"In contrast to conventional radial flux motors, the electromagnetic flux in an axial flux motor runs parallel to the axis of rotation. The key components are arranged in a disc‑shaped layout: two rotors sandwich the stator from the left and right. This design enables an especially compact motor architecture, high power and torque density, and new freedoms in drivetrain packaging. In the new Mercedes‑AMG GT 4‑Door Coupe, the motor at the front axle is just under nine centimetres wide; the two motors at the rear axle each measure around eight centimetres in width. The three axial flux motors are integrated per axle into so‑called High Performance Electric Drive Units (HP.EDU), where they are combined with a compact input planetary gearbox in a single housing."

https://www.instructables.com/Designing-and-Building-an-Axia...

Totally with you, I want more options for my Tacoma also!

I’ve been playing with idea of importing a lhd hilux from Mexico

Edit: a video from them on this particular YASA tech being discussed : https://youtu.be/m507ryWhc6c

> In contrast to conventional radial flux motors, the electromagnetic flux in an axial flux motor runs parallel to the axis of rotation. The key components are arranged in a disc‑shaped layout: two rotors sandwich the stator from the left and right. This design enables an especially compact motor architecture, high power and torque density, and new freedoms in drivetrain packaging. In the new Mercedes‑AMG GT 4‑Door Coupe, the motor at the front axle is just under nine centimetres wide; the two motors at the rear axle each measure around eight centimetres in width. The three axial flux motors are integrated per axle into so‑called High Performance Electric Drive Units (HP.EDU), where they are combined with a compact input planetary gearbox in a single housing.

Hand waving.

Designing the manufacturing machinery is exactly what happens in any manufacturing process. Those robots are general purpose that have been adapted for the required tasks, that's a normal process.

Why would you build a motor that's twice as heavy with copper and much wider when you don't need to?

What is the current market sentiment? Share of EVs is slowly rising so having a good motor as important as ever.

https://en.wikipedia.org/wiki/Axial_flux_motor#Automotive

> Mercedes-Benz subsidiary YASA (Yokeless and Segmented Armature) makes AFMs that have powered various concept (Jaguar C-X75), prototype, and racing vehicles. It was also used in the Koenigsegg Regera, the Ferrari SF90 Stradale and 296GTB, Lamborghini Revuelto, McLaren Artura and the Lola-Drayson.[9] The company is investigating the potential for placing motors inside wheels, given that AFM's low mass does not excessively increase a vehicle's unsprung mass.[10]

> In July 2025, YASA announced a prototype 550 kW (738 hp) 13.1 kg (29 lb) motor, equating to power density of 42 kW/kg, which the company claimed to be the highest ever achieved.[11] By contrast, the state of the art EV motor from Lucid Motors offers a 500 kW, 31.4-kg motor, or 16 kW/kg.[12]

> The first application of these motors will be in the High Performance Mercedes‑AMG GT 4-Touring Coupe.[14]

Is Mercedes stupid?

How did Carl Benz dare to do something as hideously complicated as building the first gasoline-powered car in history?

And why did they kept inventing complicated stuff that ended in all modern cars like ABS, adaptive cruise control, direct fuel injection, emergency brake assist, etc, etc?

That's incredible.

I mean, so did France; they both essentially folded theirs into ESA.

This makes them kind of unsuitable for power generation and really high power motors (despite their power density) where the main way you get more power is just to spin really fast.

The other disadvantage is they have such a low amount of material in them, that the stator overheats really easily. And the topology of the motor makes it really difficult to get the heat out efficiently, which again limits their maximum power.

https://spectrum.ieee.org/axial-flux-motor-yasa

Edit.... Video doesn't seem to explain very well either

Personally, I'd rather see FWD with 1 100HP motor in a 2200-lb 4-seater under $20K US, but that will never happen as the supply is artificially constrained to create high-end cachet.

At the motor level it should be the same, in propulsion you’re converting current to torque and in regen you’re converting torque to current, with the same hardware. The high voltage wiring is the same and will set the same limit on current regardless of direction.

