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hamdank77 · 4 months ago

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The Ultimate Guide to Electric Cars: Best Choices, Affordable Options, and Everything You Need to Know

Top Picks for Electric Vehicles in 2024

A number of variables need to be taken into account while selecting the best electric car, including performance, design, technology, and range. Here are some of the standout models for 2024:

1. Tesla Model S Plaid

The Tesla Model S Plaid is a benchmark in the electric car market. With a range of over 390 miles and a 0-60 mph time of just 1.99 seconds, it sets the standard for luxury and performance in the EV segment.

Range: 390+ miles

Top Speed: 200 mph

Key Features: Autopilot, Full Self-Driving capability, 1,020 horsepower

2. Lucid Air

The Lucid Air is a luxury electric sedan that combines futuristic design with remarkable performance. With a range of up to 520 miles, it currently offers the longest range of any EV on the market.

Range: Up to 520 miles

Top Speed: 168 mph

Key Features: Lucid DreamDrive, spacious interior, 1,111 horsepower in the Dream Edition

3. Porsche Taycan

For those seeking a sports car experience, the Porsche Taycan delivers with its iconic handling and design. Available in several variants, the Taycan offers an exhilarating driving experience with rapid acceleration.

Range: Up to 256 miles

Top Speed: 161 mph

Key Features: Porsche Electric Sport Sound, 800-volt architecture, advanced regenerative braking

Cheapest Electric Cars: Affordable EV Options

Electric cars are becoming increasingly affordable, making them accessible to a broader audience. Here are some of the best budget-friendly electric cars:

1. Nissan Leaf

The Nissan Leaf is one of the most popular and affordable electric cars on the market. It’s ideal for city driving and offers a solid range for daily commutes.

Range: Up to 149 miles

Starting Price: ,800

Key Features: ProPILOT Assist, e-Pedal, affordable maintenance costs

2. Chevrolet Bolt EV

The Chevrolet Bolt EV is a compact electric car that offers a surprising amount of range and features for its price point.

Range: Up to 259 miles

Starting Price: ,000

Key Features: DC fast charging capability, roomy interior, high safety ratings

3. Hyundai Kona Electric

The Hyundai Kona Electric is a subcompact SUV that blends affordability with functionality, offering an impressive range for its class.

Range: Up to 258 miles

Starting Price: ,000

Key Features: 8-inch touchscreen, regenerative braking, adaptive cruise control

Best Electric SUVs: Top Performers in the SUV Segment

SUVs remain one of the most popular vehicle types, and the electric SUV segment is growing rapidly. Here are the best electric SUVs to consider:

1. Tesla Model Y

The Tesla Model Y is a versatile electric SUV that combines the performance and technology of the Model 3 with more cargo space and an elevated driving position.

Range: Up to 330 miles

Top Speed: 135 mph

Key Features: Dual motor all-wheel drive, panoramic glass roof, Autopilot

2. Ford Mustang Mach-E

The Ford Mustang Mach-E is a bold new entry into the electric SUV market, blending the iconic Mustang design with modern electric performance.

Range: Up to 300 miles

Top Speed: 124 mph

Key Features: Ford Co-Pilot360, 15.5-inch touchscreen, Mustang-inspired design

3. Audi e-tron

The Audi e-tron is a premium electric SUV that offers a luxurious interior and smooth, quiet driving experience.

Range: Up to 222 miles

Top Speed: 124 mph

Key Features: Quattro all-wheel drive, Virtual Cockpit, adaptive air suspension

Electric Cars for Sale: Where to Find the Best Deals

Finding the right electric car at the best price requires a bit of research. Here are some top places to look for electric cars for sale:

1. Certified Pre-Owned (CPO) Programs

Many automakers offer certified pre-owned programs for their electric vehicles. These programs typically include a thorough inspection and warranty coverage, making them an excellent choice for budget-conscious buyers.

2. Online Marketplaces

Websites like Autotrader, Cars.com, and Carvana offer a wide selection of new and used electric vehicles. These platforms allow you to compare prices, read reviews, and even purchase vehicles online.

3. Dealerships

Local dealerships often have a selection of electric cars, especially in areas where EVs are more popular. Visiting a dealership allows you to test drive the vehicle and speak with a salesperson about available incentives.

Electric Vehicle Charging Stations: Powering Your EV

One of the most critical aspects of owning an electric car is understanding how and where to charge it. Electric vehicle charging stations are becoming more prevalent, but it’s essential to know the types and locations of these stations.

1. Types of Charging Stations

Level 1 Charging: Uses a standard 120-volt outlet. It’s the slowest option, providing about 2-5 miles of range per hour of charging.

Level 2 Charging: Requires a 240-volt outlet, similar to what is used for large appliances like dryers. It provides about 10-60 miles of range per hour.

DC Fast Charging: These stations provide the fastest charge, delivering 60-100 miles of range in about 20 minutes.

2. Finding Charging Stations

Apps like PlugShare, ChargePoint, and Tesla’s own Supercharger network can help you locate charging stations near you. Many modern EVs also have built-in navigation systems that display nearby charging stations.

3. Home Charging Solutions

Installing a home charging station is a convenient option for many EV owners. Level 2 home chargers are the most popular and can be installed in your garage or driveway, allowing you to charge your vehicle overnight.

