EVs Have Gotten Too Powerful

Mass is still an enemy and EV usually has a lot of it. Factor in larger brakes and wheels and results in an increase in UNPRUNG. This causes springs and shock absorbers under greater pressure, resulting in an increased amount of energy to be driven, and undesirable oscillations when the car, for example, hit the pothole.

The car also wants to turn around what is called the Yaw Center. If you can find as much matter as much as possible to this point, then the car turns in a more agile way. (Therefore, the EVIJA 93-KWH battery sits in the middle of the car, which helps to write it traditionally agile handling with lotus.

Jaguar is currently adjusting its controversial new four -door Electric super coupe. It will be driven by the new TRI-Motor settings and a substantial battery with an output of almost 1,000 horses. This is probably a suitable brand, but still excessive.

Wired took the samples of the new All-Electric Range RoverA car on which it was short to keep as close as possible to the impressive ice abilities: an imperial figure with effort. Here, no neck acceleration, but the same team of experts currently calibrates the new Jaguar using the same set of tools.

“You can deploy all the power with the smallest angle of the throttle pedal if you want,” says the main dynamics of Jaguar Land Rover Guru, Matt Becker. “But that means you have too many performances too early, because you have all the torque available from scratch. Some of the first EV suffered, which led to a sudden rush of power.”

“You can also scalance the throttle pedal and filter its response depending on which chassis mode you are. There are different ways of steering strength, but it’s a challenge because it’s so available. Remember that it’s also in relation to the amount of matter you have.”

Colin Hoad is one of the main instructors with the training of cat drivers. It teaches private clients who own high -performance vehicles, but most of their work are in the training of car development drivers. And identified some problems related to ev.

“It is not just a lot of power, but it is also an immediate delivery of the torque that is a challenge,” says Hoad, repeating Becker’s point. “My feeling is that it’s too much for an average driver.”

Hoad adds that the rebound damping that controls the speed at which the suspension extends after compression also seems to be a challenge in some ev. It’s because of another weight they carry. “I am not convinced that the damping valve maintained the pace with the rest of the car,” he says.

This does not mean that car manufacturers do not improve things quickly. For example, Multilink suspension It is now more common and software and technologies that support stability control systems are much more sophisticated than before. “In other words, drivers are protected from the worst scenario if they are suddenly impressed … or they will run out of talent,” says Had.

Wired is definitely not trying to stimulate moral panic, but it may be worthwhile to ask if recavalibration must occur. There is such a thing as too much strength.

Back to Mercedes AMG GT XX, which contains a new cell battery that allows it to charge up to 850 kW. This is the game converter right there and still promises charging in just minutes. Isn’t the speed you can recharge in the real world more meaningful than the speed at which you can hit 60?