Electric Trucks Are Coming! I Drive One Powered By Magna's EtelligentForce Heavy Duty EV Powertrain
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- เผยแพร่เมื่อ 27 ก.ค. 2024
- Kyle is in Michigan's UP at a cold weather proving ground where Magna is showing off their heavy duty EtelligentForce powertrain. The EtelligentForce powertrain system preserves strength and functionality of pickups and light commercial vehicles while providing fully electric power with a focus on cooling and power for sustained heavy load operation.
EtelligentForce features Magna’s eDrive technology at the front and its eBeam electrified beam axle at the rear. It is designed for high-payload vehicles, capable of towing up to 14,500 pounds - easily on par with its ICE counterparts in this truck segment. It can provide a total peak power of up to 430 kW - 250kW from the rear eBeam and 180kW from the front eDrive. As a bonus, this solution omits the need for architectural changes to the vehicle and is totally customizable for automakers to prioritize key performance attributes. Magna’s eBeam replaces traditional beam axles, accommodating existing suspension and brake systems, and avoiding the need for expensive redesign of existing truck platforms. These benefits help automakers simplify the transition toward electrification of these vehicle segments.
With fewer moving parts than a traditional ICE powertrain, the EtelligentForce requires less maintenance - a direct benefit to truck owners over the life of the vehicle.
A huge thank you to Kyle Field for helping to film this video - you can find him on twitter @mrkylefield
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0:00 - Intro
1:12 - Video Layout
3:52 - Pickup Walkaround / Tour
5:53 - What Is Magna eBeam For?
7:55 - Gas V8 Drifting / 4WD Auto Transfer Case
13:04 - EV Pickup Drifting / Drivetrain Control
18:45 - Under The Hood
19:23 - Front / Rear Motor Deep Dive
24:55 - EV vs Combustion Drag Race
#EV #Pickup #Magna - ยานยนต์และพาหนะ
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I don't know of another auto youtuber that puts so much consideration, research, effort and forethought into their productions. Love it man! Thanks for all your sterling work. 👌👌👌
Magna is an awesome company. I have an I Pace and the engineering is amazing.
Agree. I still have an E83 BMW made by Magna in Austria.
Man that's awesome what an opportunity! Very excited about these kinds of drop in systems. Heavy duty applications or even cheeky sleeper light cars getting a crazy HD Ebeam installed.
This kind of solution could make sense for electrifying vehicles where the payoff for a dedicated electric platform doesn’t make sense. They’ll just need to figure out how to stuff multiple battery packs between and around the existing frame rails in order to get enough range, especially for tow vehicles.
I have a design that would keep it more simple, but that would include a diesel with a generator
If you just want RWD, naturally the engine and transmission tunnel, and well the gas tank is gone (actually that would be a good source for a generator or eliminate the tool box tank in some use cases)... There's a lot of room when you get rid of all the stuff needed for ICE!
Nice work! I love it! Great solution to convert these vehicles. Magna is doing an incredible job!
great? solid axle mounted electric motor? how long is that going to last? it should be independent so motor has some dampening happening.
Range is still very important to me. I need to tow 18,000 lbs for at least 300 miles between charges. As soon as I can find an electric truck to do that, and I can afford it, I'll buy it.
Me Me Me. Your claimed needs are way beyond what most Poseur Pickup yuppie owners ever do with their "I'm So Macho" Machines.
Paul G
@@evukelectricvehicles Yes, I'm aware that most people who complain about range and power only use their truck to get groceries 10 miles from home. If that were my use case, I'd have a lightning on order now. However, I live full time in a 5th wheel trailer that weighs 18k lbs. I move it every few weeks, sometimes across the country.
I've got a cybertruck on order now, but I likely won't ever take delivery of it because it can't pull a 5th wheel at all, much less make it 300 miles while towing it. I won't even go into the fact that my wife thinks they're butt ugly. :)
I'd love to have an electric truck, but it must be able to replace the 1 ton pickup I'm currently using. 300 miles between charges means I can drive 4 or five hours, stop for lunch and a recharge, and then another 4 or 5 hours to the next stop. This is considerably less than the capabilities of my current truck, but would be satisfactory if it existed. Until then, I'll be driving the truck I have.
