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A 1000lb car would have the front wheels in the air with a 1000lb tongue weight. I keep saying that structure is the least limiting factor in tow capability. Watch the video of the F-150 being dropped a couple feet onto the tow hitch. If someone crashes their F-150 because they exceeded the tow...

I was trying to say if you make the compromises necessary to handle the tongue weight you might as well design it to handle the corresponding tow weight. The hitch receiver itself really should never be the limiting factor.

If you're going to design the rear suspension of the vehicle to handle a higher tongue weight you might as well spec it to tow the standard 10x the tongue weight. I think the rack weight limit relative to the tongue weight limit is very dependent on the design of the receiver. For example I...

My understanding is that it's best to charge to 50% for daily driving if you're trying to maximize battery life. Manufacturer don't say that because it would generate sadness (even though it would work fine for the vast majority of people.)

That's my point, EPA range uses an extremely simplistic model of the car and then does dumb things like round to nearest 500lbs, then has manufacturers multiply in a fudge factor... etc. Using a model like what's in Teslas and then inputting how the average driver drives would be far more useful...

It's only 10lbs less than the Model X (which uses the same stupid hitch manufacturer) Tongue weight on real trucks and SUVs is limited by the weight on the rear axle so the derating is the relative distance from the rear axle. Note that the Model Y has a 160lb max bike rack rating while the...

My Tesla seems to be able to predict real world energy consumption with incredible accuracy. The EPA should just license or figure out that technology and force every manufacturer to supply their vehicle parameters for the model. Then they could have a set of standard drive cycles to input into...

Seems like someone with a Gravity could just measure the clearance to the factory wheel...

They convert 240V AC to the battery voltage and then run the HVAC off of that voltage. To be super pedantic, because the current probably flows along a metal bus within the battery you could argue that it is using the battery pack even though the battery cells themselves are not being used.

I love one pedal driving. I feel like it makes it possible to drive with maximum smoothness. I've never driven a Porsche but usually the brake pedal on a blended system doesn't feel as good as pure hydraulics. I still use creep though because I think it's safer to have my foot on the brake when...

"Porsche claims that with the blades extended, the Cayenne EV improves its coefficient of drag by 0.06, which translates to about six or seven miles of range." Wouldn't .06 improvement be way more than 6-7 miles of range? I remember a video where Rawlinson mentioned that extending the rear...

It's actually only 2 inches shorter. I'm sure the Gravity has way more interior volume though. The range will definitely be shorter but the charge speed will make it competitive (like how the Taycan is a faster road tripper than the Air.)

This is the real Gravity competition. https://www.caranddriver.com/reviews/a65810736/2026-porsche-cayenne-electric-prototype-drive/ Only a 106kWh battery but has 400kW charging with 10-80% in 16 minutes. The shots of it off-roading are hilarious, zero articulation.

The manual only says not to tow until the upgrade (ridiculous! )

Page 114: https://lucidmotors.com/media/document/Lucid-Gravity-Owners-Manual_en-US.pdf Weight limit is 110lbs.

I get slightly enraged when my Model 3 doesn't open when I pull the door handle. Tesla at least has some excuse, they are using bluetooth in a way it was never intended (the standard for phone as key didn't exist when they developed the car.) Proximity keys with dedicated hardware have been...

The tires on the bigger wheels have more traction (hence the lower efficiency) and the difference in range probably isn't as large as the EPA numbers suggest (rolling resistance is a smaller percentage of highway vs. city range) The third row range hit is just because the EPA calculation rounds...

Unless he has a third row, then it's 387 (because they round the weight 500lbs...) All the numbers are kinda fake. It will be interesting to see somewhat controlled real world testing. Note that this is wall to wheel efficiency. To get 407mi you would need to get 30kWh/100mi (3.3mi/kWh) battery...

Wow, those are some good numbers for the X. What Wh/mi is that? Maybe she had traffic? I'm surprised because the X is rated at ~10% more efficient and it got closer to its rating. I would expect them to get the same efficiency since they're the same size, weight, and aero.

Probably not. I think they moved the port to the back at the same time they switched to NACS. CCS port Gravity have the port in the front.