G. David Felt

@oldshurst442 @ccap41 Think of all the armed forces who were doing flying like that in Iraq, Afghanistan, etc. War time is even more crazy and yet the pilots hung their ass out on crazy ridges to pick up wounded, sick, innocent civilians, etc. Canadians on deployment in Mali

I remember this picture and thought wow, talk about skill.

@oldshurst442 Sad to consider that he died at age 70 from Lung Cancer. I honestly do not understand how people can still smoke when they see how deadly it is. I get that nicotine is addictive and I fear that the tobacco companies have made vaping even worse by covering up the stench with fruity smells as science testing shows the levels are 10 times what smoking is, I expect we will see a new round of deaths in the young who have gotten addicted to vaping.

Yes, the Planes and Green Windmills do benefit from some of the same electric recovery motor tech. The one that I have always thought was great was the Carbon Fiber, and while BMW and Boeing use a ton of Carbon Fiber made in Moses Lake WA, the one thing I have since learned is how hard it is to recover and recycle carbon fiber. It will be interesting to see if it continues in BEVs moving forward or not. I think that Mercedes will not recover if they due attempt to use the battery tech from F1 in Plugin Hybrids sedans as I expect solid-state to replace the Lithium battery packs sooner. Over all, be it F1, Nascar, Nasa, etc. Lots of tech is R&D in these areas and then make it out to the public later.

No hate, Technology advancement from any auto company is good if it truly gets into the common auto as the picture above shows from F1 to Prius. Hate the Ugly Prius, but do not hate that the technology allowed them to accomplish a goal with the auto. Technology is always good, just does not mean that the company that figured it out actually uses it well in their public product line.

Saw my first in the wild Rivians, one up in the snow and the other near home coming back from skiing. Have to say, I really like the looks.

Ram has released their first video of the Ram ProMaster EV. Email I received today

Very cool story and a video of a Rivian R1T helping pull out a stuck Semi cab on a muddy road to the paved road. Rivian R1T Effortlessly Pulls Stuck Semi Truck Free (insideevs.com) Tesla in 2019 changed their leasing on the Tesla 3 to no buy out option because they were going to use the used Tesla 3 in their self-driving ride hailing service. Fast forward 3 years and the ride hailing service is nowhere to be found, but Tesla has made a killing on re-selling their leased auto's due to used auto prices. Tesla has also changed their policy again, starting April 22nd, 2022, no Tesla that is leased can be bought at the end of the service agreement. Tesla now doesn't let anyone buy their car after lease is over as used car prices are skyrocketing - Electrek

Some Very interesting news stories to read. Electric Vehicle Checkpoint: Rivals Miss a Knockout Punch at Tesla - TheStreet Electric Vehicle Checkpoint: Ford Differs From Rivals on Price Increase - TheStreet Elon Musk's Tesla Has Very Bad News - TheStreet Volkswagen Has Very Bad News - TheStreet

The Ford Motor Company and UAW leaders will host customers and employees to celebrate the official start of F-150 Lightning production at the Rouge Electric Vehicle Center in Dearborn, Michigan. A milestone in the country's shift to electric vehicles, Ford employees and F-150 Lightning customers will join the "Job 1" event for the first-ever, full-size all-electric pickup to go on sale. The F-series Ford Pickup has been America's best-selling truck for 45 years in a row and is second only to the iPhone in Revenue among all American consumer products, according to a 2020 study. The Rouge Electric Vehicle Center is an Ultra-modern new facility within Ford's historic Rouge Complex where Henry Ford perfected the moving assembly line and scaled the Model T. Lightning-Strikes.mp4 The event begins April 26th, 1:30pm eastern and will be livestreamed at http://ford.to/LightningStrikes F-150 Lightning Strikes on April 26; Ford Looks Ahead to Lightning Deliveries with Customer, Employee Celebration | Ford Media Center View full article

My gut is we will see programming upgrades only to these ICE engines, the days are heavily numbered on ICE and I expect far superior EV powertrains for the trucks to be coming in the next few years.

I doubt the rear of the car would make it as is, I cannot see that bottom fin making it as people would not see it and trip over it. The rest is fine and I agree with you that this is way better looking than the EQS, EQE, EQC, EQB, EQA. Wonder why Mercedes never made a D-class / EQD? ?

@oldshurst442 wow so young, what did he die of? ?