I believe bidirectional inverters are generally symmetrical as well, so that should not be a factor.

Which I reckon leaves two factors:

1. Battery C rates, afaik pretty much all chemistries have a higher discharge rate than charge rate, especially when trying to maintain them for a long time, so by that account regen power would at most be the same as propulsion (if the entire power train is sized for the battery’s charging rate).

2. Artificial limitations, obviously you could always artificially under-prop, though that seems unlikely outside of niche applications.

tldr: I don’t think so, except on a technicality (that you can artificially hobble propulsion).

In order to generate a higher regen, you'd have to somehow get more energy in the motor first... and since its only rated for 200kW, good ol' physics limits you, IF thats all the energy you put into the system.

If you roll it down a hill, or do something exotic like inverting the magnetic fields .... you can exceed the motor rating. But thats usually not recommended because the motor driver itself isnt rated to handle that power.

When these hopefully go to the next generation Formula E cars, we’ll see some crazy improvements in cornering. The newest generation already has active 4WD. I imagine this can bring even better torque adjustment improvements.

https://azimi.me/axial-flux-motor-explainer/

So it looks like axial flux, the OG was introduced in 1820 something and it wasn't easy to manufacture. So radio flux came after that and has been around ever since. So axial flux is making its come back this year!

The video is very interesting too about decompounding returns when the motor is less with the other things need to weigh less too.

Especially the bit about potentially not needing brakes in the near future because the regen is so capable. Which would lead to less weight and less parts even again!

For example Siemens and Bosch are large enterprises specialised in industrial scale electrical machines and parts (among other fields).

Infineon was spun off from Siemens 25 years ago an plays an important role in chip manufacturing for automative systems.

Software and battery cells are the main challenges.

https://de.wikipedia.org/wiki/Datei:Wiesloch_Stadtapotheke_E...

Indeed not. The first ever electric motor was an axial flux motor built by Michael Faraday in 1821. It's definitely not a new idea.

I wonder why they need tree motors per axle.

My main gripe with MB is that they have this new technology that could simplify things and let them build a better product. Instead of building around it, they shove it in to their existing designs. I was expecting an electric S class to be more akin to a Lucid Air sans the teething problems of a new company. Instead, we get weak attempts at solving non issues.

And whilst they are certainly not in the market of producing affordable vehicles, I would hope that using EV tech they could create a better version of their existing fleet. I do not think anyone buying an A class cares about the 4 popper under the hood - losing it and simplifying radically, in my mind at least, would give them more budget and leeway to create a more compelling product.

https://en.wikipedia.org/wiki/VR5_engine

We owned an vw inline 5 Passat (quantum in North America). Good engine and synchro awd.

I'd personally prefer a belt-and-suspenders approach.

China has industrial policy. The country and companies are able to invest in BEV technology knowing that everyone agrees on the direction.

And 400kW isn't really all that much for a sports car. I remember 911 ads from the '80s that boasted "brakes with more than 1000 horse power".

What did you like most about it?

It's not like the Dawn of the steam engine

The talent had very little impact to be honest. The primary factor was a government looking 50 years down the road seeing that:

1. ICE engines have little to no long-term future in transportation.

2. global warming is a thing whether the right wing in the US likes it or not.

3. They were never going to overtake the West in ICE engines and had to attack from a different angle.

The US' lack of breakthroughs in EVs has little to do with technology or expertise and everything to do with an administration that is openly hostile towards EVs and renewable energy in general. For the rest of the planet, EVs becoming the primary form of transportation is just an obvious and logical conclusion, even if it takes us another 25-50 years to get there.

China saw it and decided to heavily incentivize and subsidize the rapid expansion of EVs both to fix the air quality issues in China and corner the market.

Secondarily power electronics; at that scale, you can't just pick a bigger transistor and call it a day.

By comparison the motors seem to be a mostly solved problem, although I'm sure there's still some scope for power-to-weight engineering there, it's not as critical as the battery pack.