As much as I love your reviews - I LOVE this! This coolness is showing off the future of the automotive industry.
I want to see this in an Ambulance. We were just talking about BEV Ambulances at the squad house today. Being in a rural area, we’d need some serious advancement in capacity and recharging speed though.
Love that axle packaged electric motor design, really cool. Good video Kyle!
Excellent review of both the internal combustion engine and battery electric pickup trucks.
Really enjoyed this video! It's great to get some technical insights into what goes into making an EV drivetrain, who develops & makes this stuff and how OEMs and a company like Magna interact.
Besides Bjørn Nyland I haven't seen any other EV journalists who make this kind of effort & with this level of technical understanding 👍
Excited Magna is partnered with Fisker in development and production of the Ocean SUV.
Love your stuff, Kyle. Would like to see a more real-world test for some of these trucks though haha
The solid rear axle is awesome. A ladder frame truck seems ideal to integrate a skateboard-like battery pack into it and still leave room for a frunk, but it seems they filled the vacancy from the engine with inverters and stuff. Did they talk about being able to retrofit a gas powered truck and have some sort of functional frunk? I could see Stellantis/RAM just subbing out the whole EV architecture to Magna since they've done so little in house. Magna EV RAM with mini-frunk.
I've always wondered, could a manufacturer produce a heavy duty truck hybrid? Maybe still with a diesel motor but tuned to be super efficient to charge the battery and nothing else? I know it's a lot more complicated than that but just turn the motor into a super efficient battery charger.
830 komatsu
👏🏿👏🏿 VW did it years ago and it was amazing. All was quiet afterwards lol you know why
Magna, Valeo, and Bosch are some of the most import companies in electrification that very few know exist.
Apologies if I missed this, but is this architecture meant for pure BEVs or can it be adapted to a hybrid? I see HDs better adapting to hybrid tech for personal use situations. Battery for daily use, gas/diesel range extender for those cross country towing trips. Curious what others think, cheers.
I guess the question there is whether it makes sense to leave the drive-train all-electric, driven by its battery, but perhaps also have a built-in diesel or gasoline generator as a range-extender. In my opinion, something like that would be very doable.
The nice thing (as far ICE could be thought of as 'nice') is that engines implemented as generators that only charge a battery can be built specifically to run at only their optimal RPM and/or torque. No transmission would be involved per-say, except a multiplying gear to drive the generator. So the efficiency could be maximized (meaning, it would be a bit better than a typical ICE would be). And also, such generators would only need to generate maybe 50kW (66hp) to seriously extend the range of the EV portion of the vehicle (a heavy towing truck in this case).
If instead we are talking about an ICE-driven drive train with an electric motor assist, I would say that while it has been done to varying degrees, in a heavy truck format such vehicles would wind up primarily just being gasoline or diesel vehicles and the 'electric' part would be kind of an afterthought.
Someone doing heavy towing needs reliability, so a combined drive-train where the 'electric' part splits the power production down the middle, but runs out of juice after 30 minutes on an uphill and leaves the ICE doing all the heavy lifting, might not be well-received.
-Matt
Such a contrast between Tesla, which has a culture of engineering in house, and the legacy automakers, which are happy to turn to a tier 1 like Magna.
Kyle, this was outstanding! Really enjoyed the deep dive into the technology
Damn, I would love to do that to my trail boss.
This is a terrific option! I know it’s a prototype, but I hope they figure out how to include a good sized frunk. 👍😁
Is it me or does anyone else notice how all EV Truck conversion Companies keep getting bad press or No press?? Looks to me like traditional automakers have some new competition. Thanks for sharing bro. 🤙🏼
Absolutely no press. I'd rather keep my truck and convert it rather than buy a new one
The only thing that I disagree with is the statement about range vs towing capacity. Towing capacity will never be an issue for EV trucks, but range is the most important thing.