Mercedes-Benz Vision EQXX concept traveled from Stuttgart Germany, across the Swiss Alps and Northern Italy, to its destination of Cassis on the Cote d'Azur in the south of France. This 1,008 km (626.3 Miles) @ 8.7 kWh per 100km (62.14 miles) of energy consumption. The road trip started off by certification and sealing of the charge port and a team monitoring the auto the whole time. This approach is what Mercedes-Benz calls Holistically Thinking, from the efficiency of the drive train to aerodynamics and down to the tiniest of detail, as a well working, great interfunctional collaboration and with external partners. This Holistical Thinking will be the new Blueprint for Mercedes automotive engineering as the benchmark for all Mercedes-Benz electrical vehicle efficiency and range for upcoming BEVs that go into production. Mercedes says that road trips are a cultural touchstone and has been for decades being defined as the road trips the give us freedom, individuality, the very spirit of the automobile and the passing world, allowing one to stick a pin in the map saying I have visited these places. Road trips drive the human spirit in our search for the great outdoors to the close intercity of driving. The Journey to electric mobility is a road trip that will be exhilarating and challenging for humans the world over, yet for Mercedes-Benz the journey is clear with a clear goal of maximum efficiency through innovation. This will start with their battery efficiency. The next step is a passive cooling of the drive train to reduce weight of the overall auto. From the passive you then move to the on-demand active drivetrain cooling. Heat Pumps are the future of BEVs, as Tesla has moved from AC units to new mini-Heat pump units, so has the legacy auto OEMs are moving to Heat pumps. This allows an actual superior heating and cooling affect by also controlling humidity which when unchecked causes what some people say is bone chilling cold on a winters day. Heat Pumps have been the optimal way to heat and cool a home and now we are starting to see them show up in the Auto. The challenging route profile and varying weather conditions has showed how the VISION EQXX research prototype was able to handle the wide variety of challenging conditions via the onboard software. EQXX packed with innovations allowed the VISION EQXX to break through technological barriers across the board. This trip showed what was feasible for a one-day road trip that covered 4 countries. This road trip had to deal with high speed motorways, mountain passes, various weather conditions and roadwork that offered various challenging driving situations. This road trip started in cold conditions at Stuttgart R&D Center at 3 degrees Celsius (37.4 F) and ended at 18 Degrees Celsius (64.4 F) in Cassis near Marseille in the South of France. A very common question is with electrical vehicles, how do I know what my range or as they say with an ICE MPG is? To compare efficiencies of MPG to MPGe, Kilowatt-hours per 100 kilometers are a measure of electric vehicle energy efficiency equal to the Kilowatt-hours of energy needed for a vehicle to travel 100 kilometers. The Kilowatt-hour per 100 kilometers is an SI unit of electric car efficiency in the metric system. Kilowatt-hour per 100 kilometers can be abbreviated as kWh/100km; for example 1 kilowatt-hour per 100 kilometers can be written as 1 kWh/100km. The following chart should help make this conversion easy for those not used to metric scale. Based on this chart for conversion of the EQXX range reported, we see that the Mercedes-Benz EQXX has about a 259 MPGe rating. This is extremely good for a 900V powered electrical car, clearly beating the best numbers that have been reported by Tesla to date. The EQXX important facts as a glance: #MissionAccomplished: more than 1,000 km with a single battery charge in real everyday traffic allows for relaxed long-distance journeys. #EnergyWizard: efficiency-enhancing measures lead to an outstandingly low consumption of 8.7 kWh per 100 km. #AeroChamp: outstanding work in aerodynamics and exterior design enables a benchmark drag coefficient of 0.17, which has a particularly positive effect on fuel consumption at high speeds on the motorway. #RollingEfficiency: tyres with a significantly lower rolling resistance than the class A required by the EU tyre label and improved aerodynamic geometry, combined with lightweight magnesium wheels, provide more range. #ElectricDrive: the radically new drive concept developed by Mercedes-Benz achieves a benchmark efficiency of 95% from battery to wheels. #PassiveCooling: innovative passive drivetrain cooling via a cooling plate in the underbody. #BionicEngineering: advanced digital tools enable innovative lightweight designs that increase efficiency and range. #SolarPower: ultra-thin roof panels feed the battery system and provide up to 25 km of additional range. #SoftwareDriven: software-driven approach is the key to success in achieving efficiency targets and a fast development process, including a sophisticated battery management system. #GlobalResponsibleLeadership: with the VISION EQXX, Mercedes-Benz is stepping up the pace to “Lead in Electric” and “Lead in Car Software” and to set standards for sustainable mobility. Technical Data at a Glance: The team kept a trip log of the progress and thoughts and as such, Mercedes released the following excerpts from the trip log. An excerpt from the trip log: Up to 140 km/h on the motorway – low drag and rolling resistance pay off The first leg from Sindelfingen to the north-eastern border of Switzerland runs along Autobahn 81. At times, the VISION EQXX sliced through the wind at speeds of up to 140 km/h. With its low cd value of 0.17, it gives the wind virtually nothing to grab hold of. This world-beating figure for a road-legal vehicle results from the