Also I have "The Way Things Work" on my desk right now and can't help but wonder, could you adapt some of the pages of the book this way? It seems like exactly the kind of content that would benefit from such 3D (interactive) visual explainers.

Then there's braking. More driven wheels means more braking energy that can be recouped via regen. In traditionally rwd cars you lose out here because braking energy tends to be directed forward.

Also there's packaging. One large motor might impinge on the cabin.

Also you get benefits wrt mass production.

A smaller motor is easier to handle. Potentially could avoid the need for high voltage cables. Which eases repair.

you add planetary gears

>sprung mass

you can integrate all into one hub (breaks, bearings, gears etc) and it weights pretty much the same.

what you gain is more space for a bigger battery, torque vectoring, no loss on diff and CVs

All the industrial processes and machine tool development that happened in the ICE car industry over the last century (and the electronic hardware manufacturing, more recently) was available day one.

How do you know this for a fact? Chinese press releases? You've driven one? Some auto blogger drove one?

After world war 2 Gorbachev or whoever visited the United States and during that trio visited a supermarket. He thought it was a facade, possibly, put on just for him, there's no way Americans are this prosperous (or whatever, this good at agriculture, farm equipment, etc)

Also do the race cars have 4 wheel drive, or all-wheel drive? I'm wagering all-wheel with "torque vectoring" and "Yaw control", like a Mitsubishi Lancer Evolution X.

The visuals didn't show much, and I learnt a lot more from one of the YouTube videos (https://www.youtube.com/watch?v=dCO633KE7RA) posted below.

It's neat that a whole interactive deck can be produced without effort. But it's just not very interesting.

    > "instead of applying engine breaking when the driver takes their foot off the pedal, they went to great lengths to _move the break pedal_ in proportion to the amount of engine breaking that is currently being applied as per the VCUs command"

There may also be a sports-related reason for people who habitually left-foot brake.

https://en.wikipedia.org/wiki/British_Racing_Motors_V16

For the AMG GT4 there will be 3 motors: two at the rear, and one at the front.

My interpretation (and my German's pretty lousy) is that each motor is combined with a gear system in a single package, and they're calling the overall package (motor plus gears) a High Performance Electric Drive Unit (HP.EDU).

The two rear motors will probably be independent, so no need for a mechanical rear diff (it'll be electronically controlled).

There's no mention of a front diff, so it's unknown whether that's built into the front HP.EDU or is a separate mechanical diff).

To get something better I expect more than a one-shot is needed, and the knowledge to guide it in the right way.

https://en.wikipedia.org/wiki/Supercapacitor

even better a motor brake already is a thing. Its kinda of like air brakes, requires current to disengage and looks liek a little clutch thats slapped on the shaft or housing.

It has nothing to do with the current administration either. For one thing, China's dominance predates it. For another, the EU and Japan have failed equally hard at capturing any meaningful EV marketshare.

This is where Tesla made a huge difference with Supercharger stations. I am no fan of Elon, but that work was fundamental in making EVs viable in America.

https://youtube.com/playlist?list=PLoTU9_iCGa6i_C38pwQyg0pBG...

E.g. for example for a given electrical frequency and decent radial flux synchronous machine, power density is quite static and torque density can actually be dialed quite freely from 2-pole machine (turboset in gas turbine running on the grid at 3600 rpm (or 3000 rpm outside NA and some Pacific Islands) to 40(+) (example deployed at Hoover dam, 180 rpm). At those higher pole counts, the center of the rotor is no longer electromagnetically active, because the magnetic field lines keep to a narrow ring only about as thick as each pole is wide. Unfortunately it's mechanically not that trivial to handle a cylindrical shell with a small air gap (this needs to be significantly smaller (about at least 10x) than the pole width) when using substantial torque and speed.

Circumferential velocity is practically limited by hoop strength of whatever the outer region of the rotor is made of, even if it's all very nicely balanced, because eventually the magnetic armature flux source (wires or magnets) will fly out.