Electric Vehicles' Future

With developments in battery technology, autonomous driving features, and sustainable materials, the electric vehicle market is growing quickly.

1. Technology of Batteries

Electric vehicle (EV) range, charging times, and overall efficiency may all be significantly increased by further research into solid-state batteries and other cutting-edge technology.

2. Self-Driving Cars

Automakers are making significant investments in autonomous driving technology. The prospect of autonomous vehicles is growing because to initiatives like Tesla's Full Self-Driving Package and other comparable technologies.

3. Ecological viability

There is a growing emphasis on recycling materials and lowering the carbon footprint of manufacturing processes in the creation of electric vehicles, making the process more sustainable. Manufacturers who are spearheading the development of more environmentally friendly production techniques are Tesla and Rivian.

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maklodes · 10 months ago

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Stirling-electric hybrid vehicles are an idea that I keep coming back to, even though this is an idea people far smarter and better at engineering than I have been trying to tackle for a very long time. (The earliest example I can think of is the GMC Stir-Lec from 1969, but it honestly wouldn’t surprise me if someone was trying to build a Stirling electric hybrid when Stanley Steamers were still battling Ford Model Ts.) All the current trends – and regulatory frameworks – are toward full electrification based on giant batteries, but Stirling-electric still captivates my imagination.

A Stirling engine has a lower power-to-weight ratio than an internal combustion engine, but how bad is it? Well, the 1986 NASA project said they had gotten it to 3.35 kg/kW. (Has there been any progress since 1986 on Stirling engines? I don’t know. There have been some new developments with thermoacoustic Stirling engines and such, but I’m not sure they’d be any better than traditional Stirling engines for this application.) With a hybrid, the most sensible approach is to make the heavy Stirling engine as weak as it can be while sustaining a desired top cruising speed – bursts of acceleration are better handled by electrical motors with better power-to-weight ratios.

It’s commonly said that a car only needs maybe 20 hp (15 kW) to cruise at a highway speed of, say, 60 mph/100 kmh. That’s not very marketable, though. If we supposed that a top sustainable speed – the top speed at which you’re burning fuel, but not draining your batteries – should be more like 90 mph, then we might want 1.5^3 = 3.375 times that much power (this is on the pessimistic assumption that air resistance is basically all resistance, since it scales worst (cubically) with speed). Other situations besides speeding, like towing or going up a long-enough upward incline that it wouldn’t just be cleared on battery alone, might also be occasions for sustained power higher than the ~15 kW highway level. So maybe 50 kW. A stirling engine capable of producing that might weigh 170 kg.

For our electric motors, we might want, say, 150 kW, for a marketably peppy response. The motor of a Tesla Model 3 (cited in Wikipedia on a list of power densities) has got 6.26 kW/kg. That might require 30 kg. If we’re going for a serial hybrid rather than a parallel hybrid – with no direct connection between the Stirling engine and the drivetrain, only a connection that bypasses the battery to feed electrical power to the motors directly – then the power going to the tires is just from the electric motors, not the Stirling engine. This might simplify the engineering, though..

Then there are the batteries. If we wanted four minutes of battery power at near-maximum power – making sure to compensate for any lag in the Stirling engine heating up – then we’d want ~100 kW * ~250 seconds = 25 MJ. This is also close to the minimum for an American tax-break eligible plug-in hybrid electric vehicle, which requires a battery of at least 7 kWh, or 25.2 MJ. If we got 0.4 MJ/kg then that’s another 65 kg. One question is whether the battery has enough power, not just enough energy. I am having a hard time finding sources on this. Wikipedia pages on power density seem too pessimistic given what we see out of electric vehicles like the Model S Plaid. (100 kWh battery, 1020 hp ~=760 kW, suggesting that a battery can discharge itself in 8 minutes at most, depending on whether the Plaid is basically designed with motors that are as powerful as possible given its battery.) We might need to double the size of the batteries to power the motors enough.

So we’re adding 265-340 kg to the vehicle so far. There will probably be a bit more – regenerative braking systems, power distributing linkages, etc. On the other hand, we’ve gotta remember that we’re also taking the internal combustion engine out.

Is 280 kg too much? I suppose a comparison might be plug-in hybrids, which are rather heavy on account of an ICE-electric hybrid energy system and a rather large battery. A Subaru Crosstrek conventional has a curb weight of 3298 lbs, while the PHEV weighs in at 3,717 lbs, a difference of 190 kg. The Kia Sportage has a curb weight of 3,373 lbs, while the PHEV version weighs 4211, a difference of 380 kg.

Perhaps with some sort of modular system could add versatility to the fueling types, with different modules for gasoline, compressed natural gas or hydrogen, waste vegetable oil (perhaps a preheater would be good for something that viscous). The Stirling engine might lose a little peak power on some fuels relative to gasoline, but for ordinary, not-too-fast, not-too-hilly cruising that might just mean it runs more and it doesn’t affect the performance too much – although in times of persistent high demand for power, like climbing up a hill, towing a trailer, or just speeding, you might notice the deficiency.

One possible issue is hydrogen embrittlement. If the Stirling engine has a working fluid other than hydrogen, it would be less efficient, while if it’s using materials that are resistant to hydrogen embrittlement, then that might make it less rugged and heavier. I think they used sufficiently embrittlement-resistant stainless steel and hydrogen as a working fluid in the 1986 NASA project, but one way to cheat for a short-term test of a relatively powerful, light Stirling engine would be to just use hydrogen as a working fluid and regular steel engine parts, and if they crack like a week later, that’s after your tests are done.

