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Hmp10

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A web search turned up a torsional stiffness figure of 19,000 N-m/° for the Tesla S. Another website stated that the torsional stiffness of the NIO ES6 is 44,930N-m/° which, the president of the company bragged is twice that of the Tesla X. This suggests that torsional stiffness of the X must be about 22,500 N-m/° which is higher than that of the S.
I, too, have seen the 19,000 newton-meter figure for the Model S (which was a 2015 datum) and been unable to find the figure for a Model X. However, the car review with the most comprehensive discussion of torsional rigidity of the S and X I have found is below. It was testing a 2016 Model X.

The most salient passage read:

"Everytime the Model X hits expansion strips, potholes or broken pavement on the road surface, the front and rear body vibrates in different frequencies and phases, causing a temporary, but very pronounced high frequency, rapid “shaking” feel – this usually happens in some old school body-on-frame and long wheelbase trucks. At the same time, rattling noise around the FWD area can be heard too."

The article went on to discuss the specifics of the impact the Falcon-wing doors have on the structure:

http://youwheel.com/home/2016/04/22/driven-2016-tesla-model-x-p90d/

As this bears on Rivian, the remark about body-on-frame vehicles and long-wheelbase trucks caught my eye. The R1T wheelbase is 15" longer than the R1S wheelbase, and both are body on frame (albeit probably of state-of-the-art engineering on the torsional front). I'm really curious about how driving these vehicles on less-than-perfect surfaces will feel.
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jimcgov3

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This new info (https://www.greencarreports.com/new...fer-four-roof-options-but-no-sliding-moonroof) regarding roof options brings to mind some questions, such as will there be a roof rack option? If so, will it be available with all roof options? Personally, I'm leaning towards a plain, old steel roof and would love to have a rack to expand storage options.
Per a previous Rivian video, there is the propriatary roof rack attach points every 36 inches on both the R1S and R1T to include 4 points IN the bed. Watch the video by TechCrunch posted on 10 July from the 3:10 mark. Both of the demo units have the electrochromatic glass roofs with the roof rack points and tons of gear on them during their shows.
 

Lmirafuente

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Thought I would share this article https://flip.it/deWYkE

As we approach production, test drives and build quality will be in all our minds. The fact that established auto makers in this article are having quality issues I am banking on conversations I have had previously with RJ and Charles that they are learning from the mistakes of the auto industry.

yes we are disappointed with certain features not available at launch. My hope it is based on quality reasons as well as build volume to the market. We all want Rivian to be successful to protect our investment long term.

I wanted the max battery but can live with the Large battery Assuming 300+ is well above 300, like 325-375.

Looking forward to the test drives!
 

ajdelange

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...I am banking on conversations I have had previously with RJ and Charles that they are learning from the mistakes of the auto industry.
This is, of course, a good thing but the facts of life are that they will have to learn from their own mistakes too. If you buy something with a low serial number you accept that you are trading whatever you want it so soon for against the fact that the design will not have been refined by the testing of real drivers in the real world. Look at the post a few before these. Evidently the early Model X didn't have enough beef along the top line to stiffen the body torsionally to a sufficient degree. The later ones do. This early problem is long gone but it was a problem.

If you aren't willing to accept at least some of these early production problems then don't take delivery on a low serial number Rivian or CT or Lucid or....
 

Hmp10

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I've been an early buyer of new models from established brands for many years and have had both good and bad experiences. The CR article noted that many of the problems they have both seen and predict with new EVs have to do with ambitious attempts with new electronic and infotainment features. However, the upper tiers of many ICE cars make the same attempts . . . and often with the same quality hits.

With the extended warranty expiring next summer on my 2015 Tesla (which has had some very expensive battery and drivetrain repairs) and with age 70 just around the corner, waiting a few years for kinks to get worked out is a less appealing option than taking a risk on a new model.

With the Lucid Air I'm getting, there is the additional issue that, after the initial run of 1,080 hp Dream Editions is complete, the highest-power model will be the Grand Touring with 800 hp. One would have to wait until 2022 for the tri-motor car to get back to the higher ranges of power.

I'm hoping that two things about Lucid's production will help ameliorate new-model risk. First, the man who designed Lucid's new factory and who will run it is Peter Hochholdinger, who used to be the head of Audi global manufacturing. (I took delivery on one of the first Audi R8's to hit U.S. shores in 2008, and it was the only new model I ever purchased that was almost completely problem-free upon delivery and during two years of ownership.) Second, after a 5-month tool try out period that just began and during which only marketing cars will be built, Lucid will begin customer production at very low volume (10 cars per day) to ensure quality off the line. (If I'm decoding my reservation number properly, I'm 60th in line.)

