On Kinja, looks like it.

In some markets (the international and UK pages at least), you instead get the 404 diesel streamliner:

So the 4+3 concept is fundamentally a 4-speed manual with a close-ratio overdrive unit that can “split” (truck terminology) 2nd, 3rd, and 4th.

I WISH

It’s not even that top-down kills range - top-down is typically done on shorter trips where range doesn’t matter. It’s that the shape of a top that easily folds into an area behind the rear seat is draggy even when the top is up.

FWIW, it’s not fully electric by 2030, it’s fully electrified.

So, how you weight-reduce an EV (for a given range) is, you reduce the energy consumption as much as possible.

Is it unsustainable, or even money-losing, though?

Do the names “Shinkansen” and “Train à Grande Vitesse” ring a bell? (And we’re talking about a UK report, so the “America’s a big country” argument doesn’t even work... but even in the US, I can just point to China Railway High-speed.)

So, even by the mid 1890s, modern utility bicycle frame designs were in place - really drivetrain and brakes are where the innovations happened.

More like the progressive answer to the challenge of class warfare that’s already being waged.

However, if you had a high-speed electric train network as an option that wasn’t subject to those taxes, suddenly your employer gets to say “you know, we’ll send Pete Zapardi’s Pizza Party on the train this time, it’s significantly lower cost”.

It all depends on the leg-to-torso ratio, as well as desired seating position. And, the “desired seating position” part is why small cars have high rooflines.

The big ones have actually gone OHC - Cummins X15 is currently SOHC I think (the ISX15 used to be DOHC, but one cam was dedicated to the fuel system), Detroit DD15 is DOHC, Volvo D15 is SOHC, MAN D26 (which Navistar has made into the A26) is SOHC.

Although there is the Mahle CamInCam system that can do independent intake and exhaust timing (the final-gen Viper used it, IIRC), but in a diesel, you generally don’t use any VVT at all anyway.

It is a “parasitic loss” in that energy is taken to drive the turbine (which drives the compressor), yes. However, the source of the energy is excess heat in the exhaust stream, that the pistons haven’t been able to recover during the expansion stroke.

“LQ”? What is this, a high-end 1980s printer?

AFAIK, the battery doesn’t come into the 50% thermal efficiency on that powertrain - the hybrid system is involved, but through sending excess exhaust energy captured by the MGU-H into the MGU-K, bypassing the battery. So, running at 100% for 500 miles, assuming it survived, should maintain that efficiency.

Absolutely - the Detroit Locker was from 1941.

WOT is actually good for efficiency (reduced pumping losses), and a lot of race engines are designed around having their peak thermal efficiency at those stratospheric revs.