On 26/12/2025 18:28, Tim+ wrote:
Have you considered why a gearbox is necessary with an IC engine?They do, but they can start from rest so need no clutch to start.
Electric
motor simply donrCOt need one.
On 26/12/2025 19:28, The Natural Philosopher wrote:
On 26/12/2025 18:28, Tim+ wrote:
Have you considered why a gearbox is necessary with an IC engine?They do, but they can start from rest so need no clutch to start.
Electric
motor simply donrCOt need one.
My first ever car was a Standard 10 (1957 model with "Standrive" 2-pedal control - just accelerator and brake) and it did have a clutch but it
was normally disconnected by springs at tick-over and it engaged using centrifugal weights to force the clutch to engage as the engine speed increased. It had a electric switch on the gear lever so that it used engine vacuum to force the clutch to disengage as I held the knob to
change gear. It was a clever fully manual automatic approach to
driving. Luxury cars of a similar vintage had a pre-selector gearbox
and fluid flywheel arrangement which was also a clutchless arrangement
with manual gear selection. The answers to zero to above tick-over
starting in a manual gearbox ICE without the driver using a clutch pedal
are about 70 years old, though nobody uses them any more.
Away from cars but continuing the assumption that the programmer knows better than the driver what is best, I remember a plane crash at a air
show. The pilot in a latest model of an aircraft was demonstrating what
it could do, and did a manoeuvre close to the ground then went for full power to get height to clear the trees he was heading towards. The
plane's software reduced the engine power in the interests of fuel
economy and the plane hit the trees. One scene of wrecked plane, dead
pilot and spilled fuel all because the plane manufacturer had given the programmer's decision priority over the pilot's requirement.
Hmmm, sounds like an urban legend. Can you recall when or where this is supposed to have occurred? It should be possible to find the original accident report online.
On 31/12/2025 13:54, Tim+ wrote:
Hmmm, sounds like an urban legend. Can you recall when or where this is supposed to have occurred? It should be possible to find the original accident report online.
IIRC it was an early Airbus of some sort. TOGA power was restricted in spoolup or something. I cant recall more than that.
Tim+ wrote:
Hmmm, sounds like an urban legend.-a Can you recall when or where this issupposed to have occurred? It should be possible to find the original
accident report online.
IIRC it was an early Airbus of some sort. TOGA power was restricted in spoolup or something. I cant recall more than that.
The Natural Philosopher <tnp@invalid.invalid> wrote:That's what I recall, yes.
On 31/12/2025 13:54, Tim+ wrote:
Hmmm, sounds like an urban legend. Can you recall when or where this is >>> supposed to have occurred? It should be possible to find the original
accident report online.
IIRC it was an early Airbus of some sort. TOGA power was restricted in
spoolup or something. I cant recall more than that.
https://en.wikipedia.org/wiki/Air_France_Flight_296Q
perhaps?
Nothing to do with fuel economy though - they were intentionally operating the aircraft below its stall speed in order to demonstrate the computer protection. In this case the pilot pulled up which would have caused a
stall - the computer prevented that, but there was not enough time for the engines to spool up to give climb thrust before they ran into the trees.
Had the computer not been active they would have stalled and fallen onto
the trees anyway.
The Airbus stall protection has saved a great number of lives, including the 'Miracle on the Hudson'.
Theo
Indy Jess John <bathwatchdog@OMITTHISgooglemail.com> wrote:
On 26/12/2025 19:28, The Natural Philosopher wrote:
On 26/12/2025 18:28, Tim+ wrote:
Have you considered why a gearbox is necessary with an IC engine?They do, but they can start from rest so need no clutch to start.
Electric
motor simply donrCOt need one.
My first ever car was a Standard 10 (1957 model with "Standrive" 2-pedal
control - just accelerator and brake) and it did have a clutch but it
was normally disconnected by springs at tick-over and it engaged using
centrifugal weights to force the clutch to engage as the engine speed
increased. It had a electric switch on the gear lever so that it used
engine vacuum to force the clutch to disengage as I held the knob to
change gear. It was a clever fully manual automatic approach to
driving. Luxury cars of a similar vintage had a pre-selector gearbox
and fluid flywheel arrangement which was also a clutchless arrangement
with manual gear selection. The answers to zero to above tick-over
starting in a manual gearbox ICE without the driver using a clutch pedal
are about 70 years old, though nobody uses them any more.
Away from cars but continuing the assumption that the programmer knows
better than the driver what is best, I remember a plane crash at a air
show. The pilot in a latest model of an aircraft was demonstrating what
it could do, and did a manoeuvre close to the ground then went for full
power to get height to clear the trees he was heading towards. The
plane's software reduced the engine power in the interests of fuel
economy and the plane hit the trees. One scene of wrecked plane, dead
pilot and spilled fuel all because the plane manufacturer had given the
programmer's decision priority over the pilot's requirement.
Hmmm, sounds like an urban legend. Can you recall when or where this is supposed to have occurred? It should be possible to find the original accident report online.
Tim
On 31/12/2025 13:54, Tim+ wrote:
Hmmm, sounds like an urban legend. Can you recall when or where this is supposed to have occurred? It should be possible to find the original accident report online.
I am remembering a short news report broadcast many years ago so I know
it was a real crash, I just don't remember when. I did a search for
"air show crashes" and was offered an enormous list of them, each with a thumbnail description. After nearly 2 hours of ploughing through the
list I found one that sort of meets the broadcast description of the
crash. At least it is sufficient to lift it out of the Urban Legend category.
1988, June 26 rCo (Mulhouse, Alsace, France) rCo While performing a gear down low speed pass, a chartered Air France Airbus A320 lost altitude
and crashed into a treeline.
Looking at the history of the A320, it was the first Fly-By-Wire
passenger aircraft so it did rely on software interpreting the pilot's intentions as signalled by the controls. The first A320 was delivered
to Air France on 28 March 1988 and began commercial service on 8 April
1988, so it would have still been regarded as the latest model in June
1988. 16 of the initial order of 25 had been delivered by the end of 1988.
The pilot said they commanded takeoff thrust and nothing happened.
But jet engines are big heavy spinning things and changes take time
to happen. There wasn't enough time here. Perhaps time seemed longer
in a panic scenario?
On 02/01/2026 12:46, Theo wrote:
The pilot said they commanded takeoff thrust and nothing happened.