Higher electrical frequencies limit the field winding core's magnetic permeability (magnetic field/force strength amplification relative to vacuum, for same electrical current) which hurts efficiency by dropping the useful mechanical power component of field voltage while the voltage resulting from the current (that needs to happen to cause the magnetic field in the direction of movement that causes the mechanical force) due to wiring resistance stays. (I think the permeability gives the ratio between voltage and current for otherwise identical mechanical load conditions and winding shape?)

Thinner wires have less fill factor because the insulation has to stay the same thickness as per-winding voltage stays, but magnetically inactive terminations are less wasteful (for losses and mass) when a decent number of effective turns (>>1, think >10~50 for most of the benefits) are used.

Note while the armature necessarily has an even number of poles in it's construction (north/south), the field is not forced to that.

Indeed, the iirc most smooth torque (under practical mechanical feasibility limitations and without undue sacrifice of efficiency) results from having a prime number (of field windings, in WYE-style connection) exactly one off from the armature pole count. Note that for low losses all these torque-smoothing techniques _require_ only a single electrically directly driven winding in each slot (per mechanical field pole) and with that only GCD(field_slots, (armature_poles / 2)) windings get to share an electrical half-bridge (one single wire going to a single voltage-output terminal on the electronics board; note mainstream BLDCs have 3 of these, classic fridge compressors have 2, and modern stepper motors (e.g. 3D printer) have 4).

Any time you have multiple windings driven by different electrical source voltages you're wasting heat in the winding because the lowest-loss would require all conductor in the slot to to perfectly evenly share current.

There's just one problem with that: you need a nearby slot with exactly opposite phase to even possibly use more than a single (half) turn of "winding" in the slot.

If the voltage is still enough to not loose too much in the connections, you can use transistors developed for efficiently powering modern computer chips from comfortable voltages like 12V, but even then a "winding" has to be much longer than an armature pole to mitigate the losses of spreading the return current sideways to where a slot carries the current in the reverse direction. Once the voltage at the transistor is over around 10V the benefits of more precise control of the field magnetization to the armature position (and how the shapes distort the field lines from anything that would look like a sine wave) could be useful. In theory that'd also provide direct access to electronically control the air gap (well, net force normal to the air gap "surface") which _could_ be an alternative to mechanical bearings for very thin-shell constructions. See maglev trains for a pretty practical application of using an electric motor to also levitate the "rotor" in a place where a mechanical bearing ("train wheels + bogies") performs poorly.

It’s possible to actually learn something from this, whereas the one fable created is just slop with pretty colours.

[1] https://en.wikipedia.org/wiki/History_of_the_steam_engine

One additional point of data. In Q1 of this year they delivered 200K BEV worldwide [2] while Tesla did 350k [3].

Calling that 10 years behind is not warranted in my opinion. I would agree to say competitive and challenged.

[1] https://cleantechnica.com/2026/06/01/europe-ev-sales-report-... [2] https://www.volkswagen-group.com/de/pressemitteilungen/volks... [3] https://ir.tesla.com/press-release/tesla-first-quarter-2026-...

I have a 84 w123 300D, and would love to add some more power to it. Lightweight hub motors would be great, but any decent size battery would be at least 200lbs+, which is hard to do on a old chasy.

Motors might be a 'solved problem' - there might not be much innovation, Maxwell's laws aren't changing any time soon, but there will surely be a lot of incremental improvement - an early 1900s ICE is considerably worse than a 2000s ICE.

This is the core point, but it applies for the whole of the industry. Motors just don't matter. An electric motor is an almost vanishing component of the weight and complexity of an electric vehicle. Cut the mass of the thing *in half* and you're looking at 100kg savings, tops. You could do that with a Model Y by just changing the roof material to something boring and not glass. You could almost do it by shrinking the oversized-as-is-the-fashion wheels.