Until an EV truck can match or better diesel powred truck on range when towing it will be very slow to be adopted.
Electric drivetrains make so much sense in heavy duty applications, far more sense than any ICE given the needs of heavy/tow vehicles. The battery energy density just needs to catch up.
I’m personally a bit unsure about mounting the motor and inverter directly to the axle though. I know it’s being done, but as a tech, I regularly see wiring break due to repeatedly being flexed (wheel speed sensors, door and trunk wiring harnesses, engine harnesses at flex points, etc) so I’d be worried having these huge high voltage wires and coolant hoses constantly being flexed with the movement of the suspension.
I was thinking the same thing. Those are big heavy thick cables. And having them constantly moving around could be an issue. But these are smart people, I'm sure they've done testing. On the front motor the inverters mounted on the drive unit. But at least in this vehicle it's got independent front suspension so the entire drive unit is mounted to the front K member. Which is not seeing direct road vibration. On the rear solid axle if the inverter was mounted on it directly it would be shaken pretty violently continuously. Perhaps if you completely potted the electronics it might stand up to that. The other solution would be to go to an independent rear suspension mounting the drive unit on the body of the truck. But I don't think any of the OEM manufacturers use independent rear suspension in their heavy duty trucks. And magna is building products that OEMs can use directly.
Super cool stuff. The oil to water cooler seems like an odd choice though to me, will that be the main and perhaps only failure point ?
Kyle, what are your thoughts on battery swaps. It seems work trucks would benefit, but I'm curious on your thoughts about this.
Proof OEM’s could make their products electric they just don’t want to. They continue to center attention on gas guzzling performance editions like the Bronco Raptor.
Proof of concept, but if it viable to make? Will people buy it? How many to make? How will costs be recouped? Are you gonna buy one?
It shows how many people don't understand how manufacturing works. There's tons of proof of concepts out there, but the viability in making it a product is the hardest part. One off prototypes is great, but figuring out how to make tens of thousands, all at reasonable prices...
And besides, the Bronco Raptor isn't meant to be a high volume car. They center their attention on what sells. EVs don't sell to general public, there's tons who are still highly skeptic.
They are finally doing it but motors are hardly the primary issue. Global battery production can only support a few models right now. From a business sense you can build and sell 2-3 electric cars or you can build 1 truck. For the most part you will get more profit out of the cars. This is the same reason Tesla isn't pushing the semi out, they can either sell 1 semi at 150k or like 5 model 3s at 80k. Until we have more battery factories and raw material mines the EV lineup will remain quite limited.
@@Xyler94 Yes I would buy one.
@@craig8638 Cool, that's 1 sale. What are you willing to spend?
@@Xyler94 considering the price of 250’s and 2500’s quite a bit.
We like that it looks like a regular truck. Not something outta The Day The Earth Stood still movie.
The facility isn’t top secret.
The stuff at the facility is. It is a cool place. Do they still have the tank?
They should do dual plug for charging. Like two packs
What is the charging like 250kw max?
Did they mention the Fisker Ocean? I think that second motor is the one that will be in it.
Love what they are doing but instead of relying on batteries alone for the power source they need to consider an onboard Microturbine Generator (MTG). Basically it is a small gas turbine (jet in layman’s terms) engine that is based on turbochargers. The generator is directly coupled to the main shaft of the engine and is designed to produce electricity at the turbine’s most efficient speed.
MTGs are lightweight, compact, have ultra low emissions (no exhaust gas treatment required by the US EPA), efficient, virtually maintenance free and fuel agnostic so they can utilize most currently available fuels.
Cool!!
How much did the electricity cost to charge this truck
Does it still cost less than half of diesel cost?
Hi Schmee.
Look at the size of that electric motor! Was it AWD? I did not see the front axel?
I can assume it was, as it was also spinning at the same speed at the front on those power turns 7:38
Yeah you can see at 1:05 as well
They showed the front motor with the inverter mounted to it in the display at the end of the video. On the Chevy heavy duty truck the front axle is independent front suspension. So the motor is going to be mounted to the front K member subframe. And cv axles will go out to to the wheels, That's exactly how it works on the factory GM truck. Only the rear axle had the motor directly integrated into the axle itself. And it was a big ass motor.
