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dwightlooi

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Everything posted by dwightlooi

  1. First of all, I am a CLIMATE DENIER. I do not believe in the Global Warming hypothesis. It is nonsense that the climate today is warmer than it has ever been or that it is in any way abnormal. The fact is that the Earth was warmer 800 years ago when there was practically no polar ice cap and the Norsemen were able to settle on Greenland. She was also warmer when the Step Pyramid was built, when the Minoans thrived, when the Dinosaurs walked the Earth and for countless periods in between. Perhaps more importantly, she has been warmer during most of these periods with half the CO2 in the air. Th
  2. That is only a problem with nitrogen storage catalysts. Urea Injection is an after treatment sprayed into the exhaust after the cat; $h! fuel is not going to hurt the tank or the sprayer. You may have trouble buying the Urea (aka DEF) if you used it up and peeing in there won't cut it. But, they typically last between 6000 and 9000 miles so if you top it off before the trip you should be fine.
  3. Nobody actually needs to remove anything in half of the modern diesels. These use urea injection not a nitrogen storage catalyst. This is favored in the USA because we do not really have true low sulfur diesel fuel and sulfur poisons nitrogen traps. The Urea is misted downstream of the cat and the ammonia in it converts oxides of nitrogen to nitrogen and CO2 (as well as some CO). When the Urea tank is empty the ECU knows and is supposed restrict vehicle operation (to 5 mph). THAT, however, is easily fixed with a software flash. It's as easy to detect as performance software on the ECU -- which
  4. I don't know how I became part this fray, but your outburst is nonsensical. I don't dislike you and I never left... I simply haven't found much to comment about on this tread lately exactly because of the prevalence of this kind of diatribe. My position on EV is very simple and it hasn't changed. (1) EVs do not currently make economic sense because of the cost of batteries exceeds the cost of fuel over the lifetime of the battery (and often times that of the vehicle). That is why they need subsidizes and tax bates to survive on the market. (2) EVs also do not make convenience se
  5. That's VERY a bad Photoshop job on the teeth...
  6. OK... given GM's announcement regarding their Ultium Battery architecture, my prescription for a practical EV will be:- 4 x Ultium Battery modules = 33 kWh (~80 mile electric range) = enough for 95% of US commuters 1 x 30kW Capstone (single stage unrecuperated) Microturbine = Ability to recharge battery to 90% capacity in 1 hour 16 gallon fuel tank will provide 230 mile of additional range for a total of 310 miles* *Note: With 16% thermal efficiency on the Turbine-Generator, 16 kg (5.56 gallons) of fuel is needed to produce 33kWh (or 80 mile range) using 12.9 kWh/kg Gasoli
  7. None of this would have happened if the Australians are smart and not fixated on "free trade" fallacies. Imagine a 50% import tax on cars made anywhere except Australia, plus making any purchase of durable goods over $1000 that is made in Australia tax deductible for income tax purposes! Suddenly, Holden makes perfect sense and importing US, Mexican or Chinese made Chevys makes zero sense. Not only that, you'll probably find at least two or three automakers like Toyota or VW setting up a factory in Aussieland. FREE TRADE = SUICIDE.
  8. Speaking of Turboelectric generators... Simplest (least efficient) is a turbocharger with a combustor between compressor and the turbine wheels. The shaft is then extended and a generator/starter added. Efficiency is going to be low because a single stage centrifugal compressor can generate a pressure ratio of maybe 4:1 (5:1 with advanced aerodynamics and larger sizings). Next up is a recuperated turbine (most common arrangement in the turbine generator world). That is we put a heat exchanger on the turbine exhaust and use it to heat air coming out of the compressor. This recover
  9. That only works if consumers actually want to buy EVs. Outside of Global Warming coolaid strongholds like California that is not really happening for three reasons. (1) People like the ability to refuel in 2 minutes vs recharge in 2-10 hours. (2) At today's costs the battery costs more than the lifetime gasoline cost of ICE powered cars. (3) Batteries with an energy density of about 0.8MJ/kg is simply not a direct replacement for gasoline at 46 MJ/kg. If you car carries the same weight in fuel as the Tesla Model S does in battery mass (1,200 lbs) it'll have an astounding range of 6,000 miles a
  10. He sure stopped for the better part of two years and we gave him ZERO sanctions relieve, no nuclear fuel and nothing but a bit of attention. Sure as hell beats paying tribute to the fat arse under Clinton or Obama!
  11. Not really. It doesn't work like that. The pie isn't "Chevy Sports car Buyers" and how to split it between a Camaro and a Speed. The pie has always been "$30~50K sports car buyer" and how to split it between all the relevant cars from every manufacturer. I'll be more worried for the Toyota/Subaru FT86, Toyota Supra, BMW M240i, etc. than I'll be for the Camaro or the Dodge Challenger. If GM wants market share they have to go steal it from the other gyus. The Camaro isn;t stealing anything except from maybe the Ford Mustang and Dodge Challenger.
  12. Three things... (1) There is no reason to believe that the Camaro is going anywhere. It is not expensive to keep making it on the same platform with refreshed sheetmetal. Sales are enough to sustain production. Heck, sales are higher than all of GM's EVs combined. (2) The SPEED is not really in the same segment. It is a 2-seat MR coupe; not a muscle car. Mid-engine doesn't really cost anything apart from a new platform and in many cases a new platform doesn't cost much if it is kept simple (like the Kappa). Anyone looking for a muscle car is not going to look at the SPEED or vice ver