So... it's great that Mercedez-Benz is producing these, I guess. But it won't make their cars anything more than incrementally better. Which is why we're seeing them crow about it in a press release and not a spec sheet.

Basically it is a pretty version of a dumbed down partially incorrect answer. With a knowledgeable user it would be very good, but he has no idea he is wrong. I’m not sure what Dunning Kreguer with graphics should be called.

Then, predictably, finding the collection of supporting details + vetting the content in question.

This is an issue we, technology-folk, ought to help guide our non-tech-co-folk through engaging with, BTW. Our responsibility is rising with tech becoming more deeply entrenched / required for society's operations.

Feel free to steal! This was one shot with Claude Code. You can take it and adopt it to your need

Chinese EVs are leading and that doesn’t necessarily mean being the best, most advanced vehicles. They are leading in value/pricing, and in many regions they are leading in sales.

BYD sells almost double the EV volume of Tesla globally as of December 2025. They are objectively leading in that respect.

I think the parent comment of yours made a good point (or at least adjacent to a good point) about China’s ability to enter the market: they can’t compete with 100 years of internal combustion engine development along with the vast parts supplier network of the West, but they can compete on battery chemistry, battery supply, motors, and the more vertically integrated EV space where automakers don’t need to depend on a huge network of parts suppliers like they did in the past.

I also think that a lot of pushback to the innovation that China is delivering is criticism that is stuck in the past. If you buy a Xiaomi car, it integrates perfectly with all your Xiaomi consumer devices. You can control your rice cooker or robot vacuum from your car’s integrated infotainment system. This type of approach was exactly what Apple was going to deliver before they abandoned their automotive project.

Or, you can buy a Mercedes and you’ll get a car with more precise handling and perfectly tuned driving characteristics. The infotainment system looks like Windows Vista.

Which side of the aisle do you think most consumers care about? I think most people buy into Xiaomi’s approach.

Personally I feel that the rest of the world continues to dramatically under estimate China’s progress and technological advancement at our own peril. Is there fluff and are their lots of untrue claims, of course, but that is certainly not something they have a monopoly on.

Put the engine and its transmission to the wheel mounted next to each wheel.

No need for differentials etc, if they can work out a steering mechanism for each, then you've got 4WD with 4W steering.

In the video there's talk of how you can use them as regenerative braking as well, so have that as part of the wheel structure.

No axles, no differentials, independent suspension, electronically controlled power to each wheel, regenerative braking.

Gonna be a fun decade or more of innovation coming.

Stuff like this reminds me that we still need a human in the loop to edit, to improve, to advance.

Auto-from-scratch just doesn't really achieve anything of actual value.

Every other manufacturer has managed to control regen breaking via throttle modulation - even ICE hybrid cars have been doing that for ages.

drop in a tiny, powerful electric motor and a small battery (crammed in whatever location is best for weight distribution), and then wire up a little genny powered off your existing fuel tank that can jump in as a range extender

https://www.thedrive.com/news/jeep-tells-4xe-hybrid-owners-t...

We have a dual-motor EV and our lease is expiring this year. We have our eyes on the GLC EV, which will land in the U.S. with a tri-motor design at first. There’s no fun in a single-motor EV.

And only get cheap at scale.

China creates something of equal quality as a Western company? It must've been IP theft! China competes on price? It must be state subsidies! China creates something innovative? Don't use it - it'll send your data back to the CCP! Or just pretend it doesn't exist.

In reality Chinese people aren't idiots. We've spent a couple of decades giving away all of our manufacturing knowledge for a few cents of shareholder value, so it is not exactly surprising that they now possess that knowledge - and are able to build upon it. China is dealing with huge demographic changes, so obviously they've been pushing for automation, so it shouldn't be a surprise that those factories are now rapidly automating. Which we could've done in the West, but outsourcing it to cheap Chinese labor was cheaper in the short term.

For every genius in the West there are ten geniuses in China, and with their top-down economic policy they are able to apply it where it truly matters.

