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Thomas Lankester
Farnham, Surrey, UK
Recent Activity
@Centurion Whilst the road to deployment of disruptive Li ion electrodes has been slow and tortuous, capacity from conventional Li technologies has provided stead (and sometimes remarkable) improvements. My 2013 ZOE has a 22kWh battery pack but it took under 4 years for a 41kWh replacement to be developed. The typical 100 mile range of 2010 is heading for >200 miles by 2020. And at lower cost.
On the other hand, none of our current weather is unaffected by climate change.
Obviously Dearman have a vested interest, nonetheless, they have pointed out a glaring loophole.
@Cheese Well 150kWh charge taking days is a bit of an exaggeration. It is actually 22 hours at 7kW (single phase).
@Dave If you are offered a domestic storage unit with a given capacity and at 30% cost reduction - what is not to like? (http://www.powervault.co.uk/article/powervault-and-renault-give-ev-batteries-a-second-life-in-smart-energy-deal/) And as mahonj points out, some people abhor waste and actively seek out re-usable and recycled goods.
@WillyNilly Asbestos is not used in brake pads anymore.
@gorr Yes indeed let's look at real life. Li battery costs per kWh have plummeted since 2010. Less than 4 years after launch, the Renault ZOE increased real world range form 100-180 miles whilst maintaining the battery form factor (an 80% increase in effective volumetric energy density) with older ZOEs now able to upgrade their range. The next 12 months will see a slew of mid-priced models offering 200+ mile range. As for 'dismal' sales, given this is effectively a new car segment (from 2010) with considerable production inertial to overcome, the rate of growth is actually impressive see http://www.ev-volumes.com/country/total-world-plug-in-vehicle-volumes/
@mahonj You can't just go around redefining terms willy-nilly. The primer directive is to not contact civilisations without warp drive...
@ James McLaughlin The article clearly shows TX-5s on the assembly line and the prototypes have been undergoing extensive harsh weather endurance testing in Scandinavia over the last year. -EV range: 70 miles(with dedicated rechargeing infrastructure to be rolled out) -piston number: 3 cylinder Volvo petrol-powered generator See also http://www.wired.co.uk/article/london-taxi-company-electric-vehicles-uk
@gorr Thanks for the tip, I've added GreenCarReports to my bookmarks. Nice to know the site won't be deluged by evidence-free comments.
@gor DoD is not the EPA. It'll be up to 'MadDog' to sort this one out.
@Trees That is quite a claim! Could you provide a link please? Last I heard the creation of MOX fuel for conventional 3rd gen PWRs was the UK government favoured option with not decision on the Pu stockpile imminent.
@Lad To say that ICEs 'waste 80% more energy than they use' is surely a huge underestimate. Isn't it more like 200-500% more energy than they use? From this link (http://physics.stackexchange.com/questions/98966/maximum-theoretical-efficiency-of-internal-combustion-engine) the Carnot limit is already over 100% waste.
One thing to bear in mind about UoSurrey is that they have an commercialisation ethos based around the adjoining Science Park. The most notable spin-out success story here is Surrey Satellites - now manufacturing the European GNSS Galileo satellites (amongst others). FXed on this one!
@EP Isn't equating renewables with just solar+wind a bit of a strawman? Yes wind and solar have recently started to be cost competitive but hydro has been for years. Biogas, tidal (stream+lagoon), geothermal and wave are on cost reduction curves but less mature, as were wind and solar just 2 decades ago.
@NorthernPiker Well, as we have discussed, the Renault supplied 300km real world range figure seems more credible. But on the point of battery longevity, Renault lease the batteries so it's actually their problem.
@DaveD Well you are doing different maths then as mahonj explicitly used 3.5 miles per kWh. I don't understand your maths for the Renault claims. My maths on the Renault real world claims comes out at 4.8 miles per kWh for the current (22kWh) Zoe ('real world' 106 miles) and 4.5 miles per kWh for the new 41kWh pack giving their claimed 186 miles 'real world'. How do you get an increase per kWh when their figures give a slight reduction (due to extra weight)? These figures are only slightly higher than what I would be comfortable getting. I am not sure of the advertising regs in all jurisdictions but not giving NEDC figures may be problematic. Certainly, when the other manufacturers are quoting official test figures it is actually quite useful to allow apples-to-apples comparisons. I don't know how Renault's 'real world' stacks up against BMW's 'real world' or the world according to Ford... That is one reason we have standardised test cycles. Roll on NEDC reform in 2018(?)...
@mahoni and DaveD But your 'rule-of-thumb' ignores reality. This is not some theoretical new car but an upgrade to one with years of driver experience. I used to get ~4 mile per kWh in a Phase 1 Leaf but with the Zoe this is closer to 4.5, not the 3.5 figure you used. With this new battery pack I'd be confident in getting over a 175 mile range. The Renault real world figures for the original Zoe are not that far from my experience on Motorways and A roads (i.e. Highways). They clearly distance themselves from the NEDC figures so why give them an hard time with no practical experience of real world Zoe driving?
As an old Zoe owner, I'd be interested in knowing if this new battery pack can be used to upgrade when my current (100 mile range) one needs replacing. Not that there are any signs of that being necessary...
@yoatmon Use of the double negative suggest there is potential to exploit newer Pb battery tech. EP's point seem valid on this score and it does not mean the ascent of Li batteries is threatened (there is room for both).
@CheeseEater88 The production Smart Electric Edition (ED) is the third generation so the 2nd gen were market / tech testing were not designed for full life support and usage, just (large sale) demonstration and stats gathering. I am guessing that as they were recalled the batteries were removed as there was no on-going service planning.
@Terawatt You may not be aware that with the last incremental upgrade of the ZOE (last year?) the range was extended but the charge rate of the Chameleon charger was cut in half to 22kW. Also, in the UK, rapid charging via the electric highway is the same price for all vehicles (£6 per half hour with CHAdeMO @ 50kW DC).
@Trees "The battery car will seldom occupy the status of primary car" Seems a bizarre statement. If you have a BEV, you want to maximise its use to maximise return on investment (+drive experience, smoothness of ride, quietness). In our household we have a simple rule on who get the BEV. Whoever is going further, gets first dibs to minimise fuel costs on the HEV. Indeed, the secondary car, the HEV Honda Jazz, is only used for: -exceptional long journeys -2 cars needed simultaneously -awkward loads (due to its 'magic seats' and bike carrier) -son's driving experience (only insured on Jazz). Hence: 9000 miles per annum in primary (BEV Zoe) car vs. 4000 miles pa for the Jazz secondary car.
@Henrik I get your points about battery costs and warranty issues but I think you have missed a solution that is already on the market - battery lease as per all Renaults. Battery degradation does not affect the resale price of my car as its covered in the rental agreement. Likewise up front costs. I got a 20 month old Zoe (3k km on the clock) for 9k quid (12k euros). Quite comparable to 'gassers' in the same vehicle class. Where is the problem?