Dauntless wrote:Next comes the demands for Ford to bring back the Model T.
But with a modern power-plant.... the Model "E".
now that would be sweet.
Ykick wrote:I've driven a Model T and it's a different animal than anything you could imagine. If you understand the transmission pedals, you'd appreciate those stories about farmers driving 'em through barn doors.
yopappamon wrote:Ykick wrote:I've driven a Model T and it's a different animal than anything you could imagine. If you understand the transmission pedals, you'd appreciate those stories about farmers driving 'em through barn doors.
Three pedals and none are the accellerator!
Brake, Reverse, and (Low/neutral/High gear) if I remember right. Two levers on the column, Throttle and Spark advance.
Ykick wrote:LOL... Yeah, somebody knows! And thank heaven for the cam on the handbrake that sorta holds forward pedal in neutral and the brakes don't do much for reverse.
yopappamon wrote:Ykick wrote:LOL... Yeah, somebody knows! And thank heaven for the cam on the handbrake that sorta holds forward pedal in neutral and the brakes don't do much for reverse.
Lol, my 92 year old dad has had a 1921 T for over 50 years. I've never driven it but seen him do it for years.
About 40 years ago (I was about 11) he handed me the manual and a disassembled transmission and had me put the planetary gears back together. I got my start with electronics playing with a model T magneto.
Ykick wrote:Sorry folks to bring this up and go off tangent - good memories and somewhat as if history's repeating itself with Volt compared to the Model T.
TylerDurden wrote:Ykick wrote:Sorry folks to bring this up and go off tangent - good memories and somewhat as if history's repeating itself with Volt compared to the Model T.
But I don't think the Volt will be the "everyman's car" that the T was. If only.
It's a great notion tho: the electric T or Beetle of the 21st Century.
REdiculous wrote:My parents were really excited about the Volt, having owned many Chevys, until they realized it's little more than the Chevy version of the Prius.
REdiculous wrote:if it's *only* a genset, why isn't it a small diesel?
REdiculous wrote:My parents were really excited about the Volt, having owned many Chevys, until they realized it's little more than the Chevy version of the Prius...
Faced with an oversupply of Volts, GM plans to suspend production of the new PHEV for three weeks in July, instead of the traditional two-week holiday. The company has already idled the Volt production line at the Detroit-Hamtramck plant for five weeks to allow demand to catch up with supply.
However, the Volt had a record month in March, selling 2,228 units, so GM may cancel the summer shutdown if sales stay strong. According to Ward’s AutoInfoBank, GM had enough Volts in its inventory at the end of February to supply dealers for 154 days. A 60-day supply is considered optimal.
Automakers have learned (the hard way) the wisdom of modern “just in time” inventory management, but it’s a feat that’s not so easy to pull off with a complicated fashion accessory such as an automobile. And the Volt is no ordinary automobile – it’s been compared to the iPhone, the Space Shuttle and a political football. Workers on the Volt production line may have to get used to an erratic work schedule.
TylerDurden wrote:TDI v. Volt... I prolly go TDI:
300K miles is typical for a maintained Volkswagen diesel. VW sold a lot of em, so parts will be available for decades. You can even convert to MTDI, by installing a mechanical injection pump and forget about computer worries.
My ex has ~150K on her '03 TDI wagon and still gets >43mpg average. I have an '89 Jetta (non turbo) with 288K that gets >45mpg average. (Yes, I am bragging.)
A small diesel hybrid would be optimal, IMO.
Ykick wrote:The main thing that tips it for me is electricity and CNG being domestically produced. Wanna stimulate the economy? Let's stop sending HUGE amounts of money out of our country and keep it here! Seems simple enough and 'hope I live to see the day...
I test drove a Chevy Volt today.
It looks sharp, I'll grant it that. Hearing nothing but the faint electric motor whine when the dealer pulled it out of the garage was very cool, too. (For those of you familiar with Toyota hybrids, it sounded a bit like the high-frequency whine that the HSD makes when regenerating.)
Then I hopped in. Although it's a small car, based on the Cruze, it felt big enough inside in the front seats: plenty of legroom and headroom alike. The ergonomics were all fine, too, apart from the shifter being oddly smack dab in the center of the dashboard and the parking brake being this little, weenie electronic deal. The dashboard was unconventional, too, with a central, squareish LCD display, a "floating ball" to show power consumption/regeneration on the right, and a battery state-of-charge indicator on the left. Didn't look bad overall at all, however, and the center console, in grey in this particular car rather than the iPod-white of the showcars, was pleasant enough as well.
Similarly pleasant was the powertrain part of the driving experience: despite a nominal curb weight of 3800 lbs it didn't feel heavy. In fact it had a bit of a kick, with a nice shove in the back on throttle tip in, no doubt thanks to electric motors' max-torque-at-0-rpm characteristic. My entire, brief test drive was spent in EV-only mode so I can't comment on how raucous the engine is or isn't.
All was not fun and games, however: the A-pillars are mammoth and the roofline low. It doesn't feel airy at all in the interior. Its ambience, if you will, is actually more similar to a sporty car like a current-gen Mustang, in that the roof feels pulled down tight. The front valence scrapes pulling out of driveways. The rear legroom is fine but headroom, thanks to the sloping aero-friendly roofline, is tight. There's no rear center seat: this is a strictly 4 passenger vehicle.
Finally, it's not cheap at all: The one I test drove, with leather and a backup camera as extras, was just shy of $44,000. Even with the $7,500 Federal tax credit for cars with sufficiently large battery packs--I hesitate to call them EVs due to semantics--that's still far from cheap.
So what's the verdict? I commend Chevrolet's engineers on making such an unconventional vehicle so thoroughly normal feeling: for all the world it feels like a muscular version of a Prius when in EV-only mode, with the same no-shifting-necessary seamless feeling of "thrust." The compromises made to styling, namely a swoopy roofline and high beltline, and safety, what with the overly robust appearing A pillars and thick C pillars, make it less inviting to drive than it could be, on the other hand. The price is the final killer: Even on affluent Long Island the salesman said he's sold all of 4 so far.
1 Volt per month. Sounds about right. Good luck, General Motors.
EBJ wrote:I'm a huge fan of the volt.
If I had the cash I'd get it over a prius or leaf. (because I do make the occasional 400 mile trip, and can't afford 2 cars)
But, then comes the plug-in prius....
TonyReynolds wrote:I've run a whole bunch of numbers on keeping my Passat TDI versus going with a Volt. Though they each pencil out equal at $5 per gallon over 10 years for total cost of ownership, as the average price per gallon rises, the Volt pulls ahead in economy. What I can't account for is lost cost of opportunity for the dollars spent on a Volt to be invested elsewhere. That said, if the net price for a Volt is about $33K (after Fed. tax credit), and my yearly fuel cost (at $5/gal) is about $3,300 (for the TDI), then NOT spending that means that I realize a "paper" return of about 9 or 10% on my "investment". Not bad.
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