But jet engines are big heavy spinning things and changes take time
to happen. There wasn't enough time here. Perhaps time seemed longer
in a panic scenario?
At least one Bristol Blenheim was written off recently by ramming the throttles open to get full air but then starving the engines of fuel.
I don't know what happens if you overfuel a big bypass jet at low RPM. I imagine the TOGA spool up parameters were set not to fuel efficiency,
but to prevent compressor stall or explosions.
Just like flooring it in a modern car won't cause the engine to die through an over-rich mixture - the accelerator pedal is just an input to the ECU and the ECU won't let you command unsafe mixtures.
Theo
Andrew <Andrew97d@btinternet.com> wrote:
Some people here will have travelled on the Tube in LOndon
in the 60's and 70's and remember the way that power was
applied in steps, whereas the modern tube cars make that
funny noise which I guess is the from the inverters and
associated gubbins.
The Piccadilly and Bakerloo lines still have 1970s stock with DC motors >powered via thyristors with camshaft control, where you go through the >'gears' by changing position on the camshaft.
One speed cars, the max-rpm of the motor prevents achieving
really high road speed. If I need to hit 160km/hr to make a pass on a long >straight stretch before the next hill arrives, I expect my car
to be able to do that speed. If the car will barely do 120km/hr,
that is a marketing deal-breaker for "people who hate BEV".
It's just one more thing to point to. I can pull out in my BEV,
but never pass.
There is the electric motor curve in Fig.13 here at the bottom.
Constant torque at low speed, constant power at higher speed
(with the torque dropping the faster you go). Maybe it's more
likely that an econobox can benefit from a 2 speed (for eff&range).
https://www.geartechnology.com/how-many-speed-ratios-for-electric-cars-one-example
Summary: The message here, is to always check the top speed of the
BEV you have your eye on, then review the driving habits of
the local populace, to see where you'll end up on the road
by driving with any "limitations".
For example, your econobox-BEV has 0-60 of 14 seconds.
Can you safely merge into traffic using a short merge lane
with your shiny new BEV ? The roads were designed with some
"theoretical car" as a model. Maybe 8 seconds was the target value.
There are "city cars" that aren't real candidates for usage here,
because some of the roads will have speeds where the vehicle
can't keep up. Your "city" becomes a relatively small island.
Paul
Horses for courses. My partner's Nissan Leaf has all the
performance I will ever need or desire.
Paul wrote:
One speed cars, the max-rpm of the motor prevents achieving
really high road speed. If I need to hit 160km/hr to make a pass on a long >> straight stretch before the next hill arrives, I expect my car
to be able to do that speed. If the car will barely do 120km/hr,
that is a marketing deal-breaker for "people who hate BEV".
It's just one more thing to point to. I can pull out in my BEV,
but never pass.
There is the electric motor curve in Fig.13 here at the bottom.
Constant torque at low speed, constant power at higher speed
(with the torque dropping the faster you go). Maybe it's more
likely that an econobox can benefit from a 2 speed (for eff&range).
https://www.geartechnology.com/how-many-speed-ratios-for-electric-cars-one-example
Summary: The message here, is to always check the top speed of the
BEV you have your eye on, then review the driving habits of
the local populace, to see where you'll end up on the road
by driving with any "limitations".
For example, your econobox-BEV has 0-60 of 14 seconds.
Can you safely merge into traffic using a short merge lane
with your shiny new BEV ? The roads were designed with some
"theoretical car" as a model. Maybe 8 seconds was the target value. >>
There are "city cars" that aren't real candidates for usage here, >> because some of the roads will have speeds where the vehicle
can't keep up. Your "city" becomes a relatively small island.
Paul
Horses for courses. My partner's Nissan Leaf has all the
performance I will ever need or desire.
Chris--
Just like flooring it in a modern car won't cause the engine to die through >> an over-rich mixture - the accelerator pedal is just an input to the ECU and >> the ECU won't let you command unsafe mixtures.
Theo
And in older cars it might not cause the engine to die.
If the throttle plate is jammed open then theres no chance of an
over-rich mixture
On 02/01/2026 23:32, Abandoned Trolley wrote:
Just like flooring it in a modern car won't cause the engine to die through
an over-rich mixture - the accelerator pedal is just an input to the ECU and
the ECU won't let you command unsafe mixtures.
Theo
And in older cars it might not cause the engine to die.
If the throttle plate is jammed open then theres no chance of an
over-rich mixture
Right. It's constant pumping of the accelerator pedal which causes
flooding.
Indy Jess John <bathwatchdog@omitthisgooglemail.com> wrote:
On 31/12/2025 13:54, Tim+ wrote:
I am remembering a short news report broadcast many years ago so I know
Hmmm, sounds like an urban legend. Can you recall when or where this is >>> supposed to have occurred? It should be possible to find the original
accident report online.
it was a real crash, I just don't remember when. I did a search for
"air show crashes" and was offered an enormous list of them, each with a
thumbnail description. After nearly 2 hours of ploughing through the
list I found one that sort of meets the broadcast description of the
crash. At least it is sufficient to lift it out of the Urban Legend
category.
1988, June 26 rCo (Mulhouse, Alsace, France) rCo While performing a gear
down low speed pass, a chartered Air France Airbus A320 lost altitude
and crashed into a treeline.
Looking at the history of the A320, it was the first Fly-By-Wire
passenger aircraft so it did rely on software interpreting the pilot's
intentions as signalled by the controls. The first A320 was delivered
to Air France on 28 March 1988 and began commercial service on 8 April
1988, so it would have still been regarded as the latest model in June
1988. 16 of the initial order of 25 had been delivered by the end of 1988.
So that's the Air France flight mentioned upthread: https://en.wikipedia.org/wiki/Air_France_Flight_296Q
I think the 'fuel economy' part is Chinese whispers though. I'm not a pilot but AFAIK there is no situation in which the throttle controls are
overridden by the computers. If you turn on autothrottle then the computer will move the thrust levers for you, but you can always move them
manually to override it, in other words the pilot is always in command.
Pilots regularly perform takeoffs are less than maximum thrust, for fuel consumption and noise reasons, but that is a calculated figure based on the conditions. The full thrust is always available to them if required.
In this case the pilot had deliberately set the throttle *way too low* for demonstration purposes. If you watch the crash footage: https://www.youtube.com/watch?v=9zY2hz2K4UM
you can see the aircraft is moving slowly with a quite high angle of attack. At 0:14 the aircraft is square on to the camera and you can measure it off the video - it's 15 degrees. In a low speed condition that's very close to stalling. It is likely that that was the maximum the stall protection computer would allow.
