I dont quite understand what you are saying below. can you be a little more clear. what are you getting at? Is it you think that any kind of further reduction in the form of an additional selectable gear redcution to increase performance in the higher MPH ranges could be done by the motor and electronics alone, or that its fine the way its is currently designed?
Motors, as used in a electromechancal application will always have some type of gearing to maximize the application of ther power. This is true until a motor will be developed with a constant power curve which is highly unlikey in the near future. However the same effect can be found in CVTs or IVTs, and in the interm, one more gear can give the results that give the electric powerplant an even closer performance level to its gas counterpart.
Mk
Motors, as used in a electromechancal application will always have some type of gearing to maximize the application of ther power. This is true until a motor will be developed with a constant power curve which is highly unlikey in the near future. However the same effect can be found in CVTs or IVTs, and in the interm, one more gear can give the results that give the electric powerplant an even closer performance level to its gas counterpart.
Mk
I understand both the necessity and practical application of the reduction drive unit(s), i.e., inasmuch as a single stage reduction gearing setup requires the input shaft (motor end) to complete two(2) rotations to every one(1) of the output shaft (wheel end), and that a second stage reduction gearing setup would require the input shaft to complete four(4) rotations to every one(1) of the output shaft's, slowing it's overall revolutions as a byproduct, I fail to see the benefit since everyone appears to desire more performance/speed from their cars, but that's not what I'm getting at as I (as you can hopefully tell by now) feel that switching to a two-stage/two-gear setup would be defeatist at this point.