I don’t really know that much about the details of obstacles to alternative ideas for cars, though. I guess I’ve been a bit car-brained since I became a car owner almost a year ago. I suspect that when you first get a job as an engineer at Ford or Honda, the first thing in your inbox is a Powerpoint attachment titled “Here’s Why We’re Not Going to Consider Your Stupid Alternative Powertrain Ideas.” Maybe if someone could leak that to me that would give me some clarity.

I guess Dean Kamen tried to get some kind of Stirling-based car going, and there's some guy, Josh MacDowell, who turned a Ford F-150 into a Stirling-Electric hybrid? Given that there's no IP protection on Stirling engines, though, I think there must be more practical obstacles that I'm not considering.

Update: One consideration I omitted was volume. Although the batteries of battery electric vehicles are infamous for being heavy, they are convenient geometrically, being dense, mostly homogeneous, and capable of being fit in almost any shape so long as the final volume is the same.

#cars #stirling engine

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max--phillips · 1 year ago

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Alright, kids, my unhinged data gathering about EVs has culminated in a google sheet that is now, to the best of my knowledge, complete. I have looked at every active car manufacturer in the US, their EVs (if they have any), their plug-in hybrids (if they have any) (also, referred to as PHEVs), their base price, their max price (meaning, I went in to their build function and added all the shit to it I possibly could), their minimum range, maximum available range, and the type of vehicle. For PHEVs, this included electric-only range, total range, and MPGe (miles per gallon equivalent).

You can visit the Google sheet where this information lives here. Edit from June of 2024: the Google sheet is currently unavailable, sorry!

First of all: Why the hell did I do this?

Great question. I got passed on the road about a month ago by a pack of Lucid Air test drive vehicles. It was a rare instance of me not recognizing a vehicle--I literally work with them every day to make a living, and I consider myself to be pretty acquainted with the available auto manufacturers in the US. So, I looked them up, and it's a new EV brand, which might be a good thing vis a vis bringing more players to the market and all that jazz... but their base MSRP is fucking $87,000. I got so mad about the fact that manufacturers just keep bringing luxury EVs to the market and not like, consumer-level, reasonably priced EVs that I decided to compile this list of information to... well. To be fair I don't know what I was hoping to accomplish with this. At most, prove a point, I guess?

With that out of the way... what did we learn from this?

No more electric SUV options. Society has progressed past the need for more electric SUV options.

I compiled information on a grand total of 40 current EV models, 43 future EV models, 35 current PHEV models, and uh... 2 future PHEV models. Of those, 34 current EVs, 26 future EVs, 23 current PHEVs, and 1 of the future PHEVs were SUVs. That's 70%. Meanwhile, we have (in all four categories) 1 lone cargo van/work vehicle, 10 coupes, 8 pickup trucks, 1 hatchback, 1 minivan, 29 sedans, 3 wagons, and 1 microbus (VW ID. Buzz my beloved). And listen, don't get me wrong: SUVs are great. They're versatile (the U in SUV is for 'utility' after all!) and they're filling the niche that minivans once did, but damn, 70% of the market? Come ON guys. We're more interesting than that, I hope.

Are you not rich? Want an EV? Too bad.

The average base MSRP for an EV in the US right now is $65,556. Are you kidding me? The average base MSRP for the future EVs I found information on is $86,377. The PHEVs include some performance/ultra-luxury brands because of the fact electric motors provide a lot of torque and are desirable in some performance vehicles, so even taking those out, the average base MSRP of a PHEV is $63,442.

The superlatives

Current EVs

First, the good superlatives:

Lowest base MSRP & max price both go to the Chevy Bolt EV, ranging from $26,500 to $34,000. (sedan, range around 259 miles)

Highest range (unfortunately) goes to the Lucid Air, the vehicle that started me on this whole thing. The minimum range is 410 miles, which is the highest minimum range available. The maximum range is 516 miles, blowing the Tesla Model S extended range out of the water by 111 miles. (sedan, price ranges from $87,400 to $249,000).

Now, the bad superlatives

Highest base MSRP goes to the Audi RS e-tron GT, at a whopping $143,900. This beats our highest maximum price model's base MSRP by $2,700. (sedan, range around 232)

Highest maximum price goes to the Porsche Taycan Sport Turismo and Cross Turismo at $304,000. Fun fact: $30,000 of that maximum price is for custom paint. (wagon, range from 222-235 miles)

Lowest range goes to the Mazda MX-30 with a measly 100 miles of range. The next lowest range, the Ford E-Transit, a cargo van, gets 108! This vehicle is currently only available in California. (SUV, price ranges from $34,110 to $43,000)

Current PHEVs

Good superlatives

Highest electric only range goes to Land Rover, both the Range Rover and the Range Rover Sport, with 51 miles. (SUV, MPGe for both is 42, total range for both is 480, price for the Range Rover Sport ranges from $118,200 to $159,000, and price for the Range Rover Sport ranges from $142,575 tp $170,000).