How far will it go towing 18000 pounds?
You 1up’d TFL truck for sure!
My wish list...
Flat towable. All fours wheels able to free wheel.
Large frunk.
500 miles of range loaded 12-14k @ 75 mph, on level ground, in summer.
15-80% charge in 1 hour, or less.
Under $70,000
Have produced over 10,000 units before 2025.
Tall ask I know. It needs to be as good or better than current diesels. Right?
Thank you for the content. You go where I can't to get the info I need.
Check out Atlis Motor Vehicles
@@valtopete2996 OK. Are they closer to production ready?
@@simonthebroken9691 going to start manufacturing batteries to sell to partners next quarter and the first pickup trucks should come at the end of the year
@@valtopete2996 That's good news. More competition the better. Thanks.
Sounds like a reasonable requirement list. I would also like to see retrofit of converting ICE truck to this system for under $30.
So this setup I can convert my 1998 GMC 2500 to a E truck ?
Would it be possible/feasible for a manufacturer to have 2 separate battery packs and charging systems to half the charge time?
It wouldn't really half the charging time, probably would have the opposite effect because of thermals. A battery of double the size/cells can soak up more amps, or alternatively can double the voltage, so for straight charging power you'd want a very big battery with the highest voltage possible.
@@0hypnotoad0 I think the idea behind what he’s thinking is what some phone manufacturers do to increase the speed of charging.
@@TristenHernandez Maybe, but the reason that works is because a phone battery is only have one cell, and even in that respect it doesn't work very well, they'd still be better off putting two batteries in series - the reason they don't is because all the OEM phone hardware is designed to operate on a 3.7-4.2 volt li-ion cell, so the only option they have is to pull more current and charge multiple batteries (ie: single cells) car batteries are comprised of banks of hundreds of cells, so in order to maximize charge rates it's best just to wire cells in series to increase the system voltage.
This would make a great Diesel hybrid solution. Drop a 30KW battery with a Diesel or gas generator.
82kWh battery on a truck this size would mean a range of ~150mi? Maybe less?
It’s also not a production vehicle and the thing being sold is the motor, not the battery, so the battery will be determined by OEMs who purchase the motor depending on what range they want to offer. The range that this has based on the battery it moot coz it’s not about the battery.
@@iamdaviddoliver - and it's getting better every day.
No need to waste a bigger battery on a truck made for testing the engine. This company only sells the engines and let's the car manufacturers figure out how to get a larger battery in a truck.
Why is there power a power steering reservoir at all?
Because they are adapting an electric drivetrain to a truck that only came with ICE drivetrains. I’m sure it was less expensive for them to just use the existing hydraulic steering gear and adapt an electric hydraulic pump to it versus retrofitting an electric power steering system to the truck.
If they were building an electric truck that was actually being sold, it would make sense to make a fully electric power steering system for it.
@@ouch1011 Though they might still choose to use hydraulic even in production vehicles. Hydraulics are often chosen for heavy duty vehicles due to the sheer grunt and instant precise power delivery. Not need for the electric motor to turn exactly correct rotations and grinding motor gearings. Just steering valve redirecting flow and massive hydraulic pressures give instant precise control, but with massive power to turn even the biggest truck wheels with heavy load pressing down on them.
Plus hydraulic cylinders at tolerating stuff like say feedback shocks from driving on bad terrain or road under heavy load. One smacks into pot hole or stone and it won't be metal on metal shock smacking right back to the gearing teeth of the motor or grinding a steering rack teeth. Rather one is smacking a hydraulic cylinder and well hydraulic cylinders are desinged to take smacking with pressure. That is how they work in the first place. Add in accumulator to smooth out the hydraulic hammer and pressure shock and one has very robust steering able to handle heavy forces and shocks. Ofcourse takes heavy duty high pressure piping, connectors and cylinders and so on, but well those are available from heavy construction equipment.
going all electric on lighter duty vehicles absolutely makes sense for the simplicity and weight reduction.
