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No one would overland in this thing. It is a weekend camper at best. R value of 2? This thing will have tons of gaps and allow bugs in. Where do all the mechanicals go? What about the water tanks? Plumbing? I see no practically, reliability, or effectiveness in this design.

Not on pavement. Any reduction of rolling friction would be countered by more aerodynamic drag from the lift. If you were on gravel or dirt, I suspect you would see a significant benefit.

You love to dish it out, but you sure can’t take it.

Maybe the majority of forest service trucks in Santa Cruz are 2 wheel drive, but I have never seen a 2 wheel drive forest service truck in the mountains of Colorado.

Maybe in Santa Cruz, but in places with snow, the majority of fleet trucks are 4x4.

The US currently has the capability to produce 1.2 terawatts of power. If all of that was running, we could produce 10.5 petawatt/hours of energy per year. That is more than 2.5 times our current consumption. Power generation isn't the issue, it is delivery. And that isn't an issue if home...

In weight, not rolling resistance.

You are assuming that a heavier tire is stiffer than a lighter tire, and that isn't the case. They claim kevlar tires are tougher, so they may actually be stiffer. Yes reducing unsprung weight will reduce rolling resistance, but again, it is going to be relatively insignificant.

We aren't talking about race cars where you don't care about tread life and you will sacrifice it for grip. We are talking pickup trucks in which you can swap tires out with different brands of the same size and the pressure required doesn't change. Truck manufacturers recommend a tire pressure...

Here is some advice. Don't reference marketing materials as your evidence. A 20% weight reduction in tires will mean a total of 40 pounds in at least a 5,000 pounds vehicle. That is 0.8% difference. That will not impact rolling resistance in any significant way. Tire pressure has zero to do...

Sure, maybe the smallest battery backCT will weigh the same as an F150. I based my numbers off a tri-motor. Kevlar doesn't change the rolling resistance. Tire pressure is based on the tire size and load the tire is carrying. Having a higher pressure in the same size wire will reduce the rolling...

7,000 pounds is a more realistic weight knowing what we know on the weight of other Teslas. A CoD closer to 0.4 is more realistic based on the evaluations that some other have already made. A CRR of 1.5 is more realistic for an off road tire. I think we are closer to 500W/mi than 400W/mi.

This thread has been dead for over a week. Why are you trying to stir shit up?

I am done arguing with you. You can educate yourself if you want, or you can just keep playing the fanboi. You can't change physics with wishful thinking.

https://coachmenrv.com/travel-trailers/apex-nano

You can be at 5,000 feet and still be pretty flat. But there are ALWAYS changes in grade. They may be imperceivable at times, but they are there. You can drive from Chicago to Denver and gain over 4,500 feet, and it is flat as hell. You single data points don't provide any such information...

Physics and the stock market are not comparable. One is quantifiable, the other is speculative. The parameters that are contained in the spreadsheet give a baseline, nothing more, nothing less.

Here are the exact same calculations at 5,000 foot altitude. There is a 233Wh/mile difference from sea level. So you see, unless your references start listing altitude, temperature, headwind/tailwind component, the average grade of the drive, the type of tires, the material of the roadway, and...

"Tesla Model X LR+, 100 kwh, 5,421 lb (2,459 kg), 350 miles range 2021 Apex Nano 194bhs 22', 4,800lbs, 55mph, 800 wh/mi 108 mi between charge" An increase from 335Wh/mi to 800Wh/mi from a 4,800 pound trailer with a frontal area of 74 sq/ft would mean that a fifth wheel that weighs nearly 3...