12-23-2020, 09:23 AM | #7393 |
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The thing I worry about with EV's besides them being total eye sores and the infrastructure not being totally there. What happens to all those old batteries? Isn't it extremely expensive to recycle them?
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12-23-2020, 09:36 AM | #7394 |
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I think when they're unfit for vehicle usage, they're still sufficient for other use cases such as a solar plant use case. It might kick the can down the road but it's better than nothing.
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12-23-2020, 09:37 AM | #7395 |
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Just to throw it out there, I sort of recall that hydrogen option, a great idea for stopping pollution, is super-expensive to produce. The amount of electricity needed to make hydrogen fuel, or whatever it is, for cars is enormous and costly. Even the Germans gave up on hydrogen years ago. They can build a hydrogen car, but they could never be mass produced. Electricity needed for any realistic production numbers would outstrip what the plants that make hydrogen could ever get their hands on....Maybe all not true...just sayin'.
P.S. Also you would likely never be able re-fill hydrogen at home, like you could plug in an EV at home. Probably more "infrastructure" in place already for EV than hydrogen would ever have. Last edited by 90503; 12-23-2020 at 09:49 AM. |
12-23-2020, 09:43 AM | #7396 | |
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The details are much more involved than that, but as a Readers Digest version, that’s pretty much it. The electric motors and drive units developed for the Ultium system draw heavily from Voltec technology and learnings, so practically nothing is lost in the strategic shift.
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12-23-2020, 09:50 AM | #7397 | |
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My life isn't urban, and I am 180 miles to the nearest major center one-way (airport, Costco, etc). So no, EVs do not make much sense as a full replacement where I live, and likely won't ever except as a commuter to work for my wife (65 mile round trip daily). That said, battery tech must still be improved, recycling of old batteries must be proven, and sourcing of Cobalt must be addressed with actual proof of Tesla's claims...simple statements don't cut it. Also, I am forced to pay distribution and transmission charges on my electrical bill. In fact, 75% of my bill is these charges. They also increase with electricity usage, they are not a flat rate. More power means more surcharges for me. Long distances to the nearest urban center, plus trips we take that are much further than 200 miles without any charging stations means EVs are not a likely successful scenario where I live, nor for the majority of those who live in my area.
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12-23-2020, 09:55 AM | #7398 | |
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https://www.sciencedirect.com/scienc...60319918328854 As well - "at home" requires an abundance of home owners to upgrade not only their main panel, but the service to the home from the utility pole as well. 100A panels cannot support EVs being charged at home, so your assumption says these people will not only agree to purchase an EV, but also a costly upgrade to their home power supply...
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12-23-2020, 09:58 AM | #7399 | |
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12-23-2020, 10:00 AM | #7400 | |
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12-23-2020, 10:38 AM | #7401 | |
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In the EU, the Zero Emissions requirements are driving automakers to focus on the only two zero emissions paths, BEV, and FCEV. There is also some government funding being waved around as incentive for building a hydrogen infrastructure, though I’ve yet to see any evidence of shovels in the ground. Not saying there hasn’t been, just that I haven’t seen it and I do look for it, since that’s part of my job.
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12-23-2020, 11:01 AM | #7402 | |
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I mean it's absolutely BS they didn't contact you, but I would go to the dealer myself if I was looking for a vehicle...just saying.
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12-23-2020, 11:17 AM | #7403 | |
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The reason the vast majority of the public fall for the "never never" payment plans is that they don't have $500 available to them. Same as buying the same car but for more money as an EV... Why not just look at the demographic of those who purchase EVs - I'm willing bet it supports this position.
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12-23-2020, 11:58 AM | #7404 | |
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There is no doubt that the current population of BEV owners is skewed heavily to the higher end of the income curve. That’s true simply because of the range of product available on the market. As more “affordable” BEVs come to market, the curve will bend more towards normal. The Mustang Mach E and the Volkswagen ID.4 will be the first in that category to come to market soon. The Chevrolet Bolt EV is already in market and reasonably priced, but it has two strikes against it. For one, GM vehicles no longer qualify for the $7,500 tax credit, and two, its form factor (small B-Segment hatchback) is one that has never played well in the US market. VW ID.4 is a compact utility and will qualify for the tax credit, as will the Mustang Mach E. Those are the ones to watch in terms of demographics.
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12-23-2020, 01:43 PM | #7405 |
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I found this informative...for me, anyways...lol...Was always curious about this charging business (at home)....I would be a Level 1 guy...lol... No extra cost, old-fashioned extension cord. I think if more knew this was available, it would take some of the mystery out of it..
https://www.greencars.com/guides/def...SAAEgL-7fD_BwE Level 1 Charging The most basic plug-in method to recharge an EV battery is known as Level 1 charging. Many household appliances,from toasters to coffee makers, use this 110V standard outlet, also commonly known as a 120V outlet. The two names can be used interchangeably. Level 1 is the simplest and most inexpensive way to charge your car. It also takes the longest. With Level 1, most cars charge at the rate of 3-7 miles of range per hour. For instance, a 2020 Nissan Leaf with a 149-mile range may take over 20 hours to fully charge. While Level 1 charging is slow, most drivers are not recharging the battery from zero each day. For people with short, local commutes, Level 1 charging should be enough. For example, many EVs today have a battery range that extends beyond 125 miles. Consider the 2020 Nissan Leaf S model, which has a range of 149 miles. Let’s assume you have a daily commute of 20 miles. An overnight charge (charging for eight hours) of 3-7 miles an hour would provide a 24 to 56-mile recharge every night. If the Leaf is mostly charged when you come home after work, this top-off would be enough. If you drive a Plug-in Hybrid (PHEV),Level 1 charging at home is usually adequate. The battery of a PHEV is smaller than an EV and, as such, requires less time to recharge. To learn more about PHEVs, check out our Definitive Guide to Plug-In Hybrids. One huge advantage of Level 1 charging is that it doesn’t require any special equipment for at-home use. Automakers provide a connector kit when you buy a new battery-electric vehicle (BEV) or PHEV. These connector kits simply plug into a basic household outlet on one end and connect to your car on the other. If you need to purchase one, they are inexpensive and easy to find. |
12-23-2020, 02:56 PM | #7406 |
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