The pilot noticed they were approaching the trees and commanded thrust. At about 0:17 you can hear the engines start to spool up, but that takes about
5 seconds. At 0:20 the aircraft made contact with the trees, the engines ingested foliage and game over.
The pilot said they commanded takeoff thrust and nothing happened. But jet engines are big heavy spinning things and changes take time to happen.
There wasn't enough time here. Perhaps time seemed longer in a panic scenario?
In other situations, if GPWS gives you a TERRAIN, TERRAIN, PULL UP! alert the 'terrain escape manouevre' is to apply maximum thrust and pull up, but you have to understand that pulling up is only going to be allowed within the flight envelope which depends on your current airspeed. If you don't have airspeed, pulling up too much would cause a stall and you'd fall out of the sky - the last thing you want when you are close to the ground.
Theo
Jeff Layman <Jeff@invalid.invalid> wrote:
On 02/01/2026 23:32, Abandoned Trolley wrote:
Just like flooring it in a modern car won't cause the engine to
die through an over-rich mixture - the accelerator pedal is just
an input to the ECU and the ECU won't let you command unsafe
mixtures.
Theo
And in older cars it might not cause the engine to die.
If the throttle plate is jammed open then theres no chance of an over-rich mixture
Right. It's constant pumping of the accelerator pedal which causes flooding.
It's only on some types of carburretor that pumping the accelerator
pedal causes flooding.
On 03/01/2026 09:50, Chris J Dixon wrote:
Horses for courses. My partner's Nissan Leaf has all the
performance I will ever need or desire.
I love my Leaf too!
On Sat, 3 Jan 2026 15:32:00 +0000
Chris Green <cl@isbd.net> wrote:
Jeff Layman <Jeff@invalid.invalid> wrote:
On 02/01/2026 23:32, Abandoned Trolley wrote:
Just like flooring it in a modern car won't cause the engine to
die through an over-rich mixture - the accelerator pedal is just
an input to the ECU and the ECU won't let you command unsafe
mixtures.
Theo
And in older cars it might not cause the engine to die.
If the throttle plate is jammed open then theres no chance of an over-rich mixture
Right. It's constant pumping of the accelerator pedal which causes flooding.
It's only on some types of carburretor that pumping the accelerator
pedal causes flooding.
SU carburettors don't have an accelerator pump, I don't know about
Stromberg CD types. Pretty much all downdraught types do.
I was remembering the news as described on the radio and I had no way of deciding what was fact and what was opinion.-a I was also aware that the crashed plane was one of the very first deliveries of that first ever fly-by-wire arrangement, and as a former programmer I know that it is virtually impossible to prove the absence of any remaining bugs.-a Sod's
Law guarantees that at some time a real life experience will be
something the test data didn't check for.-a So it is possible that the
crash caused an urgent review of the software before the next delivery
was made.-a In a business where customer confidence controls the level of orders, any software update because of the crash would have been a
closely guarded secret.-a Pilot error of reacting too late is much more forgivable as a reason for the crash than a software bug would be.
On Sat, 3 Jan 2026 15:32:00 +0000
Chris Green <cl@isbd.net> wrote:
Jeff Layman <Jeff@invalid.invalid> wrote:
On 02/01/2026 23:32, Abandoned Trolley wrote:
Just like flooring it in a modern car won't cause the engine to
die through an over-rich mixture - the accelerator pedal is just
an input to the ECU and the ECU won't let you command unsafe
mixtures.
Theo
And in older cars it might not cause the engine to die.
If the throttle plate is jammed open then theres no chance of an
over-rich mixture
Right. It's constant pumping of the accelerator pedal which causes
flooding.
It's only on some types of carburretor that pumping the accelerator
pedal causes flooding.
SU carburettors don't have an accelerator pump, I don't know about
Stromberg CD types. Pretty much all downdraught types do.
Another way: I had a Rover 400 series for a while (rebadged Honda
Concerto type, not the genuine BL one) and very short journeys such as
kerb to driveway with a cold engine tended to flood the cylinders.
In the old days, leaving a choke too far out for too long (remember the handbag storage hook?) would also do it.
On 03/01/2026 15:55, Joe wrote:
SU carburettors don't have an accelerator pump, I don't know about Stromberg CD types. Pretty much all downdraught types do.Strombergs didnt either. they were very similar to SUs with a damper
pot, but a diaphragm rather than a piston
On Sat, 3 Jan 2026 18:36:12 +0000
The Natural Philosopher <tnp@invalid.invalid> wrote:
On 03/01/2026 15:55, Joe wrote:
Why I mentioned 'CD' specifically, Stromberg also made conventional downdraught carburettors, I don't think SU ever did.Strombergs didnt either. they were very similar to SUs with a damper
SU carburettors don't have an accelerator pump, I don't know about
Stromberg CD types. Pretty much all downdraught types do.
pot, but a diaphragm rather than a piston
On Sat, 3 Jan 2026 18:36:12 +0000
The Natural Philosopher <tnp@invalid.invalid> wrote:
On 03/01/2026 15:55, Joe wrote:
Why I mentioned 'CD' specifically, Stromberg also made conventional downdraught carburettors, I don't think SU ever did.Strombergs didnt either. they were very similar to SUs with a damper
SU carburettors don't have an accelerator pump, I don't know about
Stromberg CD types. Pretty much all downdraught types do.
pot, but a diaphragm rather than a piston
What happened to firms which made carburettors?-a Their use in cars declined, and were entirely phased out by the mid '90s.
On Sat, 3 Jan 2026 18:36:12 +0000
The Natural Philosopher <tnp@invalid.invalid> wrote:
On 03/01/2026 15:55, Joe wrote:
Why I mentioned 'CD' specifically, Stromberg also made conventional downdraught carburettors, I don't think SU ever did.Strombergs didnt either. they were very similar to SUs with a damper
SU carburettors don't have an accelerator pump, I don't know about
Stromberg CD types. Pretty much all downdraught types do.
pot, but a diaphragm rather than a piston
On 03/01/2026 21:28, Joe wrote:
On Sat, 3 Jan 2026 18:36:12 +0000What happened to firms which made carburettors?-a Their use in cars declined, and were entirely phased out by the mid '90s.