I have also configured my order for a Rivian R1S. Lucid is supposed to begin production in April, so I will get that car before Rivian begins R1S production in August. If the Lucid is less than I hope, I'll have a second crack with the Rivian. (I know they're very different vehicles, but one of my bucket list items is to sample every type of EV that hits the market while I still can. Tesla really did make me as big an EV addict as I once was for ICE cars.)
 
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Whmorken

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I've been an early buyer on new models from established brands for many years and have had both good and bad experiences. The CR article noted that many of the problems they have both seen and predict with new EVs have to do with ambitious attempts with new electronic and infotainment features. However, the upper tiers of many ICE cars make the same attempts . . . and often with the same quality hits.

With the extended warranty expiring next summer on my 2015 Tesla (which has had some very expensive battery and drivetrain repairs) and with age 70 just around the corner, waiting a few years for kinks to get worked out is a less appealing option than taking a risk on a new model.

With the Lucid Air I'm getting, there is the additional issue that, after the initial run of 1,080 hp Dream Editions is complete, the highest-power model will be the Grand Touring with 800 hp. One would have to wait until 2022 for the tri-motor car to get back to the higher ranges of power.

I'm hoping that two things about Lucid's production will help ameliorate new-model risk. First, the man who designed Lucid's new factory and who will run it is Peter Hochholdinger, who used to be the head of Audi global manufacturing. (I took delivery on one of the first Audi R8's to hit U.S. shores in 2008, and it was the only new model I ever purchased that was almost completely problem-free upon delivery and during two years of ownership.) Second, after a 5-month tool try out period that just began and during which only marketing cars will be built, Lucid will begin customer production at very low volume (10 cars per day) to ensure quality off the line. (If I'm decoding my reservation number properly, I'm 60th in line.)

I have also configured my order for a Rivian R1S. Lucid is supposed to begin production in April, so I will get that car before Rivian begins R1S production in August. If the Lucid is less than I hope, I'll have a second crack with the Rivian. (I know they're very different vehicles, but one of my bucket list items is to sample every type of EV that hits the market while I still can. Tesla really did make me as big an EV addict as I once was for ICE cars.)
I remember flying in every type of commercial jet in the world in the summer of 1960 — American , British, French, and Russian. I was 16 at the time. To drive all the BEV’s is a fun thing to do. I have driven three models and I hope to drive four more shortly. Exciting. What a day....
 

Lmirafuente

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This is, of course, a good thing but the facts of life are that they will have to learn from their own mistakes too. If you buy something with a low serial number you accept that you are trading whatever you want it so soon for against the fact that the design will not have been refined by the testing of real drivers in the real world. Look at the post a few before these. Evidently the early Model X didn't have enough beef along the top line to stiffen the body torsionally to a sufficient degree. The later ones do. This early problem is long gone but it was a problem.

If you aren't willing to accept at least some of these early production problems then don't take delivery on a low serial number Rivian or CT or Lucid or....
I am prepared for some issues as an early owner. I am more confident warranty issues will be handled well to protect the brand. Their stealth mode of 9+ years indicates a pragmatic approach, and their heavy off road testing and recent non-Rivian personnel event that had no issues, helps build trust. I am not saying it will be perfect. plus we also have a lemon law to protect us. ?

I will be looking for performance, maneuverability, fit and finish, how quiet it is at various speeds, weird things like if your are on a call using the Bluetooth onboard sytem, can you hear the full conversation from outside the car—-I am so surprised that I could hear both the driver and other caller when standing next to Tesla owners having a call in their car--crazy!

I did ask RJ if spare parts will be available on demand as accidents do occur....I know for Tesla, repairs appeared to be an after-thought with long waiting times to get spare parts. All that is being thought through @ rivian.

not sure if you all know this, the secondary market when the car expires, the battery can plug and play to secondary uses. Unlike other EV’s where you have to dismantle and build connectors for secondary applications. These rivian battery modules have standard connectors, per RJ. One R1T can support 5 homes to store solar energy. So that type of forethought reveals a lot about the company and brand they are creating.

back to the topic of build quality, I am banking on a quality product.

I have only attended two rivian events. Both times chatted with RJ. But my observation in talking to key players at rivian that there is a sense of pride, collaboration, and everyone focused on delivering quality.
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