At $USD 16K, this is way too much money. I can get a 2015 TSi for $CA13K in Canada with 50/60,000 km. Newer generation, better car and the 1.8 TSI is sweet, fast and good on fuel. And the price of diesel at the pump is not cheap (in Canada)+ maintenance is definitely more expensive on a TDI vs TSI.

Well, silver at least is the traditional automotive color or Germany.

*Piano music plays*

If it’s not one thing it’s another

Dear good Sir,

I feel as if Tesla is going to be a +40 year old company and yet we are still debating whether or not they will be profitable or vanish from existence.

1st gear: Ford engineers: The Explorer isn’t ready for production. Ford management: That’s okay, we’ll let our customers debug the problems.

It’s hardly unreasonable to compare the two existing luxury performance electric automobiles on sale at the moment. Furthermore, the Taycan 4S costs within $5k of the Model S Performance and has the same build quality as the Turbo S.

eh.. a 100k tesla is not a ‘mass consumption’ vehicle. Cmon w/that mess. 

When will it end, seriously?

Model S with 4 motors and 17 seats coming next week. Will beat Taycan.

I know that not everyone understands what this means, because not everyone does software for a living, or understands how the hardware works.

The sad reality is that things like this happen all the time in large-scale software/tech projects.  It’s good development discipline to log things at every step, though the common practice is to establish thresholds and to operate normally at a somewhat-sane level of logging.  You dial it up to “ludicrous mode” when…

but as we shared with you last week will also show up in some form in street car due to FIA homologation rules.

As a child I once leaned my butt against the moving handrail of a down escalator while on an upper dept store floor (the moving rubber rail felt good on my 9-year-old butt), unfortunately the handrail lifted me up and carried me down the escalator balanced on top of the rail, in sheer upside down terror (multi-storey…

Rotaries are most efficient at about 3,000RPM and with a constant load such as in a generator scenario, they are likely to see very long MTBF, assuming Mazda actually injects enough oil in for lubrication (the cause of several 1st and 2nd year RX-8 engine failures).

For a range extender application, where the engine can always run at maximal efficiency, I imagine it actually will be quite reliable. And servicing it will be much simpler, especially if it’s in a vertical configuration as in that drawing: unbolt the top casing, swap out the worn rotor for a new one with fresh seals,…

The use of a generator and automotive engine are completely different. This is a very good use of a rotary engine. It can be tuned for a very fine RPM range and load. Think of a normally aspirated rotary at idle, but it just does that forever.

“A rotary is a pretty good choice for a range-extending engine for not just the reasons cited above, but because it’s pretty much vibration-free and has fewer moving parts than a conventional piston engine, helping with maintenance and longevity.”