The Natural Philosopher <tnp@invalid.invalid> wrote:
On 03/01/2026 15:55, Joe wrote:Why I mentioned 'CD' specifically, Stromberg also made conventional
Strombergs didnt either. they were very similar to-a SUs with a damper
SU carburettors don't have an accelerator pump, I don't know about
Stromberg CD types. Pretty much all downdraught types do.
pot, but a diaphragm rather than a piston
downdraught carburettors, I don't think SU ever did.
On 03/01/2026 21:28, Joe wrote:
On Sat, 3 Jan 2026 18:36:12 +0000
The Natural Philosopher <tnp@invalid.invalid> wrote:
On 03/01/2026 15:55, Joe wrote:
Why I mentioned 'CD' specifically, Stromberg also made conventional downdraught carburettors, I don't think SU ever did.Strombergs didnt either. they were very similar to SUs with a
SU carburettors don't have an accelerator pump, I don't know about
Stromberg CD types. Pretty much all downdraught types do.
damper pot, but a diaphragm rather than a piston
Maybe not SU, but I know that some Ford Escorts and Fiestas in the
80s were fitted with a Ford designed vertical draught carb - a bit
like a SU turned on its side
It occurs to me that the implementation of an accelerator pump does
not require any particular design of carb
I imagine that "conventional downdraught carburettors" means fixed
choke "Weber" style, in which case a lot of them were horizontal.
You may be interested to note that the "O" in the Weber model number,
for example "40 CDOE" actually stands for the Italian word
"Orizontale"
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
Another thought - is it true that all electric cars are rear wheel
drive? Does this cause problems for a generation (excuse the pun!)
that has only experienced front wheel drive? I seem to remember being
taught that rear wheel drive vehicles are more likely to skid,
especially in snow.
On 04/01/2026 01:02, Sam Plusnet wrote:
On 03/01/2026 21:28, Joe wrote:
On Sat, 3 Jan 2026 18:36:12 +0000What happened to firms which made carburettors?-a Their use in cars declined, and were entirely phased out by the mid '90s.
The Natural Philosopher <tnp@invalid.invalid> wrote:
On 03/01/2026 15:55, Joe wrote:Why I mentioned 'CD' specifically, Stromberg also made conventional
Strombergs didnt either. they were very similar to-a SUs with a damper >>> pot, but a diaphragm rather than a piston
SU carburettors don't have an accelerator pump, I don't know about
Stromberg CD types. Pretty much all downdraught types do.
downdraught carburettors, I don't think SU ever did.
They all exist in china where they make carbs for chainsaws or in the
USA where they yearn for V8s cart springs, solid rear axles and carburettors, because they *almost* understand them...
VWs however seem to be mostly rear drive even on the small ones.
nib wrote:
VWs however seem to be mostly rear drive even on the small ones.
The newly unveiled ID.Polo is FWD.
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
Another thought - is it true that all electric cars are rear wheel
drive?
Does this cause problems for a generation (excuse the pun!)
that has only experienced front wheel drive? I seem to remember being
taught that rear wheel drive vehicles are more likely to skid,
especially in snow.
Scott <newsgroups@gefion.myzen.co.uk> wrote:
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
Another thought - is it true that all electric cars are rear wheel
drive?
No. In fact most are FWD but there are a significant number of RWD ones out there.
Does this cause problems for a generation (excuse the pun!)
that has only experienced front wheel drive? I seem to remember being taught that rear wheel drive vehicles are more likely to skid,
especially in snow.
I think the RWD ones are more fun possibly. IrCOm sure there is a learning curve to adapting to RWD if one has never driven a car with it before and I believe that some folk have been caught out by it.
nib wrote:
VWs however seem to be mostly rear drive even on the small ones.
The newly unveiled ID.Polo is FWD.
Scott <newsgroups@gefion.myzen.co.uk> wrote:
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
Another thought - is it true that all electric cars are rear wheel
drive?
No. In fact most are FWD but there are a significant number of RWD ones out there.
Does this cause problems for a generation (excuse the pun!)
that has only experienced front wheel drive? I seem to remember being
taught that rear wheel drive vehicles are more likely to skid,
especially in snow.
I think the RWD ones are more fun possibly. IrCOm sure there is a learning curve to adapting to RWD if one has never driven a car with it before and I believe that some folk have been caught out by it.
Tim
On Sun, 4 Jan 2026 14:37:53 +0000, Andy Burns <usenet@andyburns.uk>
wrote:
nib wrote:
VWs however seem to be mostly rear drive even on the small ones.
The newly unveiled ID.Polo is FWD.
Good to know, having been taught to drive in an Austin 1300 when my
dad had an Austin 1800 (we thought this was the worst car ever until
he purchased an Allegro).
Paul wrote:
One speed cars, the max-rpm of the motor prevents achieving
really high road speed. If I need to hit 160km/hr to make a pass on a long >> straight stretch before the next hill arrives, I expect my car
to be able to do that speed. If the car will barely do 120km/hr,
that is a marketing deal-breaker for "people who hate BEV".
It's just one more thing to point to. I can pull out in my BEV,
but never pass.
There is the electric motor curve in Fig.13 here at the bottom.
Constant torque at low speed, constant power at higher speed
(with the torque dropping the faster you go). Maybe it's more
likely that an econobox can benefit from a 2 speed (for eff&range).
https://www.geartechnology.com/how-many-speed-ratios-for-electric-cars-one-example
Summary: The message here, is to always check the top speed of the
BEV you have your eye on, then review the driving habits of
the local populace, to see where you'll end up on the road
by driving with any "limitations".
For example, your econobox-BEV has 0-60 of 14 seconds.
Can you safely merge into traffic using a short merge lane
with your shiny new BEV ? The roads were designed with some
"theoretical car" as a model. Maybe 8 seconds was the target value. >>
There are "city cars" that aren't real candidates for usage here,
because some of the roads will have speeds where the vehicle
can't keep up. Your "city" becomes a relatively small island.
Paul
Horses for courses. My partner's Nissan Leaf has all the
performance I will ever need or desire.
Chris
On Sat, 1/3/2026 4:50 AM, Chris J Dixon wrote:[snip]
Horses for courses. My partner's Nissan Leaf has all the
performance I will ever need or desire.
Chris
My point is, no matter what kind of vehicle you shop for, it
has to be capable of handling local (dangerous) driving situations
that you know of.
I had to rule out some of the cars I took for test drives, because of
that. They would not have been safe on merges.
