’t bump into the max hp/time problem, and how much you pull from it’s batteries and range in less time than it took to write this.

Dolph Santorine

DE AD0LF

Wheeling, West Virginia

1977 ex-Palm Beach TZE167V100820
Howell EFI/EBL , Reaction Arms, Manny Transmission

>

>> $58,000 in batteries is why all these calculations, ultimately equal mental masturbation.
>>
>> It keeps the grey matter active though!
>
> I'm not sure, and that's the point of this conversation. Sure, the Tesla engineered as an EV from the ground up is pretty brilliant and the back yard
> EV's don't come close but i wonder if a lot more EVs on the road would not bring the prics down to a place where a backyard engineer could electrify a
> motorhome and the GMC would be an excellent candidate.
>
>
> --
> Dave & Ellen Silva
>
> 1972 Revcon Olds 455, toro drive train. All Stock
>
>
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org

 

[Jim Hupy]

Does it really make any difference if 100,000 fossil fueled vehicles burn
hydrocarbons, or if one or two centrally located electrical generating
plants generate electricity for that same 100,000 Ev's by burning fossil
fuels if the efficiency is the same? I think not.
In the Hawaiian islands, where all electricity used for recharging
EV's is generated by burning fossil fuels, people have been led to believe
that EV's are the best thing since sliced bread. I call B.S. on that.
Jim Hupy
Salem, Or
78 GMC ROYALE 403

On Fri, May 24, 2019, 4:16 PM Jeremy via Gmclist
wrote:

> > > $58,000 in batteries is why all these calculations, ultimately equal
> mental masturbation.
> > >
> > > It keeps the grey matter active though!
> >
> > I'm not sure, and that's the point of this conversation. Sure, the
> Tesla engineered as an EV from the ground up is pretty brilliant and the
> back
> > yard EV's don't come close but i wonder if a lot more EVs on the road
> would not bring the prics down to a place where a backyard engineer could
> > electrify a motorhome and the GMC would be an excellent candidate.
>
> Eventually yes. But battery tech is a generation or two away yet. It will
> get there. There isn't much alternative. Single point pollution, power
> plants, are much easier to regulate than millions of points of pollution,
> tail pipes. Even in the current political environment, which is less EV
> friendly, you see all the OEM auto companies spending billions on money
> losing EVs. They know what is coming even if it isn't here yet and they
> can't
> be too far behind. You can't solve the pollution problem of fossil fuels.
> EVs first, then increased clean energy, then solve the recycling issue with
> batteries, and hope it's not too little too late. For the world we leave
> my kids and grandkids, EVs can't come soon enough.
>
> That being said, electrifying a GMC in a practical manner is not possible
> right now in my opinion. A fun hobby for someone with gobs of money? Have at
> it. I just don't think your result is going to be real practical until the
> energy density of a pound of batteries doubles one more time. To be
> practical, and not just a rich man's toy, the price per unit of energy per
> battery will need to fall another 75% or so. So 10 or 15 more years.
> Hopefully...
>
> --
> Thanks,
> Jeremy Knezek
> 1976 Glenbrook
> Birmingham, AL
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>

 

[dave silva]

One question is; will there be a significant market in retro-fitting ICE vehicles?

If that market evolves then more batteries and motors are manufactured as generic. That would be one pathway.

Someone mentioned hybrid, but not like a Prius, more like a diesel-electric locomotive.

If you could have battery power for some range and acceleration and have a 60hp diesel generator charging the battery at cruise.

There are some large vehicles well suited for battery power, school buses, fire trucks, specialized road work vehicles. There is no guessing how
those markets will evolve.

--
Dave & Ellen Silva

1972 Revcon Olds 455, toro drive train. All Stock

 

[Jim Hupy]

How about this! Electric vehicles that use an electric pathway built into
highways, not unlike the slot cars many of us played with when we were
younger. Short range, on-board, batteries would allow power for them to
access electric highways. Meters on cars would record and charge users for
miles traveled.
BUT DON'T FORGET: UNCLE SAM MAKES A HELL OF A LOT OF TAX REVENUE FROM
FOSSIL FUELS. They are not going to drop that revenue stream anytime soon.
Jim Hupy
Salem, Oregon
78 GMC ROYALE 403

On Fri, May 24, 2019, 4:52 PM dave silva via Gmclist <

>
> One question is; will there be a significant market in retro-fitting ICE
> vehicles?
>
> If that market evolves then more batteries and motors are manufactured as
> generic. That would be one pathway.
>
> Someone mentioned hybrid, but not like a Prius, more like a
> diesel-electric locomotive.
>
> If you could have battery power for some range and acceleration and have a
> 60hp diesel generator charging the battery at cruise.
>
>
> There are some large vehicles well suited for battery power, school buses,
> fire trucks, specialized road work vehicles. There is no guessing how
> those markets will evolve.
>
>
> --
> Dave & Ellen Silva
>
> 1972 Revcon Olds 455, toro drive train. All Stock
>
>
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>

 

[johnny]

Well, actually, the CD is excellent, .30 being the number most mentioned, exceeded at the time only by the Corvette. But, .3 of 72 sruare feet is
still a lot of drag. Tesla folks tell me one of the pickles in the Tesla vanilla is the HVAC, particular in the cold. When the temperature is below
the heat pump operating range you have to rely on resistance heating, which is incredibly inefficient. At a time when the battery is degraded by the
cold. Essentially, an all electric GMC is gonna freeze you or kill your range.
However, it's probably a fun exercise which will be the standard when - in decades at best - the infrastructure for hydrogen is put in place and
vehicles use fuel cells. My bet for that infrastructure is solar energy to crack water into its components and sell the oxygen as well as the
hydrogen on a very local basis

johnny
--
Foolish Carriage, 76 26' Eleganza(?) with beaucoup mods and add - ons.
Braselton, Ga.
I forgive them all, save those who hurt the dogs. They must answer to me in hell

 

[jeremy]

Absolutely it matters. Regulating one or two smokestacks and finding ways to reduce the pollution output of those 2 smokestacks is a lot easier than
regulating millions of tailpipes. In AL there is no regulation of tailpipes at all. FL as well just to cover 2 states I've lived in. There is
monitoring and regulation of industrial pollution. So yes it matters and it's not difficult to understand that it is easier to monitor and reduce a
single large fixed source than millions of small mobil sources.
--
Thanks,
Jeremy Knezek
1976 Glenbrook
Birmingham, AL