We created our own worst enemy, and are now crying foul. If we don't get rid of our outdated racist biases soon and start treating China like the successful superpower that it is, we're going to get completely steamrolled in the next few decades.

What would it mean to "turn off" traction control in a car with independent motors per wheel? (OK this is a 3-motor/4-wheel scenario, but hypothetically…)

With software control and independent motors, we're likely to see increases in low-traction capability (for the right price-point and probably aimed at particular buyers)

For late stage? Continental Europe has its banks and industrial policy. America and China have their deep pockets. Scaling out of the UK is incredibly hard, doubly so post Brexit, that’s why they sell early.

for my sailboat I am getting rid of a 300lbs diesel and a 30gallon fuel tank with a 45lbs PMAC.

That means I have opened up about 465lbs for batteries.

Now, with a sailboat you're never truly out of range -- but the point stands : these things are so much lighter than ICEs on average that there is a lot of opportunity even with battery weight as it is (and it's getting better daily).

But how much worse is a early 1900s electric motor from a modern one? I can't find data, but I suspect the first electric motor from the 1830s is more efficient than a modern ICE (even if we assume the ICE is built for efficiency, screw emissions). There is some room for improvement, but there isn't much difference between our best motors and perfection (a carnot cycle by contrast is as best much worse than perfection)

I assumed it's based on a three.js template due to the `Rendered live with three.js · Drag anywhere to orbit the model` kind of showcase but unfortunately that's not linked. I also imagine the 3D models are more that primitives (at least the arrows showcasing the flow) but I don't know where they came from, if that are also from a template or repository or if they are generated from a tube mesh.

So... I'm genuinely grateful that you took the time to share but I don't think I can do something with this except restarting from scratch, especially if it's one-shot.

I'd suggest, if you don't mind the extra effort, that you add a ReadMe.md in the repository to clarify how you did this, at least model name, version and prompt.

Curse you, Apple and Jony Ive. You only needed to tone skeuomorphism down not kill it.

I've had MG suv rented recently with just gasoline engine and it was fine. This comes from long term bmw driver, they are not on the exactly same level, but light years ahead from similarly prices ie french vehicles. Handling was fine too, probably the biggest shock for me, this is where french, italian etc are losing me (bmw effect). And they cost 1/3 of bmw.

So, basically '60s Formula 1. Might be fun to watch. We'd certainly see some crazy engine designs and a lot of re-fueling pit stops...

This doesn’t seem to apply to AI for some reason. It keeps generating incorrect results after incorrect results, yet people continue to trust its output.

I don’t know what to make of this.

Regenerative braking is very different to taking your foot off the accelerator in a conventional ICE car, it's much more powerful a stopping force than traditional engine-braking.

I understand the rationale for moving the pedal to illustrate the amount of "braking" force. I'll admit I'm not exactly a typical driver though.

With separate front and rear electric motors, there's no center differential to worry about, and a sufficiently sophisticated motor control system can make it behave well on and off road.

https://www.uktech.news/funding/late-stage-funding-surges-as...

Regarding AI (since that's the hot thing of the day), but IMO indicator of where the money is:

https://digital-strategy.ec.europa.eu/en/library/funding-ai-...

[In the EU] "Most late-stage capital comes from the US and UK."

Now, regarding YASA, it isn't surprising that they were acquired by a car manufacturer. And, well, the UK has virtually none at this point...

UK has City of London that dwarfs the banks of continental Europe. we're talking big banks, Fintech, HFT, etc. When you deal with Austrian banks you realize they're 10-20 years behind the UK.

> and industrial policy

Continental Europe has a large but somewhat inefficient(compared to Asia) and heavily subsidized industrial policy, acting more a a jobs program for politicians chasing votes and state subsidies, that the UK gave up on during Thatcher(for better and worse), and stayed in the niche, low volume but highly important aerospace and defense parts that dwarfs that of continental Europe.

Ofc that also means the labor market in UK is very K-shaped. Highly paid skilled niche jobs in London and the university research centers, and then a wasteland everywhere else.