Highest total range, best MPGe, AND lowest base MSRP goes to the Toyota Prius Prime, with 640 miles of total range and a whopping 133 MPGe. Its base MSRP is $32,350. (sedan, electric only range is 44 miles, maximum price is $50,000)

Lowest maximum price goes to the Kia Niro, which will only let you spend $44,000 on it. (SUV, base MSRP $33,840, electric only range 33 miles, total range 560, MPGe 108)

Bad superlatives (a lot of ties for this one, folks)

Worst total range: a tie between the BMW XM and the MINI Countryman, both at 300 miles. (BMW XM: SUV, 30 miles electric only range, 46 MPGe, costs between $159,00 and $186,000. MINI Countryman: Sedan, 17 miles electric only range, 73 MPGe, costs around $41,000)

Worst electric only range is a tie between the Ferrari 296 and Ferrari SF90, both at 15 miles. I have thoughts (derogatory) about these models, but I'll save them. (both coupes; both 330 miles total range; 296 gets 47 MPGe, SF90 gets 51 MPGe. Base MSRP for the 296 is $237,500. I'll get to the SF90 in a moment,)

Worst MPGe goes to the McLaren Artura at 39 MPGe. (Coupe, 330 total range, 19 miles electric only range, base MSRP $237,500)

The highest listed maximum price goes to the Porsche Panamera E-Hybrid, at $295,815. (Sedan, 19 miles electric-only range, 480 miles total range, 52 MPGe, base MSRP is $109,000.)

The highest base MSRP goes, once again, to the Ferrari SF90 at $524,815. Just reading that number hurts me.

Finally, a five-way tie for the most likely to have the highest actual maximum price, because they're cowards and don't put their pricing on their websites. These are the Ferrari SF90, the Ferrari 296, the Bentley Flying Spur, the Bentley Bentayga, and the McLaren Artura. (Bentley Flying Spur: Sedan, 26 miles electric-only range, 500 miles total range, 46 MPGe, base MSRP $217,525. Bentayga: SUV, 29 miles electric only range, 448 total range, 45 MPGe, base MSRP $200,025).

I'm not going to do any superlatives for future vehicles because I don't want to jump the gun on any judgements. Plus, with some of them the MSRPs are just like... educated guesses. Anyway, I have the whole google sheet here if you wanna poke around.

What conclusions can we draw from this?

I appreciate that the US wants to regulate new car sales sooner rather than later to encourage new EV sales in an attempt to be more environmentally friendly. However, until the average price for a new EV comes down significantly, more and more people are going to be in the used car market whether they want to be or not. Beyond that, we simply do not have the infrastructure for this. There are gas stations on damn near every corner, but the closest charging station to me is 2 miles away, and even that's a Tesla Supercharger, so it's only useful if you have a Tesla. The closest non-Tesla charger is 4 miles away. Sure, you can plug it in at home, but in order for that to be done at more than a snail's pace, you need to have it specially installed which is an additional cost that people may not be able to afford.

Additionally, it's interesting to me that being environmentally friendly is still such a huge privilege that's seemingly marketed towards wealthy people, yet huge corporations and the ultrawealthy people actually polluting our planet continue to offload the blame onto poor people for using single use plastics. It's a bizarre paradox.

In conclusion, car manufacturers need to get their shit together so more people can buy EVs at a price that isn't insane. Thank you goodbye

#tori says things #max says things #I have opinions about cars #advice

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phprentacar · 2 years ago

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Lucid Air is an impressive luxury electric car

Before we talk about the Lucid Air model, the PHP Rent a Car Cluj Napoca Airport car rental office informs you that Lucid Motors is an American electric car company, based in Newark, California. Founded in 2007 under the name Atieva, the company originally started as an electric vehicle battery manufacturer and has collaborated with various automotive companies to develop energy storage solutions. In 2016, the company changed its name to Lucid Motors and shifted its focus to the production of luxury electric vehicles. The company is led by CEO Peter Rawlinson, a former chief engineer at Tesla and responsible for the development of the Model S.

https://www.phprentacar.ro/en/b-lucid-air-is-an-impressive-luxury-electric-car

#lucid air

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willcodehtmlforfood · 1 year ago

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#tesla #high mileage #ev

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mariacallous · 2 years ago

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For now, Alex Lagetko is holding on to his Tesla stocks. The founder of hedge fund VSO Capital Management in New York, Lagetko says his stake in the company was worth $46 million in November 2021, when shares in the electric carmaker peaked at $415.

Since then, they have plunged 72 percent, as investors worry about waning demand, falling production and price cuts in China, labor shortages in Europe, and, of course, the long-term impact of CEO Elon Musk’s $44 billion acquisition of Twitter. After announcing his plans to buy the platform in April, Musk financed his acquisition with $13 billion in loans and $33 billion in cash, roughly $23 billion of which was raised by selling shares in Tesla.

“Many investors, particularly retail, who invested disproportionately large sums of their wealth largely on the basis of trust in Musk over many years were very quickly burned in the months following the acquisition,” Lagetko says, “particularly in December as he sold more stock, presumably to fund losses at Twitter.”

Lagetko is worried that the leveraged buyout of Twitter has left Tesla exposed, as interest payments on the debt Musk took on to fund the takeover come due at the same time as the social media company’s revenues have slumped.

But Tesla stock was already falling in April 2022, when Musk launched his bid for Twitter, and analysts say that the carmaker’s challenges run deeper than its exposure to the struggling social media platform. Tesla and its CEO have alienated its core customers while its limited designs and high prices make it vulnerable to competition from legacy automakers, who have rushed into the EV market with options that Musk’s company will struggle to match.