You can take a fully-laden transport up our ramps, no problem at all. It's >because drivers in the lane you are entering, see your vehicle type, and
they all move over to make room. But for smaller vehicles that cannot
clearly be seen or judged, there is some amount of extra risk.
I know, anecdotally, the drivers where you drive, drive with much
smaller clearances. We usually use larger spacings.
In my experience the Nissan Leaf will accelerate and reach legal
speed limits faster than my 2 litre Mondeo Mk 5.
On Sun, 4 Jan 2026 09:15:07 +0000
Abandoned Trolley <that.bloke@microsoft.com> wrote:
On 03/01/2026 21:28, Joe wrote:
On Sat, 3 Jan 2026 18:36:12 +0000
The Natural Philosopher <tnp@invalid.invalid> wrote:
On 03/01/2026 15:55, Joe wrote:
Why I mentioned 'CD' specifically, Stromberg also made conventionalStrombergs didnt either. they were very similar to SUs with a
SU carburettors don't have an accelerator pump, I don't know about
Stromberg CD types. Pretty much all downdraught types do.
damper pot, but a diaphragm rather than a piston
downdraught carburettors, I don't think SU ever did.
Maybe not SU, but I know that some Ford Escorts and Fiestas in the
80s were fitted with a Ford designed vertical draught carb - a bit
like a SU turned on its side
It occurs to me that the implementation of an accelerator pump does
not require any particular design of carb
No, but adding a damper to the piston of a constant-depression type
does pretty much the same thing, temporarily increasing the suction
around the needle.
I imagine that "conventional downdraught carburettors" means fixed
choke "Weber" style, in which case a lot of them were horizontal.
You may be interested to note that the "O" in the Weber model number,
for example "40 CDOE" actually stands for the Italian word
"Orizontale"
DCOE, I think. Normally one choke per cylinder. I don't think any
normal production car came with these fitted.
https://c8.alamy.com/comp/WPBM90/classic-high-performance-car-engine-with-three-weber-twin-choke-carburettors-fitted-WPBM90.jpg
Who needs air filters?
There was also a compromise design, the twin-choke progressive, where
the carb had two venturis of different size, the larger one only opening after the small one was full open. The Weber DCD was of this kind, I
had one on a Sceptre, which I think was not original equipment.
https://www.ebay.co.uk/itm/205923149182
On 05/01/2026 09:11, Chris J Dixon wrote:
In my experience the Nissan Leaf will accelerate and reach legal
speed limits faster than my 2 litre Mondeo Mk 5.
short term power delivery from electric motors and lithium cells has
never been a huge problem
Sustained high power levels however will overheat the motor and flatten
the battery fast.
On 04/01/2026 15:08, Scott wrote:
On Sun, 4 Jan 2026 14:37:53 +0000, Andy Burns <usenet@andyburns.uk>
wrote:
nib wrote:
VWs however seem to be mostly rear drive even on the small ones.
The newly unveiled ID.Polo is FWD.
Good to know, having been taught to drive in an Austin 1300 when my
dad had an Austin 1800 (we thought this was the worst car ever until
he purchased an Allegro).
I was quite fond of my Allegro.-a It was a 'learning' experience and, as
my first car, I had nothing to compare it with.
SU carburettors don't have an accelerator pump, I don't know about
Stromberg CD types. Pretty much all downdraught types do.
I guess thats either a D type or E type Jag ? - from that picture I cant
see if the engine block is mounted at an angle
Might have been OE - I know that certain models of Hillman Hunter GLS
were factory fitted with Holbay heads and dual Webers
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
In another random thought, I wondered why electric cars seem to have
two batteries - the lithium ion traction battery and a traditional
lead acid battery. Would it not be a better use of space to have just
one battery? Also, how does the lead acid battery get charged?
In another random thought, I wondered why electric cars seem to have
two batteries - the lithium ion traction battery and a traditional
lead acid battery. Would it not be a better use of space to have just
one battery? Also, how does the lead acid battery get charged?
Scott <newsgroups@gefion.myzen.co.uk> wrote:
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
In another random thought, I wondered why electric cars seem to have
two batteries - the lithium ion traction battery and a traditional
lead acid battery. Would it not be a better use of space to have just
one battery? Also, how does the lead acid battery get charged?
A lot of the accessories still run off 12V and this is supplied by a DC/DC converter (which charges the 12V battery) from the HV traction battery.
You need a secondary battery to close the HV contactors that allow power through to all the other systems.
It doesnrCOt have to be a 12V lead acid battery though. They are the most common but manufacturers are beginning to use smaller lithium batteries in their place to supply 12/24 or more volts for the accessories.
Kessington Medical Centre
85 Milngavie Road, Bearsden, Glasgow, G61 2DNOn 06 Jan 2026 17:41:47 +0000 (GMT), Theo <theom+news@chiark.greenend.org.uk> wrote:
Tim+ <timdownieuk@yahoo.co.youkay> wrote:
Scott <newsgroups@gefion.myzen.co.uk> wrote:
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
In another random thought, I wondered why electric cars seem to have
two batteries - the lithium ion traction battery and a traditional
lead acid battery. Would it not be a better use of space to have just
one battery? Also, how does the lead acid battery get charged?
A lot of the accessories still run off 12V and this is supplied by a DC/DC >> converter (which charges the 12V battery) from the HV traction battery.
You need a secondary battery to close the HV contactors that allow power
through to all the other systems.
It doesnAt have to be a 12V lead acid battery though. They are the most
common but manufacturers are beginning to use smaller lithium batteries in >> their place to supply 12/24 or more volts for the accessories.
It also means all the usual things you do with 12v still work. eg if it
goes flat you can jump start it in the normal way (not actually to turn over >the starter motor, but to provide enough power to turn on the high voltage >system). The computers need to check everything is happy before they enable >HV power and they run off 12V.
12V is safe to run in regular wiring harnesses to sensors, lighting, etc - >high voltage isn't.
The Cybertruck uses 48V instead and had to do lots of hacks to interface--- Synchronet 3.21a-Linux NewsLink 1.2
with the 12V world, such as the ability to jump from a 12V lead acid in an >emergency.
