...your right...
Yes, I know- that's why I posted it...
...your right...
What the point in comparing a heavily modified drag car to a stock engine that meets emission standards and come with a warranty?The thing I find most amazing about drag racing, is not what the average NHRA "consumer" finds most amazing. I could not care less about Top Fuel- I love Stockers, and the slower, the better.
For example, Marty Buth's '84 Mustang 4-cylinder auto-trans P/SA Stocker would dump most stock Hellkittens:
What the point in comparing a heavily modified drag car to a stock engine that meets emission standards and come with a warranty?
For an extra $100,000 that a good deal..
These ideas don't sell well in America because over here a V6 Mustang is for teenage girls,
Actually I believe the discussion was about putting a Hellcat motor in a pickup..So when you can put a pop up tent, ARB fridge and a camp stove with a half ton of gear in a Widowmaker get back to me..Actually, the cost of owning a Hellkitten is a LOT more than the cost of owning a Widowmaker- the Hellkitten will depreciate massively, just like any other consumer-grade domestic passenger car, but you would actually MAKE money owning a Widowmaker, because they will only appreciate. Previous generation (997) Widowmakers typically sell for half a million dollars on the secondary market.
Grubby is from Oz; I could barely understand the bloke. But he did have a laptop and was setting up his own trip down the 1/4.Did you talk math with them?
The stoichiometric ratio for nitromethane is about 1.7:1. That's why they back down the engine with a breaker bar before starting it- to avoid hydraulically locking up the engine.
I love racing math...
Sorta why I drive a Tradesman. Nothing fancy, less to break.Kinda why I stopped modifying much under the hood a long time ago; just about everything sold anymore has totally adequate performance and if you really want to go faster it's generally cheaper to sell what you have and buy a faster vehicle than it is to try to shove more fast into the slow thing you have.
The tough part of all this is marketing adequacy. In Western language the word adequate carries negativity, even an air of poverty. A three out of five is failure. 2nd place is first loser. All you can eat is a dare.
I've tried to exercise the Scandinavian concept of lagom - you could google that word if you're not familiar or the summary is that enough is the right amount and more than enough is at minimum a waste. Eastern culture has a related concept of shibui which implies a balance of proportional strengths and limitations. These ideas don't sell well in America because over here a V6 Mustang is for teenage girls, GT86 needs a supercharger and the 46mm Bilsteins are for streets and parking lots you need $3500 Kings if you plan to gocar campingoverlanding a mile down an easy dirt road.
Since it's tough to sell shibui to Americans we get horsepower wars. I doubt we'll see many of these dynosaurs used for serious backcountry travel, just like AMG G-wagens they surely have the necessary hardware to cover substantial terrain but people don't buy them for that. You'll have a few folks with money buy them to go yee haw at the sand dunes but the people who have the funds to go beat up a truck that costs six digit money generally suffer a bit of A.D.D. from all the options money affords and wouldn't be suffering a quiet night under the stars if they could help it.
On the other side of that if you put the same development effort as a raptor/TRX/etc into fine tuning a vehicle to perform exceptionally well as a long termcar campingoverlanding daily driver you'd wind up with something that has like 200 horsepower and 29" tires with a whole bunch of "invisible" improvements like skidplates and recovery points and aux cooling/filtration on every lubricant and configurable interior parts.. the market would give you a combination of confused mooing and crickets chirping in return for your effort.
So we get what we deserve. A bunch of elevator music boring not-great-at-anything people mover CUV's that will get you to most developed campsites, the occasional exception like Wrangler and maybe the new Bronco, and big money showpieces whose tech development may help subsidize smaller incremental improvements in the more realistically priced vehicles we end up actually buying down here in the cheap seats.
You have made your point that you clearly do not like the FCA 6.2, and thanks for taking this thread way off topic.Actually, the cost of owning a Hellkitten is a LOT more than the cost of owning a Widowmaker- the Hellkitten will depreciate massively, just like any other consumer-grade domestic passenger car, but you would actually MAKE money owning a Widowmaker, because they will only appreciate. Previous generation (997) Widowmakers typically sell for half a million dollars on the secondary market.
My 2020 Ram Classic's knobs.Well that makes two of us, hardly a "market"
If you and I agree that we'd like more products refined back to the right amount of functionality the tough sell here is how do you market this kind of refinement?
For example I believe climate control reached its pinnacle with the three physical knobs user interface. They work as fast as your hand moves, they indicate their status visually with the position of the knobs, their full functionality is available at the top level without diving into a menu tree, their complete functionality is understood immediately at first glance by users and there is no cognitive load associated with learning how to operate it. If I was tasked with designing a futuristic concept car with no expenses spared it would still have three-knob climate control for the same reason tires are still round like wagon wheels. It's the best shape for that kind of thing and it doesn't matter that we figured this out decades ago.
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For example I believe climate control reached its pinnacle with the three physical knobs user interface. They work as fast as your hand moves, they indicate their status visually with the position of the knobs, their full functionality is available at the top level without diving into a menu tree, their complete functionality is understood immediately at first glance by users and there is no cognitive load associated with learning how to operate it. If I was tasked with designing a futuristic concept car with no expenses spared it would still have three-knob climate control for the same reason tires are still round like wagon wheels. It's the best shape for that kind of thing and it doesn't matter that we figured this out decades ago.