Prior to 2020, Tesla was essentially “playing against a B team in a soccer match,” says Matthias Schmidt, an independent analyst in Berlin who tracks electric car sales in Europe. But that changed in 2020, as “the opposition started rolling out some of their A squad players.”

In 2023, Tesla is due to release its long-awaited Cybertruck, a blocky, angular SUV first announced in 2019. It is the first new launch of a consumer vehicle by the company since 2020. A promised two-seater sports car is still years away, and the Models S, X, Y, and 3, once seen as space-age dynamos, are now “long in the tooth,” says Mark Barrott, an automotive analyst at consultancy Plante Moran. Most auto companies refresh their looks every three to five years—Tesla’s Model S is now more than 10 years old.

By contrast, this year Ford plans to boost production of both its F-150 Lighting EV pick-up, already sold out for 2023, and its Mustang Mach-E SUV. Offerings from Hyundai IONIQ 5 and Kia EV6 could threaten Tesla’s Model Y and Model 3 in the $45,000 to $65,000 range. General Motors plans to speed up production and cut costs for a range of EV models, including the Chevy Blazer EV, the Chevy Equinox, the Cadillac Lyric, and the GMC Sierra EV.

While Tesla’s designs may be eye-catching, their high prices mean that they’re now often competing with luxury brands.

“There is this kind of nice Bauhaus simplicity to Tesla’s design, but it’s not luxurious,” says David Welch, author of Charging Ahead: GM, Mary Barra, and the Reinvention of an American Icon. “And for people to pay $70,000 to $100,000 for a car, if you’re competing suddenly with an electric Mercedes or BMW, or a Cadillac that finally actually feels like something that should bear the Cadillac name, you’re going to give people something to think about.”

While few manufacturers can compete with Tesla on performance and software (the Tesla Model S goes to 60 mph in 1.99 seconds, reaches a 200-mph top speed, and boasts automatic lane changing and a 17-inch touchscreen for console-grade gaming), many have reached or are approaching a range of 300 miles (480 km), which is the most important consideration for many EV buyers, says Craig Lawrence, a partner and cofounder at the investment group Energy Transition Ventures.

One of Tesla’s main competitive advantages has been its supercharging network. With more than 40,000 proprietary DC fast chargers located on major thoroughfares near shopping centers, coffee shops, and gas stations, their global infrastructure is the largest in the world. Chargers are integrated with the cars’ Autobidder optimization & dispatch software, and, most importantly, they work quickly and reliably, giving a car up to 322 miles of range in 15 minutes. The network contributes to about 12 percent of Tesla sales globally.

“The single biggest hurdle for most people asking ‘Do I go EV or not,’ is how do I refuel it and where,” says Loren McDonald, CEO and lead analyst for the consultancy EVAdoption. “Tesla figured that out early on and made it half of the value proposition.”

But new requirements for funding under public charging infrastructure programs in the US may erode Tesla’s proprietary charging advantage. The US National Electric Vehicle Infrastructure Program will allocate $7.5 billion to fund the development of some 500,000 electric vehicle chargers, but to access funds to build new stations, Tesla will have to open up its network to competitors by including four CCC chargers.

“Unless Tesla opens up their network to different charging standards, they will not get any of that volume,” Barrott says. “And Tesla doesn’t like that.”

In a few years, the US public charging infrastructure may start to look more like Europe’s, where in many countries the Tesla Model 3 uses standard plugs, and Tesla has opened their Supercharging stations to non-Tesla vehicles.

Tesla does maintain a software edge over competitors, which have looked to third-party technology like Apple’s CarPlay to fill the gap, says Alex Pischalnikov, an auto analyst and principal at the consulting firm Arthur D. Little. With over-the-air updates, Tesla can send new lines of code over cellular networks to resolve mechanical problems and safety features, update console entertainment options, and surprise drivers with new features, such as heated rear seats and the recently released full self-driving beta, available for $15,000. These software updates are also a cash machine for Tesla. But full self-driving features aren’t quite as promised, since drivers still have to remain in effective control of the vehicle, limiting the value of the system.

A Plante Moran analysis shared with WIRED shows Tesla’s share of the North American EV market declining from 70 percent in 2022 to just 31 percent by 2025, as total EV production grows from 777,000 to 2.87 million units.

In Europe, Tesla’s decline is already underway. Schmidt says data from the first 11 months of 2022 shows sales by volume of Volkswagen’s modular electric drive matrix (MEB) vehicles outpaced Tesla’s Model Y and Model 3 by more than 20 percent. His projections show Tesla’s product lines finishing the year with 15 percent of the western European electric vehicle market, down from 33 percent in 2019.

The European Union has proposed legislation to reduce carbon emissions from new cars and vans by 100 percent by 2035, which is likely to bring more competition from European carmakers into the market.

There is also a growing sense that Musk’s behavior since taking over Twitter has made a challenging situation for Tesla even worse.

Over the past year, Musk has used Twitter to call for the prosecution of former director of the US National Institute of Allergy and Infectious Diseases Anthony Fauci (“My pronouns are Prosecute/Fauci”), take swings at US senator from Vermont Bernie Sanders over government spending and inflation, and placed himself at the center of the free speech debate. He’s lashed out at critics, challenging, among other things, the size of their testicles.