Theo
Kessington Medical Centre
85 Milngavie Road, Bearsden, Glasgow, G61 2DNOn 06 Jan 2026 17:41:47
+0000 (GMT), Theo <theom+news@chiark.greenend.org.uk> wrote:
Tim+ <timdownieuk@yahoo.co.youkay> wrote:
Scott <newsgroups@gefion.myzen.co.uk> wrote:
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
In another random thought, I wondered why electric cars seem to have
two batteries - the lithium ion traction battery and a traditional
lead acid battery. Would it not be a better use of space to have just
one battery? Also, how does the lead acid battery get charged?
A lot of the accessories still run off 12V and this is supplied by a DC/DC >>> converter (which charges the 12V battery) from the HV traction battery. >>> You need a secondary battery to close the HV contactors that allow power >>> through to all the other systems.
It doesn-At have to be a 12V lead acid battery though. They are the most >>> common but manufacturers are beginning to use smaller lithium batteries in >>> their place to supply 12/24 or more volts for the accessories.
It also means all the usual things you do with 12v still work. eg if it
goes flat you can jump start it in the normal way (not actually to turn over >> the starter motor, but to provide enough power to turn on the high voltage >> system). The computers need to check everything is happy before they enable >> HV power and they run off 12V.
Could you explain this a bit more. I believe the supply voltage is
typically 400V (Nissan Leaf), so surely a 12V battery will not cut the
go very far?
12V is safe to run in regular wiring harnesses to sensors, lighting, etc - >> high voltage isn't.
Why is that? 230V seems fine in the home.
Scott <newsgroups@gefion.myzen.co.uk> wrote:
Kessington Medical Centre
85 Milngavie Road, Bearsden, Glasgow, G61 2DNOn 06 Jan 2026 17:41:47
+0000 (GMT), Theo <theom+news@chiark.greenend.org.uk> wrote:
Tim+ <timdownieuk@yahoo.co.youkay> wrote:
Scott <newsgroups@gefion.myzen.co.uk> wrote:
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
In another random thought, I wondered why electric cars seem to have >>>>> two batteries - the lithium ion traction battery and a traditional
lead acid battery. Would it not be a better use of space to have just >>>>> one battery? Also, how does the lead acid battery get charged?
A lot of the accessories still run off 12V and this is supplied by a DC/DC >>>> converter (which charges the 12V battery) from the HV traction battery. >>>> You need a secondary battery to close the HV contactors that allow power >>>> through to all the other systems.
It doesn-At have to be a 12V lead acid battery though. They are the most >>>> common but manufacturers are beginning to use smaller lithium batteries in >>>> their place to supply 12/24 or more volts for the accessories.
It also means all the usual things you do with 12v still work. eg if it >>> goes flat you can jump start it in the normal way (not actually to turn over
the starter motor, but to provide enough power to turn on the high voltage >>> system). The computers need to check everything is happy before they enable
HV power and they run off 12V.
Could you explain this a bit more. I believe the supply voltage is
typically 400V (Nissan Leaf), so surely a 12V battery will not cut the
go very far?
As previously explained, it powers the computer and other accessories that enable the HV battery to be rCLturned onrCY. It doesnrCOt drive the car.
Your 12V battery wonrCOt drive an ICE car far if the engine doesnrCOt start. ;-)
12V is safe to run in regular wiring harnesses to sensors, lighting, etc - >>> high voltage isn't.
Why is that? 230V seems fine in the home.
Houses rarely crash. Also, every single accessory in the car would need to be re-engineered to operate off of the higher voltage. Far easier and cheaper to use motors, fans, bulbs, radios etc that have been designed for 12V operation.
Tim
Scott <newsgroups@gefion.myzen.co.uk> wrote:
On 06 Jan 2026 17:41:47
+0000 (GMT), Theo <theom+news@chiark.greenend.org.uk> wrote:
Tim+ <timdownieuk@yahoo.co.youkay> wrote:
Scott <newsgroups@gefion.myzen.co.uk> wrote:
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
In another random thought, I wondered why electric cars seem to have >>>>> two batteries - the lithium ion traction battery and a traditional
lead acid battery. Would it not be a better use of space to have just >>>>> one battery? Also, how does the lead acid battery get charged?
A lot of the accessories still run off 12V and this is supplied by a DC/DC >>>> converter (which charges the 12V battery) from the HV traction battery. >>>> You need a secondary battery to close the HV contactors that allow power >>>> through to all the other systems.
It doesn?t have to be a 12V lead acid battery though. They are the most >>>> common but manufacturers are beginning to use smaller lithium batteries in >>>> their place to supply 12/24 or more volts for the accessories.
It also means all the usual things you do with 12v still work. eg if it >>> goes flat you can jump start it in the normal way (not actually to turn over
the starter motor, but to provide enough power to turn on the high voltage >>> system). The computers need to check everything is happy before they enable
HV power and they run off 12V.
Could you explain this a bit more. I believe the supply voltage is
typically 400V (Nissan Leaf), so surely a 12V battery will not cut the
go very far?
As previously explained, it powers the computer and other accessories that >enable the HV battery to be oturned ono. It doesnAt drive the car.
Your 12V battery wonAt drive an ICE car far if the engine doesnAt start.I don't disagree with that but once an ICE engine starts, it can
;-)
12V is safe to run in regular wiring harnesses to sensors, lighting, etc - >>> high voltage isn't.
Why is that? 230V seems fine in the home.
Houses rarely crash. Also, every single accessory in the car would need to >be re-engineered to operate off of the higher voltage. Far easier and >cheaper to use motors, fans, bulbs, radios etc that have been designed for >12V operation.
On 2026-01-06 18:32, Tim+ wrote:
Scott <newsgroups@gefion.myzen.co.uk> wrote:
Kessington Medical Centre
85 Milngavie Road, Bearsden, Glasgow, G61 2DNOn 06 Jan 2026 17:41:47
+0000 (GMT), Theo <theom+news@chiark.greenend.org.uk> wrote:
Tim+ <timdownieuk@yahoo.co.youkay> wrote:
Scott <newsgroups@gefion.myzen.co.uk> wrote:
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
In another random thought, I wondered why electric cars seem to have >>>>>> two batteries - the lithium ion traction battery and a traditional >>>>>> lead acid battery. Would it not be a better use of space to have just >>>>>> one battery? Also, how does the lead acid battery get charged?
A lot of the accessories still run off 12V and this is supplied by a DC/DC
converter (which charges the 12V battery) from the HV traction battery. >>>>> You need a secondary battery to close the HV contactors that allow power >>>>> through to all the other systems.