intelligent interaction of many individual measures. It starts with the basic shape of the body, cradling the smooth-surfaced dome of the greenhouse as it flows elegantly like a water droplet towards the rear. Equally beneficial to the aerodynamics are the small frontal area of 2.12 m² and the reduced rear track. Because this is 50 mm narrower than at the front, the rear wheels roll in the slipstream of the front wheels. The active rear diffuser, which automatically deploys at 60 km/h, provides better airflow and thus contributes significantly to the reduced drag. The technology vehicle gains further efficiency benefits from its tyres, with their extremely low rolling-resistance rating of 4.7. Bridgestone developed these specifically for the VISION EQXX in partnership with Mercedes-Benz. By way of comparison, the current EU tyre label requires a figure of 6.5 for the top rating in Class A. The EQS uses tyres with a rolling resistance of 5.9, which is significantly lower. With the VISION EQXX, Mercedes-Benz is now going one step further. A striking feature is the size of the new tyres. The dimensions 185/65 R 20 97 T mean they have a large diameter and a narrow tread. The specialist Turanza Eco tyres combine two innovative Bridgestone technologies that enable a higher range: ENLITEN technology reduces both rolling resistance and weight by up to 20 percent. The ologic technology reduces tyre deformation while driving, in part through a more tensioned belt section. In addition, the transition from the tyre to the wheel rim was optimised in cooperation with the Mercedes-Benz aerodynamics team. Over the mountains – the lightweight dividend The VISION EQXX's special features also include its carefully thought-through lightweight construction, which has a particularly positive effect on uphill climbs. Any keen cyclist knows why it’s always the same kind of rider out in front on mountain stages. The heavier, more muscular sprinters are always staring at the taillights of the wiry featherweights on the uphill slogs. The decisive factor is the power-to-weight ratio. It’s not about sheer performance in the sense of “faster; higher; further” but about endurance and lower energy consumption. This is exactly what the VISION EQXX demonstrates impressively on the approach to the Gotthard Tunnel heading for Italy. On the section between Amsteg and Göschenen, there’s a 14-kilometre uphill stretch with a gradient of up to five percent. It is here, where every gram of extra weight eats up energy, that the VISION EQXX scores sustainable points with its unladen weight of only 1,755 kilograms. The lightweight design concept of the VISION EQXX is comprehensive – from the materials used to innovative bionic structures that deliver a favourable power-to-weight ratio. Examples of this are the sustainable carbon-fibre-sugar composite material used for the upper part of the battery, which is also used in Formula 1, and the BIONEQXXTM rear floor, manufactured using an aluminium casting process. The light metal structural component replaces a much heavier assembly of several interconnected parts. It has gaps in places where structural strength is not required, thus saving material. This innovative design approach results in a weight saving of up to 20 percent compared to a conventionally manufactured component. A large part of the weight efficiency is also due to the dedicated electric chassis with lightweight F1 subframe and aluminium brake discs. Another is the battery. At 100 kWh, the power storage unit developed specifically for the VISION EQXX has almost the same amount of energy as the battery of the EQS, which is already a global benchmark among electric cars currently on the market. However, it has 50 percent less volume and is 30 percent lighter. The outcome is that the compact battery, measuring just 200 x 126 x 11 cm, is also comparatively light at 495 kilograms and fits in a compact car. The electric drive was developed in cooperation with the experts from Mercedes-AMG Petronas F1 Team. Back down the hill – recuperation is the name of the game After the Gotthard Tunnel, the road goes downhill for a very long way. This is where the VISION EQXX makes the most of the situation in its own way. While the golden rule of the professional cyclist is to go full throttle downhill to make up time, the VISION EQXX does the unthinkable and regenerates its energy reserves. In electric cars, this is called recuperation, the recovery of braking energy. In this discipline, too, the VISION EQXX sets new standards thanks to its highly efficient electric powertrain. The VISION EQXX can use the recuperation effect on any type of gradient and during every braking manoeuvre, thus extending its range. A positive side effect of this electric braking is that the mechanical brakes are barely used. This makes it possible for the first time to use new types of aluminium brake discs that weigh significantly less than their steel counterparts. Solar roof – energy snack in sunny Italy The VISION EQXX gets a hearty energy snack around midday in the Po Valley near Milan – not at the charging station, but via its fixed solar roof. The 117 solar cells feed the 12-volt battery, which supplies power to auxiliary consumers such as the navigation system. The added value is measurable through the load this removes from the high-voltage battery, displayed by the onboard computer. Overall, the solar booster increases the range by more than two percent – which adds up to a good 25 kilometres on a journey of over 1,000 kilometres. Innovative eATS – powerful, frugal, enduring The electric drive unit in the VISION EQXX – consisting of the electric motor, transmission and power electronics – was developed together with the F1 specialists at HPP, and has a peak output of 180 kW. Thanks to the torque available from the first rev of the motor and the