A November analysis of the top 100 global brands by the New York–based consultancy Interbrand estimated Tesla’s brand value in 2022 at $48 billion, up 32 percent from 2021 but well short of its 183 percent growth between 2020 and 2021. The report, based on qualitative data from 1,000 industry consultants and sentiment analysis of published sources, showed brand strength declining, particularly in “trust, distinctiveness and an understanding of the needs of their customers.”

“I think [Musk’s] core is rapidly moving away from him, and people are just starting to say, ‘I don’t like the smell of Tesla; I don’t want to be associated with that,’” says Daniel Binns, global chief growth officer at Interbrand.

Among them are once-loyal customers. Alan Saldich, a semi-retired tech CMO who lives in Idaho, put a deposit down on a Model S in 2011, before the cars were even on the road, after seeing a bodiless chassis in a Menlo Park showroom. His car, delivered in 2012, was number 2799, one of the first 3,000 made.

He benefited from the company’s good, if idiosyncratic, customer service. When, on Christmas morning 2012, the car wouldn’t start, he emailed Musk directly seeking a remedy. Musk responded just 24 minutes later: “...Will see if we can diagnose and fix remotely. Sorry about this. Hope you otherwise have a good Christmas.”

On New Year’s Day, Joost de Vries, then vice president of worldwide service at Tesla, and an assistant showed up at Saldich’s house with a trailer, loaded the car onto a flatbed, and hauled it to Tesla’s plant in Fremont, California, to be repaired. Saldich and his family later even got a tour of the factory. But since then, he’s cooled on the company. In 2019, he sold his Model S, and now drives a Mini Electric. He’s irritated in particular, he says, by Musk’s verbal attacks on government programs and regulation, particularly as Tesla has benefited from states and federal EV tax credits.

“Personally, I probably wouldn’t buy another Tesla,” he says. “A, because there’s so many alternatives and B, I just don’t like [Musk] anymore.”

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peter-author · 2 years ago

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More Profit From Almost Nothing

Manufacturing is a simple formula. You take a small amount of material, mold or shape it into something unique and sell it for many hundreds of times more money than the material cost you. A Rolex has maybe $40 worth of raw materials. Carefully designed and constructed, it is worth thousands when complete, many times that when fashionable. So too with cars.

The problem with the car industry is that they are convinced that the formula works so well that they want to make more money but there are only so many customers. Everyone either has or uses a car. Out of the 350,000,000 Americans of all ages – babies and non-drivers -- there already are 278,063,737 personal and commercial vehicles. So the problem facing car manufacturers trying to make more and more profit is that either they have to try and sell two cars to every driver or they have to make the cars much more expensive, thereby making more profit.

The manufacturers chose the latter solution.

How do you make the car more expensive and thereby profitable? Remember the formula: take 10¢ of steel, shape it and sell it for $1.00. Now, there are exceptions to this rule. First you can create a mystique about Bentley, Mercedes, BMW and the like and get an extra 10% for “beat-the-Jones” show-off value. But 10% is not enough to satisfy Wall Street investors. Or you can make very limited numbers of a model to create extra demand like Ferrari and Porsche. Or you can stick to the manufacturing profit model and simply add more and more steel and other components.

It all started to get out of hand with Ralph Nader who declared the ’69 Corsair “unsafe at any speed.” The Corsair was the only US manufactured rear engine car. Kill the Corsair and you effectively killed the other “unsafe” car, the VW Beetle. The Corsair weighed 2,414 lbs. The VW Beetle weighed only 1,742 lbs. and out-performed and was more reliable. But that Nader label of “unsafe” effectively killed the US market for the rear-engined Beetle. VW’s answer was to put the motor back in front, add almost another ton of steel, and relaunch the Beetle. More steel equaled a higher price and more profit.

Meanwhile, Chevy and Ford sedans in the mid-‘60s weighed 2,600 lbs. By 2022 they had ballooned up to 3,500 lbs. More material, more profit. VW Jetta’s are 50% heavier than when launched. Camry weighed 2,161 lbs. when launched in 1982, now weigh in at 3,310 lbs. In the SUV market, 2023 weights are getting up close to 6,000 lbs. or 3 tons for Tahoes and Expeditions.

And then along came electric cars.

Instead of going back to lighter, less bulky chassis, they simply stuck the new motor(s) and all those batteries in conventional platforms, adding another 300 lbs. even though they had removed the engine and gearbox – hardly lightweight components – and had reduced the overall size of the car by 20%. And Tesla? The lightest is 4,048 lbs. with the Model X at 5,390 lbs. And the prices for these increases in weight? Pretty much in lock step. More metal and plastic costs you more.

Now here’s the question we all need to ask ourselves: given today’s technology providing reliability mechanically (which is also lighter than old cast-iron engines), wouldn’t it be nice to have a reasonably heavy car instead of a gas guzzling heavyweight or an electric car that can only go 200 miles? Put today’s engine into a 1968 Volvo weighing 2,500 lbs. and you’d get 50 mpg and all the safety needed. Put an electric drivetrain in an original VW Beetle and you’d get 400-mile range with half the batteries of a Tesla. Or do as Ford is doing, stripping out all the unessentials, and launching the Maverick small truck with a base price of $22,000. Now that’s a business model to suit today’s consumer.

