Davemart VW has already started fitting particulate filters to their gasoline engine cars (2017). https://www.autocar.co.uk/car-news/industry/volkswagen-group-fit-particulate-filters-all-petrol-engines-2017 Laszlo

Is it not a double-layer ionic capacitor rather than a battery? The amount electric charge stored in the capacitor is directly proportional to the lithium metal deposited or stripped from the electrodes.

CO2 emission might indeed be reduced, using diesel-hydrogen fuel mix. What about Oxides of Nitrogen? I would like to know the answer. Why does UK Government support this technology, unless all three emissions (particulates, Oxides of Nitrogen and Co2) are reduced significantly compared to using neat diesel fuel.

I stick my neck out to predict that the low cost battery (less than $100/kWh) of whatever other chemistries than those of current batteries will not be forthcoming. However, extended range BEVs will enter the market place in the next 5 years with around 20 kWh battery pack sizes plus range extenders (PEM or solid oxide fuel cell/metal air battery/gas turbine/opposed piston engine) that will cost much less than a 60-80 kWh battery pack. It will provide affordable vehicles of unlimited operating ranges at very low or zero emission levels.

Please correct me if I am wrong. Nissan's series hybrid design is a good scalable platform for future PHEV and various extended range BEV's, saving productions costs in the long run.

This web site https://www.theengineer.co.uk/delta-motorsport-launches-gas-turbine-range-extender/ might answer some of your questions. Surely, cost must be less than $3000 in volume production to be worth considering as a range extender.

Davemart Slide 14 of http://fuelcellseminar.com/wp-content/uploads/Mukerjee-Ceres-Powers-Steel-Cell-Technology.pdf presentation. See power density roadmap graph and read off approx. W/l values. Laszlo

I meant 375 W/l! Laszlo

Davemart Ceres is aiming for power density of SOF 375 Wh/l without cooling system. Current power density is 120 W/l. It is a non-starter range extender for cars, if > 25 kW output is required (e.g. BMW i3). Laszlo

Who paid for this research? Very, very poor job!

The plant had $600 million investment in 2013 (Nissan and UK Government) to produce 60,000 battery packs per annum. It has actually produced a fraction of this in three years! The additional investment is merely a statement from Nissan that it will stay in the UK and hopefully increase and upgrade its battery production in the next few years.

..'only 16.7% of the energy consumed for the reported water electrolysis..' This statement obviously needs clarification!

This R&D work confirms my view that LG Chem is very well placed for providing mass produced energy dense batteries for long range BEV-s. Perhaps LG Chem could well be the leading manufacturer in 2016?

May I quote from prietobattery web site:- 'Today, we are on the threshold of a major breakthrough. As a result of years of research, experimentation, and perseverance, we believe the Prieto Battery will be commercialized within the next several years.' Several years meaning at least 5 years. Laszlo

Please can we have comprehensive published cell test results instead of the hype based on ‘company’s internal analysis’.

Here is a informative article on the new production process for LIB. http://www.greentechmedia.com/articles/read/24m-unveils-the-reinvented-lithium-ion-battery

I do not have any figures on the cost and the efficiency of this tortuous indirect route all the way from renewable electricity to power the wheel of internal combustion engine vehicle. For the sake of preserving it and its infrastructure for eternity? Why not chopping down trees to make charcoal to drive steam locomotives when the simple answer is to develop a powertrain that best suit the renewable fuels of the future.

LUX's view on the grid application and home storage is that these will be Li ion doeas not make much sense to me. Grid application by Eos using other battery technology is already @ $160/kWh, http://www.businesswire.com/news/home/20150519006387/en/Eos-Energy-Storage-Raises-23-Million-Support#.VVxLTrlVikr

An explanation of how this battery would work and what it would be used for is desirable. I presume it is a rechargeable battery that would need cathode renewal during each charge cycle. This battery would need a continuous supply of brine (cathode), presumably pumped from sea or maintained in constant contact with sea water or pumped from a brine storage tank that would also need regular renewing. What about the chlorine gas? It is a highly reactive (oxidising agent) that would need careful storage or disposal after some treatment. laszlo

I do not share the scepticism about not being able to charge electric vehicles in heavily built–up areas by apartment dwellers. Those of you old enough might remember the concept of biberonnage charging (Victor Wouk and others in the 1980s). A few 15-20 minutes charging opportunities at supermarkets, restaurants, public and work car parks etc. could easily provide 100 miles daily driving range for these vehicles without the need for dedicated charging points. The only proviso is to have sufficient number of well distributed fast charging points at these locations to meet the demand.

Davemart This is a heat engine, its efficiency must limited by the efficiency of the Carnot engine. No engine operating between two heat reservoirs can be more efficient than a Carnot engine operating between those same reservoirs. A practical efficiency limit of around 45% is about right. Laszlo

Roger, The proposed Tesla X PHEV would end up with a much smaller sized battery pack, using the Panasonic 18650 format cells, currently installed in Tesla S. It would inevitable degrade vehicle performance in the pure electric drive mode. Tesla S has an outstanding performance and range thank to a very large (c. 400 kg) pack as well as very good but not miraculous energy and power density performance at cell level. laszlo