very low aerodynamic and rolling resistance of the VISION EQXX, its full potential is barely tapped during the entire trip. Much more important than top performance are other factors. Just like the battery, the electric drive unit is compact, lightweight and highly efficient. Its average efficiency in this application is 95%. That means 95% of the energy from the battery ends up at the wheels. This goes hand-in-hand with further efficiency benefits such as the reduction of losses in the drivetrain. The engineers at Mercedes-Benz have succeeded in reducing the total losses in the drivetrain (motor, inverter and transmission) by 44% compared to an e-drive that is not based on this project. This makes a big different to the bottom line, with one percent more efficiency bringing two percent more range. This effect is further amplified by the battery of the VISION EQXX, thanks to its remarkable energy density of almost 400 Wh/l and particularly high operating voltage of more than 900 volts. And on the topic of high voltage: The VISION EQXX marks the first use of this technology, which proves itself throughout the entire journey. With not a single problem such as line overheating, everything is well under control. There are further efficiency from the active cell balancing. It ensures that energy is drawn evenly from the cells during the journey, which increases the usable energy and thus the range even more. Efficient thermal management system – passive powertrain cooling is all it takes Since the electric drivetrain generates little waste heat thanks to its high efficiency, passive cooling is sufficient throughout the journey. The cooling plate in the underbody uses the airflow to ensure even cooling. This aerodynamically highly efficient solution increases the range by 20 kilometres, while the cd value remains unchanged at a low 0.17. Even on the ascent to the Gotthard Tunnel, the air shutters remain closed. The air control system would only open an additional airpath if there was an increased demand for cooling the electric drive or for climate control inside the cabin on hot days or if the heat pump was running on cold days. The airpath then connects the high-pressure zone at the front of the vehicle with the low-pressure zones along the top of the bonnet. This enables highly efficient thermal management with minimal air resistance. With the shutters open, the cd value would increase by only seven points (0.007). Efficiency assistant – actively helping to save energy Whether e-drive or combustion engine, the amount of energy a motor consumes in practice ultimately depends a great deal on driving style. In Switzerland, Italy and France, “pedal to the metal” is not an option anyway, thanks to speed limits and attentive law-enforcement officers. However, the VISION EQXX also proves to be an intelligent sidekick, assisting the driver like a co-pilot with tips on the best possible driving style. The efficiency assistant provides information on energy flow, battery status, topography and even the direction and intensity of wind and sun. The UI/UX features an all-new, one-piece display that spans the entire width of the interior. Elements of the user interface support seamless interaction between the driver and the vehicle. These include Artificial Intelligence (AI) that mimics the way the human brain works. In the VISION EQXX, Mercedes-Benz takes a radically new UI/UX approach. A game engine takes UI graphics to a whole new level. The UI shows how real-time graphics open up new digital possibilities by reacting instantly to the driver’s needs and bringing the real world into the vehicle. Finale in France – crossing the finish line with around 140 kilometres of remaining range Shortly before crossing the finish line in Cassis, the VISION EQXX gathered energy once more through recuperation. After 11 hours and 32 minutes of driving time, it ended its 1,008-kilometre road trip with a remaining range of around 140 kilometres. This means it could have set off again for a jaunt along the Mediterranean coastline without recharging. The VISION EQXX has unequivocally proven the real-world potential of outstanding efficiency for electric vehicles. This first road trip to Cassis is a watershed moment on a much bigger journey that is far from over. There’s a lot more to come. The big question that needs to be asked is HOW MUCH OF THIS TECHNOLOGY will actually make it into the Mercedes-Benz EQ series of electrical vehicles? The VISION EQXX battery slide provided by Mercedes-Benz alone shows the big differences between the current EQS and the EQXX. Anode - EQS is Graphite, EQXX is High-silicon Cooling - EQS Liquid-cooled, EQXX Air-cooled Battery Construction - EQS Modular, EQXX cell2pack Voltage - EQS 450 V, EQXX 900V Energy Content - EQS 107.8 kWh, EQXX 100 kWh One interesting observation is that the EQXX is RWD powered by a 180-kW (241 HP) motor versus the EQS is powered by RWD 245 kW (329 HP) or AWD 385 kW (516 HP) motors. There are also special modes that push the EQS in RWD to 500 plus HP and the AWD to 700 HP. The power consumed to go fast also affects long-term driving range of the battery packs. The EQXX has this long thin rear fin that clearly helps with down force and yet I would doubt it would make it into production as walking humans would clearly hit it not noticing it. It is an interesting conceptual study from the very narrow tires to the overall air stream designed for maximum mileage range. Clearly some things will make it into production for cars and SUVs but not everything. What do you think of this concept drive and how real can it be in a production electric auto? Mercedes-Benz VISION EQXX demonstrates its world-beating efficiency in real world driving – over 1,000 km on one battery charge and average consumption of 8.7 kWh/100 km - Mercedes-Benz Group Media View full article