  13. Don't worry, Orange Man is very smart.
  14. Not really... the Miata is neither fast nor mid-engine nor a hard top coupe.
  15. Here's an idea for Corvette's baby brother...
  16. FICTION Chevrolet Speed The Chevrolet Speed is built on the AMR (Affordable Mid-engine Rear-drive) Platform to be an affordable sibling to the Corvette that appeals to buyers in their 20s and 30s. It is designed around the 3-3-3 paradigm calling for a 300 hp car, weighing 3,000 lbs and costing 30,000 dollars. The modestly sized car features an architecture that avoids using expensive materials such as aluminum, magnesium or carbon composites, while utilizing an all-strut suspension design. Power is provided by a 2.7L turbocharged Inline-4 from the Silverado Pickup and the high torque
  17. We don't know that, and we'll NEVER know that. Even if it is true the ChiComs will never admit it because everyone in the world and their own population will be lining up to pound them in the arse. Sure, the Chicom will survive such a scandal, but Xi Jinping is not invulnerable -- not to other aspiring power blocks within the Chicom at least. So, you'll never know because there is no way they'll let you.
  18. Dead divided by dead plus recovered. You do not count people who are still sick because some of them will die but haven't died yet. 2876 / (2876 + 36873) = 0.072354 I also believe that the death rate will go up when you have millions of people sick because when the medical care the you get is an asprin, a bottle of water and a cot in a converted stadium you are more likely to die than if you have 10 nurses, 5 doctors and a specialist from the CDC to fussy over your daily progress like you do now, with a respirator, an ECMO machine and all the gadgets of a good ICU at their disposal i
  19. 2.5% is utter rubbish. It will be much higher, probably around 10~15%. You need to compare the death rate to the recovery rate, not the total infected. Not even taking into account under reporting by China for economic reasons, we have:- 84,144 infected (total) 39,749 have concluded their illness (recovered or died) 2,876 dead 36,873 recovered Death ratio 7.2% If and when you have millions infected, you are not going to have a hospital bed and intensive care for people who need it. 36,308 currently sick 8,087 in serious or critical condition
  20. What I was trying to point out was that downsizing to 1.4L and packing a turbo to get in the same power bracket as a 2.0L NA engine does not actually yield ANY fuel economy advantage. I bet you that a 2-valve Inline-4 displacing 2.7 liters but running an Atkinson Cycle cam will deliver the same 150~160 hp with better fuel economy and emissions than ANY 2.0L 4-valve engine or 1.4L turbo. It'll be a bigger engine but it may not necessarily be heavier given that it ditches the big fat DOHC head. Actually, more valves = worse emissions. Remember the 3.2L and 5.5L 3-valve engines from MB about
  21. If that is your objective, the 4.2L Blackwing or 3.6L HF V6 still makes ZERO sense. They are not exactly "low displacement". If that is your objective, have a pair of engines specifically for those countries with displacement taxes. Like say a 0.99L I4 boosted to 160hp and 1.99L V6 boosted to 320 hp or something along those lines. And don't worry about lag either because these also use the same 48V electrics and that 50 lb-ft @ 0 rpm motor-generator helps plenty with response from 0 to 4000 rpm -- not so much to move the car but to move the engine revs to the sweet spot during a downshift for
  22. Look, if it is profitable it is TAXABLE. If it is breaking even or losing money, it is not. It is very easy to make a division lose money -- just make it do a ton of R&D and prototyping which soaks up all the profits and then some. Now, once developed, the technology is then "shared" or gifted to the rest of the company. NOT ROCKET SCIENCE. This is why high corporate taxes is pointless in the era of multinational corporations. Where do you think they take their loses and where do you think they move the profits? If you guess high tax countries and low tax countries, maybe you are not
  23. Not really. Down sizing is in theory for fuel efficiency. And, fuel efficiency might be an emissions thing, but no emissions standard anywhere actually cares about how many valves you have. Down sizing however hasn't proven to be all that beneficial to fuel economy. The 495hp 2020 Corvette at 3,700 lbs with 6.2 liters of pushrod power gets 15/27 mpg (it would have been higher too if not for the very short gearing to get the car to 60 mph in 2.9 secs). The C63 AMG with its 469hp 4.0TT at 3,800 lbs gets 18/27 mpg from 2/3rds the displacement. Doesn't seem like all those cams and losing 35% of th
  24. Actually, they never did -- to their own detriment. The point really isn't "high powered" V8s. The point is to ask yourself what power you need for a given application and how to most economically, reliably and efficiently produce it. At 400, 300 and 200 hp naturally aspirated, the 5.3L V8 4.0L V6and 2.7L I4 fits into the applications perfectly. A 600 hp bi-turbo is also ideal for flagship luxury cars and SUVs. You can make all that with a smaller architecture than already very small and compact small block. The problem with DOHC designs is that there is practically NO ADVANTAGE to t
  25. Let me just say this... the Blackwing V8 is probably dead given that the new 2020 Escalade DID NOT USE IT. And, good riddance. GM should focus on their strengths not try to copy the Europeans overly complicated and unrelaible engineering paradigms when it is 20 years too late and buyers committed to European engineering hype are not going to give Cadillac a second look anyway. Here's what I believe GM should do for the 2020s... say hi to the.... Microblock Family The Microblock is a pushrod 2-valve per cylinder architecture scaled down from the Smallblock design. Bore spaci

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