Correction drag from Aerodynamics did not become larger than weight until after
75 mph.
It has an effect after 20mph just much smaller than the weight. Got to about
20% of the weight by 50 mph.
Aerodynamics makes a parabolic curve so by 75 it matches the effects of weight.
From: paul dove via EV <[email protected]>
To: Electric Vehicle Discussion List <[email protected]>
Sent: Monday, May 18, 2015 2:18 PM
Subject: Re: [EVDL] EVLN: Open Source Street-Legal affordable long-range
EV4the masses
When I built mine I did a spread sheet.
It's all weight until you get up to highway speeds in excess of 65 miles per
hour on my 86 Celica.
From: Ben Goren <[email protected]>
To: paul dove <[email protected]>; Electric Vehicle Discussion List
<[email protected]>
Sent: Monday, May 18, 2015 12:16 PM
Subject: Re: [EVDL] EVLN: Open Source Street-Legal affordable long-range
EV4the masses
On May 18, 2015, at 10:02 AM, paul dove via EV <[email protected]> wrote:
> The rule of thumb is weight / 10.
Oooh -- that's a very useful suggestion.
How much does aerodynamics change that? In particular, I'm thinking of a 1964
1/2 Mustang with, I think, roughly a 0.5 cd. Final weight, though, should be
roughly 3,000 pounds, maybe a bit over. And...a 1968 VW Westfalia Campmobile,
probably 4,000+ pounds and (literally!) the aerodynamics of a shoebox.
I've been figuring that better than 500 Wh / mile would be gravy for either.
Not that I'm expecting such low numbers, especially for the Mustang; just that,
if that's what I use, there'll be plenty of "Murphy factor" such that my
surprise at the real-world performance will be pleasant.
(And, those who don't know: I'm looking at a PHEV through-the-ground conversion
for both, retaining the RWD ICE drivetrain and adapting a FWD axle with the
electric motor connected only to that.)
b&
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