GMC started off the 2022 model year of full-size pickups with two very desirable full size truck trims for the GMC Sierra, Denali Ultimate and AT4X an upgrade to the original AT4 trim package. Yet GMC has not stopped there as they also just announced that the Next-Generation GMC Canyon will also get the AT4X Trim package. Just what is the AT4X Trim package? As shown by GMC sales numbers, customers are liking what GMC is offering in their full-size pickups from the exterior to the updated interior such as this Sierra Denali Ultimate interior. Many though have gone with Lifestyle choice of a full-size pickup in the strong demand for the GMC Sierra AT4X edition pickup truck. The ultimate in off-road performance in a pickup truck is the AT4X edition. GMC calls the 2022 Sierra AT4X a B-Roll Package covered here in their video: GMC-2022-SIERRA-AT4X-B-ROLL.mp4 To quote the press release, Sierra AT4X: Sierra AT4X: the new peak in premium off-roading The all-new Sierra AT4X continues GMC’s efforts to break ground in the premium truck category. The Sierra AT4X is a balanced execution that delivers advanced off-road capability when called upon without compromising the on-road comfort, tech, towing, and payload capability expected from a premium pickup. Highlights include: Standard 6.2L V-8 engine and 10-speed automatic transmission Unique Multimatic DSSV spool-valve dampers Unique springs that, with the Multimatic dampers, increase maximum front and rear suspension travel by 50 mm and 25 mm, respectively, compared with the standard AT4 suspension Two-speed transfer case, with selectable modes for different off-road conditions — including Terrain Mode, which allows one-pedal3 rock crawling Front and rear e-locking differentials, a combination not offered by any other competitor in its class7 Specific off-road chassis and suspension calibrations Unique, larger steel transfer case shield 18-inch black wheels with LT265/70R18 Goodyear Wrangler DuraTrac Mud-Terrain tires Available rocker guard accessory The functional features are complemented with a unique, luxury-focused AT4X Obsidian Rush interior that balances the off-roader’s capability with comfort and convenience. The cabin is awash with premium leather, including full-grain leather-wrapped and technical grain leather accents, all of which is highlighted with white piping and red stitching. The interior also features authentic, dark Vanta ash wood trim, best-in-class 16-way power-adjustable and massaging front seats, a premium microsuede headliner, a 15-inch-diagonal Head-Up Display, power sliding rear window, power sunroof, a 12-speaker Bose® Premium Series audio system with Center Point technology and more. AT4X’s payload capability is 1,420 pounds9 and its trailering rating is 8,900 pounds4. The only drawback this writer sees with the AT4X Trim package is the lack of interior choice colors as while most might be happy with an all-black interior with accent stitching, I have to think that I am not the only one that would like a warm Mocha Brown interior or Dark Green interior for their Ultimate off-road pickup. Engine choices for the Sierra lineup are as follows: Enhanced 2.7L Tubo High-Output with 8 speed transmission 3.0L Duramax Diesel with 10 speed transmission 5.3L V-8 with 10 speed transmission 6.2L V-8 with 10 speed transmission Base pricing for the 2022 models start at the following: Sierra Pro - $32,495 Sierra SLE - $43,895 Sierra Elevation - $45,495 Sierra SLT - $50,895 Sierra AT4 - $60,995 Sierra Denali - $61,295 - Maxes out based on actual build at $87,815 fully loaded Sierra AT4X - $74,995 - Maxes out based on actual build at $82,620 fully loaded Sierra Denali Ultimate - $80,395 - Maxes out based on actual build at $92,045 fully loaded Based on a 48 month lease, you would have a $1,091 dollar a month auto payment. For those wondering, there is a $50 discount if you choose to remove the Dynamic Fuel Management feature. On the Denali Ultimate you can opt for a $50 discount of removing the Steering Column Lock, $50 discount for removing the front and rear park assist feature. Then we get this announcement and the only picture released as of todays announcement of the GMC Canyon AT4X trimmed 2023 Next-Generation mid-size pickup. Like the Sierra, but without much more in details, GMC has announced this as the off-road optimized performance trim for serious capability and uncompromising refinements. The current Canyon debuted in 2014 and has had multiple refreshed updates including the AT4 trim that brought the off-road performance package that added a 1-inch suspension leveling kit, off-road rocker panel protection, front and mid skid plates. The Next-Generation Canyon AT4X signals the next chapter for the GMC mid-size pickup truck as the teaser image above shows that you have rocker protectors and 17-inch Beadlock-capable wheels now. The AT4X will be the GMC Canyon's peak in premium off-roading performance for the all new 2023 Canyon reveal that will happen summer of 2022. Built off the Sierra 2022 AT4X, this is a natural evolution of offering the AT4 sub-brand to more GMC customers. GMC has been offering professional grade trucks since 1902 selling in dozens of countries worldwide. Watch for the Next-Generation Reveal of the GMC Canyon Summer 2022. Next-Generation GMC Canyon to Bolster Off-Road Performance with AT4X Sierra (gmc.com) GMC Introduces Its Most Luxurious, Advanced and Capable Sierra 1500 Lineup GMC - YouTube View full article