I looked a bit on doing the same, but came to the conclusion that it will be expensive to fulfil racing rules requiring the boat to be able to maintain speed for 5 hours ie around 25-30 NM range.

As it is now, I have about 500 NM diesel range on my boat, which is basically 3-4 days continuous runtime. Cutting it down to 25nm and 5 hours requires minimally 100kWh.

For a blue water boat, 500 NM is not quite acceptable, but can be fixed with jerrycans for a couple of dollars. An all electric blue water boat would clock in at an unrealistic 2MWh of batteries with a weight at least 20 metric tonnes. 10x the load capacity of my boat.

The hyperscreen from a physical hardware perspective looks strangely dated to me as well, depending on the specific car model.

Heck, nobody seems to care that Toyota engines/transmissions sound like a vacuum cleaner and have pretty mediocre NVH on models like the Corolla, but they buy those products for reliability and efficiency.

Human trust differs from mathematical trust. And branding / marketing abuses the ambiguity.

There is no shame in a "likely to hallucinate" model that can be instantiated 1,000 times across 1,000 different machines spread throughout our planet. So, human trust is broken by machine trust.

Take a look at the Forbes billionaires list and some of their statements. Or maybe at the politician fact checkers. If only being wrong damaged reputations.

BYD can be lighter because they skip on safety gear and proper structural elements - in my experience.

ETA: Internal combustion engines half a century ago had an efficiency of 20%, now they're at 40%. That cuts the fuel you need to carry in half. Electric engines are near 100%, and as I said, going from 90% to 95% efficiency cuts required battery by a bit more than 5%, so peanuts.

If I had time and making a polished web page was my goal I could probably do better but this was not the point!

For example, DC motors used in some late-1900s trains still had a giant variable resistor in series with their motor, burning away a huge chunk of the power as heat to force the motor to run at a lower speed during acceleration. AC motors weren't much better.

Electric motors only became truly efficient when variable-frequency drive became viable, which was in the 1980s due to semiconductor innovation.

This is not accurate, the first production direct injection gasoline automotive engine was in the 1954 Mercedes-Benz 300SL. It's true, you probably won't be running piezoelectric injectors without computer controls, but there's nothing preventing direct injection.

But that would make it interesting. How many of the advances we've made in the past 75yrs could be accomplished some other way if you take the computer away? You don't need a computer to accomplish nanosecond timing. Maybe there's a clever analog way to run piezoelectric injectors.

  > BYD can be lighter because they skip on safety gear and proper structural elements - in my experience.

    > "Why not move the gas pedal too?"

If you push the gas pedal, you'd expect to go faster, wouldn't you?

Same with going from 99% to 99.5% efficiency. It still reduces the cooling needed by half.

https://www.amazon.com/stores/Dave-Gary/author/B0BY6Z6HP8/al...

But the motor is not the only thing that needs to be cooled. It’s mainly the battery, which has a narrow operating range. The power electronics that convert AC to DC also need to be cooled.

So you’re halving the cooling needs of the motor, which is nice but small compared to the other two. And even then, total cooling doesn’t impact range that much compared to warming the battery in cold climates.

I think you’ve overstated your case.

Published: https://banagale.com/the-way-the-motor-works/

Source: https://github.com/banagale/the-way-the-motor-works

It lacks cave people but has the woolys.

I’m sure folks would be interested even in a blog post comparing just this process with different Anthropic models if that’s something you do and need a content idea. :)

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Can you make a version of this that is more in the style of "the way things work" the cool inventions book from the 90s with cavepeople and wooly mamoths and that illustration asthetic?

https://github.com/mohsen1/axial-flux-motor-explainer

If able, expand on the abilities of the page as requested in this thread:

https://news.ycombinator.com/item?id=48475428

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So ya, that was a one shot to build.

Just as impressive was its ability to publish the source and get the version up on my personal site. That was also a one shot but aided by context and skills I have available for these purposes.