Japan should give us this new E8 Shinkansen rather than E5 it is more modern E5 are kinda old they were produced in 2011 but the time the HSR corridor will be open 2026-2028 E5 will be outdated I think-?
Looks like E8 is a slight downspec from E6 because they decided that there wasn't much need to raise the Omiya-Fukushima speed limit beyond 300 km/h. The speed increase from 275 km/h to 300 km/h is so that when heading south from Fukushima towards Tokyo, it doesn't get caught up by future Hayabusa/Komachi coming in from farther north where we expect the max speed in some areas to be raised to 360 km/h by 2030 (when the Hakodate-Sapporo route in Hokkaido is scheduled to be completed and open for service.) E8 does however accelerate at 1.7 km/h/s, equivalent to E5 and E6 series and an upgrade from E3's 1.6 km/h/s. Also, this thing can't decide if it wants to be a duck or eggplant.
@@B-A-L The point being? E6 has a longer nose than E8 but that trait certainly isn't needed when turning curves and going at 130km/h max between Akita and Morioka. Almost as if both models' aerodynamics are designed for when they're running at 300 or 320km/h...
Very nice! I think the only thing that bothers me the most about it is how loud the brakes are when you apply them, like at 0:18. Does this thing use regenerative, dynamic brakes? Or only conventional brake discs?
you can't really use regenerative brakes at those kinda slow speeds... motor spins VERY slow as generator... almost no magnetic field there to brake. Almost every modern train has to use disc brakes for those slow speeds. To bring the train to a secure stop.
@@KuroTh3Demon In the United States and Canada, we have diesel-electric locomotives that have dynamic brakes. It basically does the exact opposite of how power is transferred from the diesel engine to the wheels.
@@Bammer2001 Those dynamic brakes are only effective at some amount of speed, don't know the numbers off hand but I'm pretty sure they're useless below about 10 mph. For that reason US trains have typically both a train brake and a locomotive independent air brake, alongside the dynamic brakes. I'm sure the Shikansen has dynamic or regenerative brakes for slowing or descending gradients, but needs to use friction brakes for fully stopping.
Sorry that here in the CX Mitsubishi failed against Alstom for the new LCF High Speed Rapid Transit Trains. Mitsubishi proposed the orbital 5-window length version of the E8, but the Gov chosen the Avelia AGV of Alstom.