It doesn?t have to be a 12V lead acid battery though. They are the most >>>>> common but manufacturers are beginning to use smaller lithium batteries in
their place to supply 12/24 or more volts for the accessories.
It also means all the usual things you do with 12v still work. eg if it >>>> goes flat you can jump start it in the normal way (not actually to turn over
the starter motor, but to provide enough power to turn on the high voltage >>>> system). The computers need to check everything is happy before they enable
HV power and they run off 12V.
Could you explain this a bit more. I believe the supply voltage is
typically 400V (Nissan Leaf), so surely a 12V battery will not cut the
go very far?
As previously explained, it powers the computer and other accessories that >> enable the HV battery to be oturned ono. It doesnAt drive the car.
Your 12V battery wonAt drive an ICE car far if the engine doesnAt start.
;-)
12V is safe to run in regular wiring harnesses to sensors, lighting, etc - >>>> high voltage isn't.
Why is that? 230V seems fine in the home.
Houses rarely crash. Also, every single accessory in the car would need to >> be re-engineered to operate off of the higher voltage. Far easier and
cheaper to use motors, fans, bulbs, radios etc that have been designed for >> 12V operation.
Tim
Cars like my Renault as you would expect use almost all the same
components as the same company's ICE cars, the battery, motor and its >control system just drop in instead of the engine. In the same way as
you start/stop the engine you switch on/off the electric drive (my last
EV even had the same "Motor Start/Stop" control as its ICE stable-mates).
The only things in mine powered from the 400V are the traction drive,
the motor for the heat pump and the charger for the 12V battery. All of >these are disabled when the drive is switched off (= ignition off).
On Tue, 6 Jan 2026 18:51:00 +0000, nib <news@ingram-bromley.co.uk>
wrote:
On 2026-01-06 18:32, Tim+ wrote:I hadn't thought about that aspect. Is this the Renault 5? What do you
Scott <newsgroups@gefion.myzen.co.uk> wrote:
Kessington Medical Centre
85 Milngavie Road, Bearsden, Glasgow, G61 2DNOn 06 Jan 2026 17:41:47 >>>>> +0000 (GMT), Theo <theom+news@chiark.greenend.org.uk> wrote:
Tim+ <timdownieuk@yahoo.co.youkay> wrote:
Scott <newsgroups@gefion.myzen.co.uk> wrote:
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
In another random thought, I wondered why electric cars seem to have >>>>>>> two batteries - the lithium ion traction battery and a traditional >>>>>>> lead acid battery. Would it not be a better use of space to have just >>>>>>> one battery? Also, how does the lead acid battery get charged?
A lot of the accessories still run off 12V and this is supplied by a DC/DC
converter (which charges the 12V battery) from the HV traction battery. >>>>>> You need a secondary battery to close the HV contactors that allow power >>>>>> through to all the other systems.
It doesn?t have to be a 12V lead acid battery though. They are the most >>>>>> common but manufacturers are beginning to use smaller lithium batteries in
their place to supply 12/24 or more volts for the accessories.
It also means all the usual things you do with 12v still work. eg if it >>>>> goes flat you can jump start it in the normal way (not actually to turn over
the starter motor, but to provide enough power to turn on the high voltage
system). The computers need to check everything is happy before they enable
HV power and they run off 12V.
Could you explain this a bit more. I believe the supply voltage is
typically 400V (Nissan Leaf), so surely a 12V battery will not cut the >>>> go very far?
As previously explained, it powers the computer and other accessories that >>> enable the HV battery to be rCLturned onrCY. It doesnrCOt drive the car. >>>
Your 12V battery wonrCOt drive an ICE car far if the engine doesnrCOt start.
;-)
12V is safe to run in regular wiring harnesses to sensors, lighting, etc -
high voltage isn't.
Why is that? 230V seems fine in the home.
Houses rarely crash. Also, every single accessory in the car would need to >>> be re-engineered to operate off of the higher voltage. Far easier and
cheaper to use motors, fans, bulbs, radios etc that have been designed for >>> 12V operation.
Tim
Cars like my Renault as you would expect use almost all the same
components as the same company's ICE cars, the battery, motor and its
control system just drop in instead of the engine. In the same way as
you start/stop the engine you switch on/off the electric drive (my last
EV even had the same "Motor Start/Stop" control as its ICE stable-mates).
The only things in mine powered from the 400V are the traction drive,
the motor for the heat pump and the charger for the 12V battery. All of
these are disabled when the drive is switched off (= ignition off).
think of it? I'm looking at its stablemate, the Nissan Micra, but I
think the all-round vision is very restricted.
On 6 Jan 2026 18:32:04 GMT, Tim+ <timdownieuk@yahoo.co.youkay> wrote:
Scott <newsgroups@gefion.myzen.co.uk> wrote:
On 06 Jan 2026 17:41:47
+0000 (GMT), Theo <theom+news@chiark.greenend.org.uk> wrote:
Tim+ <timdownieuk@yahoo.co.youkay> wrote:
Scott <newsgroups@gefion.myzen.co.uk> wrote:
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
In another random thought, I wondered why electric cars seem to have >>>>>> two batteries - the lithium ion traction battery and a traditional >>>>>> lead acid battery. Would it not be a better use of space to have just >>>>>> one battery? Also, how does the lead acid battery get charged?
A lot of the accessories still run off 12V and this is supplied by a DC/DC
converter (which charges the 12V battery) from the HV traction battery. >>>>> You need a secondary battery to close the HV contactors that allow power >>>>> through to all the other systems.
It doesn?t have to be a 12V lead acid battery though. They are the most >>>>> common but manufacturers are beginning to use smaller lithium batteries in
their place to supply 12/24 or more volts for the accessories.
It also means all the usual things you do with 12v still work. eg if it >>>> goes flat you can jump start it in the normal way (not actually to turn over
the starter motor, but to provide enough power to turn on the high voltage >>>> system). The computers need to check everything is happy before they enable
HV power and they run off 12V.
Could you explain this a bit more. I believe the supply voltage is
typically 400V (Nissan Leaf), so surely a 12V battery will not cut the
go very far?
As previously explained, it powers the computer and other accessories that >> enable the HV battery to be -oturned on-o. It doesn-At drive the car.
I must be missing something. I thought you were discussing the
proposition: "eg if it goes flat you can jump start it in the normal
way (not actually to turn over the starter motor, but to provide
enough power to turn on the high voltage system)".
Did you mean a flat traction battery or a flat 12V battery?
