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GdB, I think they are talking about overcharging of individual cells in a pack. The scenario that you describe is handled by the "top buffer" in packs, where 100% displayed is only 98% of pack capacity. As far as I know, all EVs will switch to friction brakes, or blended brakes, if regen is higher that what the battery can safely accept.
SJC, I've read about charging loss measured closer to 5% (difference between power coming from the grid and power accumulated in battery), not 20%. Of course, even at 20% (plus 10% in the motor which would apply to both H2 and battery), batteries are hugely more economical for consumer applications. H2 might find uses for some off-grid scenarios that demand huge autonomy, certainly not for a Corolla driving around in Japan.
James, Many brands have tried to get small diesels to pass US emissions regulations. We all know how that turned out. This version could be economically viable for contractors who can charge overnight, provided that it sells cheaper than a base-model F150 Lightning. Whether or not it is viable for private ownership is irrelevant. American families take-out 10-year loans on "Hemi" pickups that get appalling fuel economy anyway, so they probably aren't interested.
re: "LFP batteries require more active and inactive materials than NCM batteries on a kWh basis, due to their lower energy density." Is this a good metric? LFP is mostly used in applications where a lower range is acceptable, because they also have lower cost and better durability. For instance, a consumer might choose an LFP variant if they don't require longer range or higher performance. LFP has lower performance "on a kWh basis," but those extra kWh are not needed, or used. I would like to see an additional metric, for example "by battery pack."
Variant, your utility already knows how much electricity you consume. Many utilities already offer incentives for off-peak usage.
Imjimink, Trailers already use systems to control conventional air brakes. I assume that this system uses the same input to control regen braking.
Lots of questions about this. When they talk about needing electrical panel upgrades, do they mean that home owners had to run a circuit from their panel to their parking spot? That's not unusual, given that few homes have a spare 240V circuit running to their garage or driveway. A 96% satisfaction rate with EVSEs is about as high as you can imagine, especially since only 2/3 of EVSEs are installed by certified electricians.
Toyota's big problem is that their 2028 plans will barely make them competitive with today's tech. Other manufacturers will not stand still and wait for them to catch-up. The 800 km claim is a MacGuffin. Anybody can make an 800 km car by stuffing it with batteries. Mercedes and Tesla already do. Only trouble is... nobody needs 800 km of range. It makes cars heavier, less practical (because batteries use-up space), and more expensive. There is no use case for a passenger car driving 800 km without stopping for at least 20 minutes. In many countries it's illegal to employ someone to do this, for good reason. Other than that, what are they promising? 20 minute 20-80% charging? That's now common. New battery tech? Regular readers know that this happens all the time. Lower costs? Same.
Davemart, this is no different from any unibody car: crack the frame and it's a write-off. On the other hand, replacing the battery pack should be a same-day job, like it is with most EVs. Your insurance should cover that, in the unlikely event of a mishap that destroys the underbody but causes minimal damage elsewhere.
This article/infomercial unfortunately repeats a lot of talking points that don't pass the sniff test. For instance, batteries may be heavier than gasoline, but EVs are 4x more energy efficient, so they only need to store a fraction of the energy. Also, as others have pointed-out, you need much more than a fuel tank to make an ICE car. We don't need as many fast chargers as claimed, especially in the US, because people have electricity and parking at home. Fast chargers are only needed for long interstate trips. Also, most US homes already handle heavy loads: HVAC, cooking, hot water, etc. Home charging mostly happens during off-hours when those loads are minimal. There's also the rhetorical device of projecting yesterday's grid on tomorrow's demand. Peak coal was 100 years ago (1920s), so let's stop using that to forecast tomorrow's grid mix. I don't doubt that gasoline will be a large part of the US's energy mix for a long while, but I think it will be mostly in less-populated areas that have antiquated grids.
Jer, there are several charger apps. "A Better Route Planner" covers both Europe and North America, and there are competitors in each market. One useful feature is that you can see how busy each charging location is, so you can avoid charging queues.
Are you sure about that? I did a quick search and found articles that suggest the opposite. Average age is going up, lifespan is going up, and scrapage is down. The average age of EVs is going down, but that's because of huge growth in that segment: there are many more new EVs than old EVs. Of course, some of those numbers are due to recent events. New cars were in short supply for the past few years, and more Americans buy used cars. On the other hand, cars seem to last a lot longer now. Rust isn't as much of an issue, electronic engine managements is more reliable than points and carburettors (and hundreds of vacuum hoses), and diagnosis is much easier with OBD-2. Modern cars can tell you exactly what's wrong with them, which is a lot easier than trying to figure-out why your engine misfires on rainy days...
It just goes to show how poorly charger deployment was handled in the US. Even Tesla gets scores that are barely acceptable. Things should be much better. Roadside fast chargers have a captive customer base, with relatively high buying power, who will be hanging around for half an hour or more. That is a dream come true for interstate service stations. All they need is a reasonably reliable product, amenities (something which Tesla often fails at), some form of weather protection, and a convenient way to pay. Those are all things that Americans are great at; how did they get it so wrong?
90 KW fast chargers are already considered obsolete in Scandinavian countries. They are OK for mall charging, where shop owners want you to stay for an hour or more. New highway chargers are 350KW, shared among multiple plugs. 70 KM between fast chargers is also very unambitious. 30-50 KM is more appropriate. Is this a symptom, or a cause, of Japanese automakers' poor EV offerings?
