The equivalent of "at the crank shaft" for an ICE motor is "at the spindle shaft" for an electric motor.
But since the electric motor needs no slippage-based clutch, the "at the wheel" horsepower will be nearly the same as the "at the shaft" power.
You can just quote the Tesla's peak "at the wheel" horsepower from dyno runs to compare with most ICE trucks' "at the crank" horsepower and just gloat at the fact that it's not just higher, it's at the wheel as well as the shaft.
Note that gear ratios do not affect the horsepower, only the torque. And the electric motor produces maximal torque at 0 RPM, while the ICE motor stalls at zero RPM - which is why that clutch must have slippage.
But since the electric motor needs no slippage-based clutch, the "at the wheel" horsepower will be nearly the same as the "at the shaft" power.
You can just quote the Tesla's peak "at the wheel" horsepower from dyno runs to compare with most ICE trucks' "at the crank" horsepower and just gloat at the fact that it's not just higher, it's at the wheel as well as the shaft.
Note that gear ratios do not affect the horsepower, only the torque. And the electric motor produces maximal torque at 0 RPM, while the ICE motor stalls at zero RPM - which is why that clutch must have slippage.