@@ouch1011 That is kind of craptacular. Hopefully GM will toss that ancient tech to the curb and properly start over.
Holy wow!
Someone should acquire this company but maybe they don’t want to be acquired since they’re wide open and able to help many manufacturers and offer compelling products.
For that much muscle power, it needs a battery at least twice as big, even three times as big. It just seems like a non-starter until battery chemistries are able to double or triple the energy density (per kg) relative to current batteries.
-Matt
You can easily fit a battery twice as big or more - Magna specced a battery to show off their drivetrain and this is all they needed.
@@OutofSpecReviews Oh, I'm not criticizing the test vehicle. The problem is that without another one or two major generational improvements to batteries, the weight and the cost of the battery pack needed will make it a non-starter for the intended market.
Personally speaking, I think its going to be a while before a heavy consumer BEV truck makes any real sense. It's already hard to justify it even for light-tow vehicles, but at least a large chunk of the customer base for light trucks won't actually be towing anything with them.
That equation is considerably different for heavy (consumer) trucks. I would expect that most of those buyers would only be getting such vehicles because they actually need to tow something big. And as we know, the instant you start towing anything with an EV, drag causes the range goes to pot, making the battery pack requirements 2x or 3x larger than for EVs that are not primarily used for towing.
-Matt
@@junkerzn7312
I agree, TFL recently did a test with the R1T Rivian they borrowed. They did there regular Ike gauntlet towing test. The results were not that fantastic. The truck handled the weight excellently no issues there at all In fact it was fantastic. But the range went to less than 50% normal consumption. Then you have the problem of charging. Are you going to stop every 150 mi and disconnect your 35-ft camper so you can pull into a charging space? I don't think so. And there aren't that many charging locations that have pull through parking.
Of course all of this can change with time and I'm sure it will
@@kens97sto171 Yeah. This will be a common complaint for the first generation EV trucks. Hopefully only the people that don't plan on towing with them will buy them first.
This is a Pretty Big Deal... All it needs is a Decent Range... Pretty Exciting !!!
Love it! While ATLIS keeps talking; being dishonest and scamming people, these people got it done.
I'd love to see this type of conversion on a midsized truck. What's the emergency shut-off? Is that only because this is in prototype stage?
It would be great to be able to purchase the rear differential / motor and integrate with my current F-250 6.2 gas. Keeping the gas engine connected to the front differential and stock transfer case and use either the electric motor or the gas engine as 2WD. Gas powering the front differential 2WD or rear differential / electric motor operating in 2WD. Sold as a bolt in kit...
BEV 🏆
Let me guess. The range is top secret
The range isn’t very relevant since this is just a prototype battery to power the axle. It’ll be up to the automaker to spec the battery capacity they need for their range targets
Love evs
I would love to convert my 2001 Chevy Silverado 1500 to ev.
That looks like a bad idea interms of having massive unsprung mass
Only 5% more unsprung mass compared to the axle that was shipped with the vehicle
@Out of Spec Reviews Interesting, that's not as bad as I thought 😅 But wouldn't it be better to have the motor fixed in a cradle?
@@MADMAX7330 Putting the motor on the axle has huge cost, manufacturing, and range benefits. These aren't sports cars, they are heavy duty trucks and nobody will even notice the difference with 5% more weight in the rear axle.
I'd like to see electric trucks with snowplows on them it looks like no one has thoughts of what do people use there pickup in the winter time for i guess electric pickups are only good in the summer time i have not seen one electric truck setup to work in winter time i guess they cant handle plowing or any real work besides the batteries would be dead before the snowstorm would stop !
Been driving EVs for 8 years now they take a range hit during the winter but not as bad as EV haters say. Electric motors have a lot of torque so I think they would make good snowplows. I wouldn't worry about though, the big companies are snapping up all the production and will for years the total cost of operation is so much lower.
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This is different than your lucid video... they weren't trying to control you doing your thing as much.... it was still a pretty controlled situation.