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blogpopular · 8 days ago

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Motor de longa duração Tesla: Manutenção e cuidados

A Tesla é uma pioneira no mercado de veículos elétricos, conhecida não apenas por suas inovações tecnológicas, mas também por motores de longa duração. A confiabilidade e eficiência dos motores elétricos Tesla destacam a marca em um mercado competitivo. Neste artigo, vamos explorar a manutenção e os cuidados necessários para garantir que o motor de longa duração Tesla continue funcionando…

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things-about-cars-in-posts · 2 months ago

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Oh, with Teslas it's even easier! Just open the door!

See, Tesla doors, like many other cars', do not have a door window frame. This, beside being very cool, means less door to contend when getting in/out in tight spaces (at least, for those aware that in most modern cars you can hold the lock/unlock button to raise/lower the windows as you're approaching/leaving the car). But that does have a tricky implication: the windows move. Well, all windows move- well, most windows move- well, most side windows move- well, beside moving along with the rest of the car, anyway. What I mean is, normally the top of a window only ever slides up into and down out of its seal, but frameless ones need to exit the seal both vertically (when they are lowered) and horizontally (when the door is opened). This is a tricky thing to engineer through, so often it's engineered around by just fwuping the window down when the door is opened and fwuping it back up when it's closed, for an elegant and graceful seal - my dad's car did that!

But if the battery dies or something breaks and someone needs to access -or more importantly leave- the car, you do still need a seal that will, however gracelessly, let the glass through. Otherwise,

Oh well. At least if you use the Emergency Door Release For When The Battery's Dead the window will fwup down if the battery's not dead.

Then again, there has to be an emergency door release, because having a normal door handle would mean having to operate a mechanism with your hands like filthy primates instead of pressing a button and having a motor do it for you, god forbid. Wait 'till they find out buttons are mechanisms.

Shouldn't have spoken.

Frankly, I don't even know of I'm more maddened by the rear emergency release, seemingly designed to cleanse the world of people willing to seat in the back of a car they haven't combed through the manual of...

...or the front one, which perfectly illustrates just how unforced this whole door button thing is.

Like, seriously, who on this Earth would that be an appreciably worse door opening experience for?

Look, don't get me wrong - Teslas are phenomenal cars. Their performance, handling, comfort and yes, safety, were so revolutionarily superior to anything else remotely in their ballpark that the Model S release, if perhaps not singlehandedly, made everypeople start seeing EVs as cool. Fucking EVs! Imagine a profile being good enough to turn Google+ into the biggest social around. That's underselling it. So it's painful to see these cars get sandbagged by the obstinate insistence that everything must be gone about in a groundbreaking way because Elon Musk is supposed to be The Man Who Brings You The Future so to keep up that appearance every single thing possible should be done in a way that is new even when its only advantage is a nebulous futuristic feel. Because that's why they're doing it! Teslas don't need gimmicks to survive, they're far too competitive for that. It's Elon Musk that does.

Of course, it could be fair to question whether everything that is bad about Teslas can really be down specifically to the figure of Elon Musk, but it does seem to me that if his obsession with being innovators on everything, and the partially consequent move-fast-break-things-y approach to their quality control (or lack thereof), sat right with those underneath him, he would not have moved their operations to Wherever-Unionizing-Is-Hardestland nor dissolved the PR department.

All this to say, ragging on Tesla issues should not lead us to forget the greatness underlying them, but to remember that no team is leaderproof. Every engineer can be crunched into mistakes. Every designer can be forced to create something stupid. Every production chain can be rushed into sending egregious builds out the door. Every worker, every team, every manufacturer needs its leadership to give processes their time, cherish concrete dialogue about what can and should be done, provide a pondered, enlightened direction, and keep childish whims out of customer-facing products. In a word, responsibility.

So if you want to get into the car business, remember: be responsible. If you want to get into car manufacturing, remember: look above you - you want to see responsible leaders all the way up. And if you want to get into a Tesla, remember: make sure the window fwupped down.

Links in blue are posts of mine about the topic in question: if you liked this post, you might like those - or the blog’s Discord server, linked in the pinned post!

i need to get into cars

#had to write this post FOUR FUCKING TIMES OVER do not even ask #thanks tumblr #tesla

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dorleco · 1 month ago

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Strategies to Extend Your EV Battery Longevity

November 22, 2024

by dorleco

with no comment

eMOBILITY CONTROLS

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Introduction

Electric vehicles (EVs) have revolutionized the automotive industry, offering an environmentally friendly alternative to traditional internal combustion engine (ICE) vehicles. While EVs have fewer moving parts and require less maintenance, their battery is a critical and costly component, accounting for up to 25% of the vehicle’s overall cost. Given its importance, extending the lifespan of an EV battery is vital for maintaining the car’s value, range, and long-term functionality.

This guide will explore the factors that influence EV battery degradation, why battery capacity matters, and practical strategies to maximize your EV battery longevity.

Why is EV battery longevity Important?

The efficiency and real-world range of an electric vehicle are affected by its battery capacity, which is expressed in kilowatt-hours (kWh). The majority of EV batteries have a kWh value between 30 and 100, with a higher kWh rating indicating a greater driving range. The Tesla Model S, for example, has larger-capacity batteries that provide better performance and a longer range.

