>Thinking ahead is a critical skill.

You seem to have confused Plano with Lubbock, or you don’t get out very often.

Edit: I’m thinking both.

As the other comments have posted, this breaks down to about 13k per employee. That’ll be recouped in property/sales taxes alone quite quickly, not to mention all the other revenue that 3000 people + families will generate.

LOL what? Do you think Toyota is the first company to move to Texas or something?

None of what you just posted is based in any sort of reality.

It’s a good thing Plano is north of Dallas and way closer to cities with plenty of cheap housing like Salina than it is to downtown Dallas where the bulk of the gridlock takes place.

Then they’re probably also pretty happy that they get to keep their CA-adjusted salary in Plano where the cost of living is about 2/3rd’s that of CA. Everyone that made the move just got a 33% pay raise.

Plano’s emergency services are some of the highest paid and best funded in the entire DFW metroplex, so.... yeah. Eat a dick and come back when you know what you’re talking about.

Buddy of mine just got hired for their software division in Plano.

Plano’s Asian population started doubling long before Toyota was involved. There’s been a big migration here for the past dozen years. (And yes, we have new asian supermarkets but they’re on the other side of town from Toyota and frankly likely had no idea Toyota was coming.)

Plano is way more visually appealing than LA, dude. I mean, unless you find stepping over homeless folks and making sure you don’t go to the “bad part of town” somehow appealing, I guess.

Plano-ite here. Most of the impact on housing hasn’t even been felt directly in plano, aside from in reflected home prices. Every Toyota employee I’ve met, including ones that were just hired locally, lives outside of Plano and commutes. (The HQ is basically off a major tollway.)

Don’t tell the real estate agents that,…

I bet your neighbors just fucking love you.

I suppose it’s a good thing it wasn’t a response to the original poster of the thread, then. It was a response to eleister.

A demonstration of potential capabilities does not equate to a instruction manual for using them.

I think motorsports trailers are literally the last thing in mind for the target consumers of these trucks. Every motorsport trailer in the world combined still wouldn’t account for a serious market segment in the long-haul trucking industry.

If it’s a positive side effect of a system that has other benefits, I don’t see how it’s not added value.

The system may not be 100% workable in the real world just yet, but that doesn’t mean this advantage won’t eventually be a consideration when they’re on equal ground. It may not be a key selling point, but it’ll be…

A truck travelling at 60 mph is going to take X amount of feet to stop, regardless of how quickly it got to 60mph or what kind of powerplant got it there. No need for new brakes.

The only possible difference would be whatever impact regenerative braking might have on performance; I’m not sure what that impact would be,…

Braking occurs from X speed to zero. These trucks are still getting up to X speed, just more quickly. There’s no change in the amount of braking force required to get from X to zero with the same weight.

If it takes a car 1 minute to get to 60mph, it’s at 60mph and requires X amount of stopping force. If it took that…

That’s not how DC motors work, man. There is no traditional geared transmission and the power output is about the same. The diesel loses potential energy due to gearing efficiency and heat. The electric does not have those issues. This isn’t about “which powerplant produces more power”, it’s about using that power at…

Both of those are solvable hurdles. A third problem would be that the current cost of a trailer is relatively cheap, and they’re often dropped off and picked up by different trucks — moving batteries to the trailer floor changes the model currently in place regarding trailer ownership and swapping.

Similarly, this…