408kw = 547 hp
Just not seeing the GREEN and in the MASSIVE Hummer EV
Why EV trucks are not the majority on the road right now is a mystery.
Battery supplies, basically. If EV trucks were sold, they would sell to fleets immediately, but a large truck like this would eat up the battery cells of four smaller vehicles. To me it'd make more sense to put as typical 50-70 kwh battery pack in EV trucks to cover city trucking and commuting needs, and then pack a small ICE range extender in the front to provide additional power and energy for highway cruising/towing.
Range, and charging. On the heavy duty truck side a much higher percentage of buyers actually do use their trucks to do serious work. Much more so than the light duty truck market.
TFL recently did a towing test up the Ike gauntlet, using the Rivian R1T. It's pretty obvious pretty quickly that when you're telling heavy duty stuff or large items that have a lot of aerodynamic drag like an RV camper etc. You can take whatever range is advertised and cut it by at least 50%. Then the other problem is are you going to want to pull in some place disconnect your 30 ft camper, every time you want to charge? And you might be finding you have to do that every 150 mi. Nobody's going to go for that.
To me it's actually the light duty trucks that will get the most advantage from electrification. Most of the time they're not used to all heavy loads, and they spend a lot of time just driving around as a daily driver.
@@kens97sto171 That may be true in some instances, but in trades almost nobody uses 2500 for it's intended purpose. Usually tradespeople DD a 2500 for 363 days of the year, and tow a 8000 lbs trailer ~150 km for 2 days a year. Most of it is just the usual over-purchasing that is very typical of American and Canadian consumers. I could see an electric 2500 being very useful for a towing company that operates in a city (which is where most tow trucks operate)
@@0hypnotoad0
I think it depends upon where you live. I live in Texas 25% of all vehicles in Texas are pickup trucks.
Out here there's certainly are some 2500s that roll around as mall crawlers and never get used for work..
But there are a hell of a lot more of them that are used heavily either for towing or as you said contractors or construction, and in Texas a lot of them are oil workers, or owned by oil companies.. And they don't just drive home and to work. They're often traveling 2 to 300 mi sometimes. And they're often pulling 30ft trailers with pipe or other equipment on them.
On the 1500 series side I think electricification is easier to do. Those vehicles are usually used around town or maybe to haul a boat to the lake.
There are a lot of people that use 2500 series trucks as hotshot trucks. They're running 30 ft trailers almost continuously. Lot of 3500 series trucks are used for that too.. Probably more actually. But 2500 series trucks are useful in this field, they're a little bit lighter, they get a little bit better gas mileage, and if you're hauling bulky but not heavy freight they're a better choice.
They're pretty common in the oil fields like I said. Because they're often carrying long pieces of piping which are bulky but not that heavy.
@@kens97sto171 I'd imagine in farm country the 2500s are actually used as intended. As for urban areas, almost nobody needs a 2500 for long range towing, they are mostly trophy trucks. I could see needing a 2500 for towing capacity, but in urban spaces you're not going far enough that range would be a big issue. In the broad scheme of electrification I think the best thing would be to option at a ICE range extender - main version being a full EV with a 150-200 kwh battery and a front trunk, and offer a PHEV version with a smaller 50-80 kwh battery for plug-in driving, and a smaller displacement generator that fits under the hood (sans front trunk). Heavy duty trucks are already exempt from many emissions, so I could see some exemptions being made for ICE options in the future.
What’s the price? Range? Going in circles is not what I’d want to do with it.
You can't buy it - This is something automakers will be purchasing in bulk to support their series production models
@@laloajuria4678 ... it's most likely because there's no set price. This isn't a production vehicle, it's an expensive proof of concept prototype. I'd wager this costs 30 to 50K more than the gas version, in it's current config.
That's exactly what you'd be doing with it. In a way.
Thanks for showing it to us.
so, you will trade your tested and proven duramax or powerstroke or cummins
- for 5 times the money,
- a postage stamp range (lucky to get 75 miles on a charge)
- a guaranteed battery replacement in a few years(another pile of money)!?
