In the story and video that is just hard for some people to believe, A new version of the Tesla Model S, specifically the unassuming "P85D" went to a drag strip to take on the recently released 2015 Dodge Challenger Hellcat with its 707hp Hemi engine.
At first glance, and our history lessons would make us think that the Hellcat would absolutely wipe out the battery powered, electric motor driven Tesla.
In what people say were completely stunned looks at the dragstrip, the Tesla dispensed the Hellcat easily. An even set a world record in the quarter mile.
Per Road & Track:
Tesla destroys Dodge Challenger Hellcat at dragstrip
(http://roa.h-cdn.co/assets/15/04/980x490/landscape_nrm_1421764595-helc.jpg)
This matchup was bound to happen.
In the near lane, you've got a 2015 Dodge Challenger SRT Hellcat, a 707-horse dream machine seemingly built as the vehicular embodiment of "AMERICA, F**K YEAH"—a retro-styled ICBM on wheels, one that Dodge says will do the quarter-mile in 11.2 at 125 on street tires.
In the far lane sits the Tesla Model S P85D, a dual-motor, all-wheel-drive sport sedan that turns battery output into electric speed to the tune of 691 horses. Thanks to massive torque at zero RPM, the party trick of every electric motor, Tesla says the silent screamer will mop the floor with the Porsche Panamera Turbo S.
There's only one way to settle this grudge.
Drag racing looks astoundingly simple: aim the steering wheel and mash throttle, right? But it's a driving activity defined by don'ts—don't go sideways, don't lift, don't sacrifice thrust to wheelspin. It's also a game of nuance and restraint, an outwardly-violent assault on aerodynamics and momentum that rewards driver finesse, even restraint.
Especially when you're strapped into a 707-horsepower, lime-green burnout machine, and you're lined up against an all-wheel-drive future-tech rocket full of computers dedicated to the task of maintaining traction.
Don't think this fight is settled—not by a long shot.
The Tesla's 11.6 blast at 114.6 may have set a new world record for production electric vehicles. But the Challenger choked, plain and simple. All that wheelspin and a balky start (evidenced by a 3.615-second 60-foot time) made the Hellcat a non-competitor.
We know firsthand how hard it is to get a proper launch from the mighty Hellcat. The Model S P85D has shown us what it's capable of. The gauntlet has been thrown. We can't wait for the rematch.
https://www.youtube.com/v/kG6veF_34QE
Some of us aren't surprised... In a word, "torque".
I think the guy in the Dodge might be the worst driver in the world. You can get a 17 second quarter mile out of a Volvo.
Quote from: Lunican on February 03, 2015, 08:33:23 AM
I think the guy in the Dodge might be the worst driver in the world. You can get a 17 second quarter mile out of a Volvo.
^ hey now...my Volvo c30 is plenty fast...0-60 in 6 seconds and 1/4 mile in under 14
Quote from: Non-RedNeck Westsider on February 03, 2015, 08:23:43 AM
Some of us aren't surprised... In a word, "torque".
Not only that, the Tesla is AWD.
Show a video with both drivers doing a good start, because this matchup is speculative at best with the Dodge driver having such a bad start.
Quote from: I-10east on February 03, 2015, 12:19:36 PM
Show a video with both drivers doing a good start, because this matchup is speculative at best with the Dodge driver having such a bad start.
It will never be close, I-10. Because, science, lol.
^^^Okay Bill Nye. :)
Quote from: I-10east on February 03, 2015, 12:33:01 PM
^^^Okay Bill Nye. :)
Funny you say that... it has to do with air pressure. ;)
Edit:
Combustion engines rely on the expanding gasses to push the cylinder which turns the drive-shaft. You can only compress so much, so fast. 0-10000 rpm in about a second and a half.
An electric engine's torque is only limited by the size of the battery and the strength of the driveshaft. 0-10000 rpm instantaneously.
Simply, you have to continuously increase the pressure in the gas engine. The electric engine is simply on/off.
Quote from: Non-RedNeck Westsider on February 03, 2015, 12:38:25 PMAn electric engine's torque is only limited by the size of the battery and the strength of the driveshaft. 0-10000 rpm instantaneously.
That makes zero sense.
Quote from: acme54321 on February 03, 2015, 01:48:12 PM
Quote from: Non-RedNeck Westsider on February 03, 2015, 12:38:25 PMAn electric engine's torque is only limited by the size of the battery and the strength of the driveshaft. 0-10000 rpm instantaneously.
That makes zero sense.
Glad you think so.
(http://www.velvetron.com/blog/wp-content/uploads/2008/05/tesla_torquegraph.jpg)
Quote from: Non-RedNeck Westsider on February 03, 2015, 04:45:00 PM
Quote from: acme54321 on February 03, 2015, 01:48:12 PM
Quote from: Non-RedNeck Westsider on February 03, 2015, 12:38:25 PMAn electric engine's torque is only limited by the size of the battery and the strength of the driveshaft. 0-10000 rpm instantaneously.
That makes zero sense.
Glad you think so.
(http://www.velvetron.com/blog/wp-content/uploads/2008/05/tesla_torquegraph.jpg)
So how does that fancy graph prove that the motor goes "0-10000 rpm instantaneously"?
I see... just a(n incorrect) way of saying that you're at full power instantaneously. There's no ramp up....
SAME PRINCIPAL - DIFFERENT ERA:
Probably the most famous exploit of a Milwaukee Road hi-polar was a "tug-of-war" held at Erie, Pa., in 1920.
Fresh off the production line, No. 10251 was coupled nose to nose with two modern steam engines at the General Electric plant. Actually it was to be a pushing rather than a pulling contest since drawbars of the time would not have been able to withstand the tremendous stress.
From a standstill, the throttles of the steam engines were opened first and the bi-polar was pushed slowly backwards down the track. Then the electric began to draw power. Simultaneously, the throttle of the electric was opened further and the steam engine throttles were advanced to their last notch. With a tremendous effort, the steam engines smoked and pushed and strained, but they came to a complete halt. As the controller of the bi-polar was advanced still further, the steam engines, with drive wheels still churning, were pushed backwards.
In a similar test of regenerative braking, the two steam engines pushed the electric until regenerative braking was switched on. As regeneration was turned to full power, the pushing locomotives slowed down. With throttles wide open, the steam engines could scarcely budge the electric which, besides winning the contest, was returning electricity to the overhead trolley wire.
Similar tests were later held on Milwaukee Road track in the west, with the bi-polars emerging victorious each time. Bi-polar engines were gear-less the axle was the armature.
Now about those 'old, slow, streetcars?'