If the
traction battery is flat, how can it 'turned on' and how can it drive
a car?
If you mean the 12V battery is flat, my understanding is that
it cannot drive the car anyway.
I don't disagree with that but once an ICE engine starts, it can
Your 12V battery won-At drive an ICE car far if the engine doesn-At start. >> ;-)
usually keep going. If an electric car starts and the battery if flat,
it won't be going anywhere.
12V battery. The traction battery is your energy source for driving. You canrCOt rCLjump startrCY an EV with a 12V battery anymore than you can jumpstart
an ICE if the tank is empty.
Kessington Medical Centre
85 Milngavie Road, Bearsden, Glasgow, G61 2DNOn 06 Jan 2026 17:41:47 +0000 (GMT), Theo <theom+news@chiark.greenend.org.uk> wrote:
Tim+ <timdownieuk@yahoo.co.youkay> wrote:
Scott <newsgroups@gefion.myzen.co.uk> wrote:
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
In another random thought, I wondered why electric cars seem to have
two batteries - the lithium ion traction battery and a traditional
lead acid battery. Would it not be a better use of space to have just
one battery? Also, how does the lead acid battery get charged?
A lot of the accessories still run off 12V and this is supplied by a DC/DC >>> converter (which charges the 12V battery) from the HV traction battery. >>> You need a secondary battery to close the HV contactors that allow power >>> through to all the other systems.
It doesnrCOt have to be a 12V lead acid battery though. They are the most >>> common but manufacturers are beginning to use smaller lithium batteries in >>> their place to supply 12/24 or more volts for the accessories.
It also means all the usual things you do with 12v still work. eg if it
goes flat you can jump start it in the normal way (not actually to turn over >> the starter motor, but to provide enough power to turn on the high voltage >> system). The computers need to check everything is happy before they enable >> HV power and they run off 12V.
Could you explain this a bit more. I believe the supply voltage is
typically 400V (Nissan Leaf), so surely a 12V battery will not cut the
go very far?
12V is safe to run in regular wiring harnesses to sensors, lighting, etc - >> high voltage isn't.
Why is that? 230V seems fine in the home.
The Cybertruck uses 48V instead and had to do lots of hacks to interface
with the 12V world, such as the ability to jump from a 12V lead acid in an >> emergency.
Theo
On 03/01/2026 15:42, Indy Jess John wrote:
I was remembering the news as described on the radio and I had no way
of deciding what was fact and what was opinion.-a I was also aware that
the crashed plane was one of the very first deliveries of that first
ever fly-by-wire arrangement, and as a former programmer I know that
it is virtually impossible to prove the absence of any remaining
bugs.-a Sod's Law guarantees that at some time a real life experience
will be something the test data didn't check for.-a So it is possible
that the crash caused an urgent review of the software before the next
delivery was made.-a In a business where customer confidence controls
the level of orders, any software update because of the crash would
have been a closely guarded secret.-a Pilot error of reacting too late
is much more forgivable as a reason for the crash than a software bug
would be.
IIRC this is extensively covered in a mentour pilot briefing on you
tube. It may well be the first time the pilots had encountered-a FADEC in
an emergency situation.
-ahttps://www.youtube.com/watch?v=wQlEoGB-d40
Anyway, too low, too slow, too late.
The pliots were convicted of manslaughetr
The pilot excused himself by saying the aircraft didnt respond to TOGA thrust demand. , The data showed it did at the correct rate. It jut was iunreessonable to go from idle to full power in the time allowed.
-- rCLThe fundamental cause of the trouble in the modern world today is
that the stupid are cocksure while the intelligent are full of doubt."
-a-a - Bertrand Russell
I believe the supply voltage is typically 400V (Nissan Leaf), so surely
a 12V battery will not cut the go very far?
12V is safe to run in regular wiring harnesses to sensors, lighting, etc - >>high voltage isn't.
Why is that? 230V seems fine in the home.
On 03/01/2026 15:42, Indy Jess John wrote:
I was remembering the news as described on the radio and I had no way of deciding what was fact and what was opinion.-a I was also aware that the crashed plane was one of the very first deliveries of that first ever fly-by-wire arrangement, and as a former programmer I know that it is virtually impossible to prove the absence of any remaining bugs.-a Sod's Law guarantees that at some time a real life experience will be
something the test data didn't check for.-a So it is possible that the crash caused an urgent review of the software before the next delivery
was made.-a In a business where customer confidence controls the level of orders, any software update because of the crash would have been a
closely guarded secret.-a Pilot error of reacting too late is much more forgivable as a reason for the crash than a software bug would be.
IIRC this is extensively covered in a mentour pilot briefing on you
tube. It may well be the first time the pilots had encountered FADEC in
an emergency situation.
Tim+ <timdownieuk@yahoo.co.youkay> wrote:
12V battery. The traction battery is your energy source for driving. You >> canAt ojump starto an EV with a 12V battery anymore than you can jumpstart >> an ICE if the tank is empty.
awith a 12V battery AND a flat traction batterya
(Not sure where that bit of the sentence wenta)
On 04/01/2026 14:37, Andy Burns wrote:
nib wrote:
VWs however seem to be mostly rear drive even on the small ones.
The newly unveiled ID.Polo is FWD.
All Post Beetle V dubs are FWD.
On 04/01/2026 20:36, The Natural Philosopher wrote:
On 04/01/2026 14:37, Andy Burns wrote:
nib wrote:
VWs however seem to be mostly rear drive even on the small ones.
The newly unveiled ID.Polo is FWD.
All Post Beetle V dubs are FWD.
ROFL. Thats because it is just a standard golf floorpan
and drivetrain with a different body.
On 2026-01-04 13:40, Scott wrote:
On Tue, 23 Dec 2025 20:39:42 +0000, Scott
<newsgroups@gefion.myzen.co.uk> wrote:
[snip]
Another thought - is it true that all electric cars are rear wheel
drive? Does this cause problems for a generation (excuse the pun!)
that has only experienced front wheel drive? I seem to remember being
taught that rear wheel drive vehicles are more likely to skid,
especially in snow.
Certainly not universally true, though with most Teslas being rear-wheel drive (if not all 4) probably the big majority are.
My Renault 5 is front drive as are some other small cars that are based
on the same platform. VWs however seem to be mostly rear drive even on
the small ones. The new Ford Puma electric is front drive.
(believing Wikipedia)
nib
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