- while the mileage may not be the great gain they hype!
hmmm! lots of hype still... ICE not going away soon.
...and no one talks about these electric engines lasting under real load...
how much will that repair cost?
Lordstown Motors?
The fan boys aren't going to like my comments.
I wonder if GM can snatch victory from the.jaws of defeat? Too little too late, in my opinion. I've bought only GM vehicles my whole life. Currently own five & gotten rid of a dozen more, bewteen my wife& I. GM has taken forever to get to this point. I just want something that's efficient and does the work I need it to. I expect this to underwhelm in the real world. Towing capacity should be great, but other metrics, not soo much. ROI being the most important. GM tends to over promise and under deliver.
Well GM has the new Silverado coming. The Ford truck isn't available for purchase yet either. Neither is RAM. I would say in the truck segment they're all about equal. Ford and ram have not talked anything about a heavy duty version. Neither has GM for that matter. But you're certainly right the GM has not done a fantastic job of electrification up to this point. Actually really like the bolt EV is a super practical daily driver and it's quite popular with rideshare drivers on the west coast. But they've not handled the battery recall issue as well as they could have.
I suspect when we start to see their next generation of vehicles with the ultium battery packs we might start to get a good idea of what they're going to do and how well they're going to do it.
It doing donuts out in a field is useless. Hook it up to a gooseneck on dry grades and tow some shit
Kyle. Are you on a Boat or drunk 🥴. Can you not be still!
YOU'VE GOT IT ALL MIXED UP........RANGE IS SUPER IMPORTANT, SPEED OFF THE LINE, MUCH LESS SO..........JESUS
Not about the battery. This is a prototype of the motor. Range will be determined if an OEM purchases the motor to actually use in their trucks and then they pair it with their own battery pack. The test is about the motor not the battery.
@@iamdaviddoliver TRY HAULING HEAVY LOADS AND TOWING WITH AN EV...........THEN GET BACK TO ME, WITHOUT RANGE IN THE REAL WORLD........YOU'VE GOT NOTHING
You should turn off your caps lock.
You Have Problems, Not Issues
Somewhere, at some point over the recent past, someone decided that it was no longer acceptable for a person to say what he or she means; it was no longer acceptable to speak in precise, direct words. And what’s worse, someone, somewhere decided that we should all be offended when someone calls a problem a problem! Everything has to be translated into some sort of euphemism. I don’t really know why it started, but can we please stop referring to every problem as an issue?
An employee no longer has a problem keeping up with production; he has an issue. A child no longer has a problem behaving in class; she has an issue. A married couple in therapy no longer has problems in their marriage; they have issues.
Even bad weather now causes performance issues on the football field and traffic issues on the road; and a basketball player with a sprained ankle has an ankle issue. I’m not sure what’s so offensive about discussing traffic problems, health problems, or a sloppy football game. Is it just me?
The problem-that is, what’s wrong-with substituting issue for problem is that those two words are not synonymous-and no amount of being politically correct, disingenuous, or even condescending-yes, it can be condescending-will make it so.
An issue is a topic, such as The candidates will discuss the issues at the debate. That means that the candidates will discuss the different topics, or subject areas, involved in running our country.
A problem is something negative. A problem is something that needs to be solved. A problem is something that we try to overcome. A problem is something that we don’t want. There, I’ve said it. And it feels great.
An issue is not a problem, but I’ll tell you what is a problem: the grammatically incorrect trend of telling someone that he has an issue when what you really mean is that he has a problem. Call it what it is, and it’ll be easier to solve.
You sound like a bot.
Same ugly Chevy interior !
I have said it before and i say it again, batteries is not the future, ev yes but not with batteries, batteries only limits you..
What's the power solution if not battery? Hydrogen fuel cell is the only thing I can think of, and is has massive issues to overcome to get to mainstream viability.
@@MLHunt Try magnetic works wonders.
and next step mercury. you figure out the rest.
@@Mr_Seppo "you figure out the rest"
sounds like a perpetual motion machine you have there
Nope!!