Block heaters are not as common as they used to be in most of Canada. IThey are still used in colder locations, but modern lubricants and electronics have solved cold-starting issues in most cases (down to -40 morning temp, or thereabout). Of course, as I mention, you need to idle the engine for several minutes after starting. Hybrids are common in Canada. I don't see as many Prius here as in the US, but that's true of the Toyota brand in general. Ford may be the most popular brand for hybrids. The Escape has been one of the most popular new cars for many years.
Did they test any ICE cars at the same time? Living in Canada, it's normal for ICE cars to have 25% worse consumption in the winter. That can bump up to 50% if you mostly do short trips, because you need to warm the engine. Also, as was noted above, waste heat isn't "free." It comes from fuel that you've paid for. You actually pay for a lot more wasted fuel than that. Only as small percentage is recovered for cabin heating. Most of it is blown out the tailpipe, radiator, or brakes.
It's a good thing that North Americans are finally adopting a standard charging plug. Somewhat ironically, soon the only cars that won't be NACS-compatible will be older Teslas that don't support the CCS protocol used by NACS, along with CHAdeMO cars like the Leaf. Presumably Tesla will still support their old protocol at Supercharger locations, but it won't be supported by any other NACS/CCS chargers. Europeans are free to gloat, they solved the plug issue years ago (except for the Leaf).
dursun, this truck was introduced in Thailand, and probably won't be sold in the US. It's a common commercial format in that market, often seen overloaded with goods going to markets or to building sites.
I'm not sure that poorer motorists are being driven off the road. Entry-level cars are much less competitive now, compared to recent used cars, mostly because cars are more reliable and longer-lasting than they used to be. Given the choice between a bare-bones entry-level car, and a well-equipped of-lease three-year-old car, more people choose the latter. That's because a 3-year-old car has a decade or two of useful life left, unlike in my parents' generation when cars were living on borrowed time after five years. Of course, we can't ignore the fact that car ownership is less attractive than it was during the great suburban expansion of the previous century. Younger generations are moving back to the city, where car ownership is a choice, not a necessity.
Dave, Some of your maths aren't convincing. You don't need one charger per car if you own more than one car, or if you share a charger (public chargers, for instance). EVs only need to be charged weekly by most users. Also, I wouldn't be surprised if the cost of a liquid fuel station was 1,500 times greater than that of a type 2 charger. A home charger is a one-time expense, similar to hooking-up a laundry room. It requires little ongoing maintenance or overhead. A fuel station requires the purchase of large amounts of land, expensive construction (tanks), daily maintenance, staffing, and environmental remediation. I don't know the situation where you live, but here in Canada it's increasingly rare to find fuel stations in a city's downtown core. The economics just don't work, compared to other types of land use. I do agree that there aren't enough EVs at the lower end of the price scale, but there are fewer cheap cars of any kind available. Most brands have stopped offering "sub-compacts" in North America (equivalent to A or B segment in Europe). The market has moved upscale, and not just for bad reasons. EVs are now competitive in the mainstream market, especially if you account for fuel prices in your monthly budget.
Geography isn't as big an issue as you would think. Most Canadians live in a few large urban areas. I don't think that weather is much of an issue either. Gasoline cars suffer even more from cold weather range limitations. Canadians know to fill-up before going on a long journey in winter. I think that the most obvious reason is a lack of government support for EVs. Canada is a land of cheap electricity and expensive gasoline (compared to the US), but only two provinces offer any kind of incentives for EV use (British Columbia and Quebec). The largest province, Ontario, has been hostile to EVs, even as it is courting EV manufacturing. Strangely, Ontario imports all of its gasoline, and produces lots of electricity, but it thinks that "private enterprise" will provide the necessary infrastructure.
Ouch! It looks like the North American charging infrastructure will be a mess for a very long while, with public and private networks, non-standard plugs, and mandatory dongles. It should be obvious at this point that the EU got it right by imposing a single fast charging standard. It will be even worse in Canada, of course, since we barely have any Tesla fast chargers. Now two of the top automotive brands will offer cars that can't be fast-charged anywhere without an expensive (and clumsy) adapter. It isn't good for home chargers either. Many families will need to install two chargers, even if they never charge two cars at the same time.
Paul, Despite the fact that they are both Geely products, the EX3 is smaller, has 1/3 the power, half the battery capacity, and doesn't meet many customer expectations for "premium class" cars (even in China, I would wager). It's not really a competitor to this new Volvo, or other similar cars from VW, Peugeot, Renault, Tesla, etc. That's not to say that it would flop in European and North American markets, but the Volvo is "Golf-sized", so it's more of a mainstream no-compromise product for most consumers.
Bad news for Canadians. Tesla's network is very sparse here. Why would you want to be locked-in to a network that doesn't exist? As with any non-standards-compliant lock-in, it will cost consumers more and provide absolutely no benefit (year-end bonuses excepted, of course).
Dave, The Yaris is still doing fine in Europe, although it will be out-sold by the electric Fiat 500e next year if trends continue. The 308 discussed here is one segment bigger, in the same class as the Golf. Perhaps this is what you mean by "massive BEV" "luxury car," but it fits into the "everyman transport" descriptor too.