I get the point your making Robert, but I also think that from exhaust to driveline, one can better engineer how it goes from the front to the back inside the frame area rather than under it or over it requiring a hump. I do not remember what vehicle it was on, but probably a truck or SUV where the cross braces between the left and right side had holes that were specifically built for the drive line down the center and the exhaust without causing the need for a hump in the cabin. This is what everyone seems to take for granted that it has to be this way. Why could one not engineer the Engine and Transmission to support a drive shaft connection that would be parallel between a dual/single exhaust that is under a flat floorboard. Yes this is a custom frame, but I have seen this on older auto's where they do get rid of the bump by incorporating the exhaust and driveline into the frame. This is all I am saying, that engineering can be done to better design the interior space of a auto.

I will always take an American auto company over European or Asian, but that does not mean I do not like anything from Europe. The bulk of European autos are too small for me which I have clearly stated. I have spent more than enough time in Mercedes and BMWs which seem to be popular as Taxis in Germany since I would up till the Pandemic go every year to work the consumer electronics show for my company in Germany. Yes, the E-Class and 5 series does have enough leg room to get from the airport to the hotel. Overall, I am not a car fan for ownership as pretty much everyone here knows, I am a Truck/SUV fan. If I was living in Europe, I would probably own a G-Class or Audi SUV, BMW is just too ugly. But I live in America and as such prefer to support our own U.S. based companies that pay taxes into the system over European or Asian companies that while support a certain number of working-class Americans, takes the bulk of their profits out of the country.

I am always surprised that someone who is fighting with Tesla can say they are still a fan. Tesla returns were supposed to be easy, but this customer has been waiting more than 2 years for a Model X refund (msn.com)

You have never really had to deal with a hump. As a tall 12 year old boy, 6' tall then, my older sisters always got to sit on the window sides of the auto leaving me in my parents Olds Delta 98 sitting over the hump. I have years wondering why and as I learned about cars, I understood the hump for the driveline in a car. Yet as one that always owned trucks and SUVs, body on frame, it always made me shake my head as to the lazy engineering to keep a hump in a truck or SUV that is not needed based on body on frame. There are far better ways to engineer autos than just to take the lazy way of a hump always has been there, so just keep it. My own goal is to one GM has out their eCrate systems and yes per GM that would be electric motor, controllers and certain required wiring that is included, but the rest is up to the person doing the install is to convert my 1994 GMC Suburban to electric, I will cut out the hump front to back and replace it with a flat floor. Yes, sometimes you have to run a little extra wiring length, but worth it for a better layout in an auto.