An EV battery's longevity useful range and resale value are greatly impacted by the degree of battery capacity depreciation that occurs over time owing to a variety of circumstances. EV batteries typically lose 2.3% of their initial range every year. Batteries rarely fail suddenly, yet they may lose their capacity to hold a full charge.

The majority of EV manufacturers provide battery pack warranties, which usually range from 8 years to 100,000 miles. Certain manufacturers, such as Tesla, extend this warranty to 150,000 miles with a 70% battery capacity retention guarantee. Understanding and maintaining battery capacity is essential to maximizing the usefulness and effectiveness of your EV.

Factors Affecting EV Battery Longevity

1. Time

EV batteries naturally deteriorate over time as a result of chemical conversations, just like any other battery. The battery’s cells decrease efficiency even while not in use, which impacts overall performance.

2. The temperature

The ideal operating temperature for lithium-ion batteries is room temperature. Degradation occurs more quickly when cells are exposed to extremes of heat or cold because these conditions speed up internal chemical reactions. When parked or in operation, prolonged exposure to extreme temperatures may significantly reduce battery life.

3. Charge Cycles

An EV battery goes through a charge cycle each time it is charged and drained. These cycles gradually reduce the battery’s capacity to retain a charge. This process becomes quicker by rapid charging because of the high energy intake and heat generation.

How EV Battery Longevity Work

Thousands of lithium-ion cells make up EV battery packs, which store energy to run the electric motor. When the car is plugged in, these cells are charged, and when it is in motion, they are discharged. The battery’s lifespan is impacted by the charging and discharging processes, with rapid charging adding to the stress.

Battery management systems are found in the majority of modern EVs to guard against overcharging, over-discharging, and overheating. But to guarantee the best possible battery performance and longevity, owners must also follow best practices.

The Best Ways to Increase EV Battery Longevity

1. Reduce Your Exposure to High Temperatures

Avoid subjecting your EV to extremes of temperature while it is parked. A steady temperature can be maintained by parking in a garage or in the shade. The thermal management system can operate on grid power rather than depleting the battery when you plug it in while your car is parked.

2. Refrain from deep draining or fully charging the battery.

Your battery’s longevity can be greatly increased by maintaining a level between 20% and 80%. Although battery management mechanisms in contemporary EVs guard against overcharging, a reasonable charge range is still advised for best results.

3. Limit the Use of Fast Chargers

Despite their convenience, DC fast chargers put a lot of load on the battery and produce a lot of heat. Frequent use of quick charging can eventually cause the battery’s capacity to decrease. For everyday use, choose Level 2 chargers; save fast charging for urgent situations.

4. Maintain an Optimal State of Charge for Storage

Make sure the battery is charged to roughly 50% if you intend to leave your EV in storage for a long time. When left unused, a battery that is completely charged or discharged deteriorates more quickly. For extended periods of inactivity, certain EVs, such as the Tesla Roadster, have a “storage mode” that keeps the battery at its ideal level.

5. Drive Sensibly

Fast acceleration and forceful braking are examples of aggressive driving techniques that can quickly deplete the battery and produce extra heat. Battery life can be extended by keeping a constant pace and avoiding sudden acceleration and braking changes.

6. Avoid Nightly Charging to 100%

It is not required and may put stress on the battery to charge your EV to 100% every night. For everyday use, keep charging to 80% unless you require the entire range.

7. Follow the manufacturer’s guidelines.

Specific charging, operating, and maintenance guidelines can be found in your EV owner’s manual. Following the manufacturer’s guidelines assures optimal battery performance and avoids voiding warranties.

Advancements in EV battery longevity Technology

The EV sector is always developing to increase battery efficiency and longevity. Tesla, for example, is developing a “million-mile battery” that will live longer than the vehicle. Advances in battery chemistry, such as solid-state batteries, promise increased energy density, faster charging periods, and better thermal stability.

Modern EVs also have features such as liquid-cooled battery thermal management systems to keep operating temperatures at optimal levels. These innovations reduce degradation and improve overall performance, making electric vehicles more reliable and efficient than ever before.

The Economic and Environmental Impacts of EV Battery Longevity

EV battery longevity is not only financially profitable but also environmentally responsible. Longer-lasting batteries require fewer replacements, saving EV owners money and reducing waste. Furthermore, enhanced battery performance increases vehicle efficiency, lowering the carbon footprint associated with energy usage.

Conclusion

As the number of electric vehicles grows, understanding and implementing ways to improve battery life becomes increasingly crucial. EV owners can considerably extend the life of their batteries by limiting exposure to severe temperatures, avoiding quick charging, maintaining an ideal level of charge, and driving carefully.

Most EVs may travel over 200,000 miles on their original battery packs with proper maintenance and following manufacturer recommendations. As battery technology advances, the future of electric mobility seems more efficient, affordable, and sustainable.

Dorleco is dedicated to providing EV owners with the tools and knowledge they need to optimize their vehicles’ performance and lifetime. Discover more insights and solutions by exploring our VCU products, CAN Displays, CAN Keypads and EV software services.

Drive intelligently. Recharge responsibly. Increase the lifespan of your electric vehicle battery for a brighter tomorrow!

#EVBatteryLongevity #Dorleco #CANKeypads #CANDisplays #VCUs #Vehiclecontrolunit #EVSoftwareservices #E/Earchitectures

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