wyx087

I would prefer to have a well in my garden and do private refuelling. Alas, I can only refuel via public infrastructure with loads of profit for the middleman and on-going embedded carbon in fuel distribution. Why would ID3 have such expensive tyres? They use standard 215/55R18 tyres. Michelin CC2 £142 per corner fitted. Destination charging, the clue is in the name. There must be more destination than home the car spends significant amount of time parked, fact. Going to supermarket for 1 hour? graze on its charger. Going to the gym? graze on there. Going to workplace? That's 7+ hours to fully charge. 55 years old car is compatible with E10? https://www.gov.uk/guidance/e10-petrol-explained 55 years old car is compatible with unleaded? https://www.autocar.co.uk/car-news/throwback-thursday-1989-switchover-unleaded-petrol "“There are, however, engines which simply cannot run on unleaded fuel. These are mostly older designs, with inlet and exhaust valves directed on a cast-iron cylinder head – and the lead is needed to lubricate the valves and valve-seats. Without it, they would deteriorate through corrosion and burning. " Battery would, in fact, be plug and play. There's enough will, people are amazing and have made it happen. This is one of the open source project making Leaf battery upgrade as simple as plugging stuff together. https://github.com/dalathegreat/Nissan-LEAF-Battery-Upgrade

What do you call this? Considering EV can and should be charged at destination with AC charging. Why do we need the same throughput of cars as petrol stations? For trunk road services, to enable BEV long distance driving, throughput will eventually exceed petrol stations. For example the new installs at South Mimms services can match its petrol station throughput: 16 petrol pump stalls. 64 rapid charging spots. Why does it matter that BEV must behave exactly the same as ICE vehicles? For that 55 years old example, just bang in a new battery during restoration. In the real world, let's compare 20 years old costs. Cost of servicing over 20 years: £2000. Cost of newer upgraded Leaf battery part: £1900 https://www.ebay.co.uk/itm/204668355687 If the vehicle is beyond economical repair due to other parts, EV ownership has saved £2000. If want to continue driving after 20 years, servicing cost is roughly equal. Indeed. Currently there are only examples of BEV with very high mileage to show the battery can take that many cycles and the drivetrain doesn't need servicing. Anecdotally, my Leaf at 9.5 years old has 79% state of health. Hasn't changed much over last year. I'm confident it will last 5 more years. I'm tempted to keep it as an example that BEV batteries really do last that long, even with added V2H cycles 😛

PHEV have battery that's smaller than my Nissan Leaf, most PHEV cannot rapid charge and it is less efficient due to added weight of the engine. Do you think it is right for me to declare BEV a disaster based on my experience trying to only find and rely on AC charging points with Nissan Leaf? In your example, a regular BEV would not need plugging in at expensive locations. We still need those to give options, but they should be variable (time of use) pricing as per my post above. A couple cars today can already take 300 kW charging. There's a Kia EV6 owner on this Skoda forum. My MY can take 250 kW. Both of those can do 10-80% in around 20min. The key is having the number of chargers there so that there would be no queues. Even if there's people waiting, the chance of someone finishing increases as number of charger increases. 55 years is extraordinarily long for a car. In order for that car to be used every day AND survive that long, how much would have been spent on servicing the ICE over that 55 years? How many miles has that 55 years old example done? In similar extreme example, how much would it cost to service ICE to cover 310,000 miles? https://www.autoevolution.com/news/2016-tesla-model-s-used-as-a-taxi-has-only-12-battery-degradation-after-310k-miles-221769.html In the real world, 15 years is typical for most cars. There's not many 09 or earlier reg cars on the road today. Vast majority are 10 or later cars. So 15 years is taunted as typical vehicle lifetime, and I fully believe BEV batteries will last more than that number of years. Of course, if you want to say reduced range beyond a magical number means end of life, then BEV will never be good enough. Luckily the vehicle will always find a home elsewhere, with less strict range requirement.

3min refuel time came from Mr May in the video. 5min is very quick toilet visit from my experience, where the toilet is rarely next to the service building entrance. I assumed no time moving the vehicle to be favourable for ICE cars. +3min for moving the car between service area car park and petrol station if you like. 350 miles including drop off at LHR is going to be a long time. It takes about 50min for me to get to Heathrow, just 20 odd miles drive away. I could never imagine sitting anywhere for more than 2 hours, not desk job nor in the car. Longest single leg I've ever driven was 150 miles that took 3 hours, it was tortious. It was a route I used to regularly do, I typically break up that 150 miles with a break at Membury services. I expect wholesale price variation passed on to consumers. For example, instead of flat 50p/kWh, variable, charge 4-7pm is £1/kwh and charge overnight is 30p/kWh. Still more than home EV tariffs, but much cheaper than running fossil fuel and there is more than enough profit margin to support the charge point operators. Centre Parcs charger only dispense overnight, it costs acceptable 39p/kWh. There's 73 charge points available. This is how to do destination charging. https://app.vendelectric.com/location/12989 The cost is split up into different areas: charging units (as you say, charger), ground works, grid connection and/or battery support. Single unit, 175 to 350 kW costs 24.5k euro: https://chargingshop.eu/product/abb-terra-hpc-fast-charging-station-output-from-175kw-to-350kw/

The price of public charging is indeed ridiculous. There really need to be variable (time of day) pricing for public charging to allow anyone to charge cheaply during off peak time. One thing you've got to remember is that your PHEV is a compromised EV experience. It has a tiny battery, pointless to rapid charge and motor is underpowered. AC Destination charging installs are waaay behind compared to number of EV's being sold. There has been remarkable turn around in rapid charging hubs. Examples, Birchanger green services, 33 at Pease Pottage services, 24 at Cobham services, potentially 64 at South Mimms opening soon. As been pointed out many many times, BEV batteries are designed to last lifetime of the vehicle. There is no need to consider battery replacement. Now would be a good time to buy second hand Taycan, £46k for one, they are like 100k new? Depreciation is on-par with other luxury barges? Re James May video, the problem points presented in the video, that I can see, is due to the charging infrastructure and charging speed. I totally agree with the former. I've said this since the start of my EV ownership in 2017, there is no range anxiety. I had charging anxiety every time I want to use public chargers, before I bought Tesla. With Tesla supercharger network, I've never ran into any charging anxiety yet. Always worked first time and always has available charging points because I can see how busy they are from my car. Not sure about the latter, would certainly be different for everyone. For vast majority of people with regular mileage, recharging speed is much less of a concern. It's only problematic for someone who cannot charge at home and is always on the road, thus relies on rapid charging for most of their mileage. On timing, 3min to refuel, 5min to toilet => 8min minimum assuming no queues and don't need to move car. After 3+ hours in the car, taking things leisurely for a 15 min recharge is hardly a show stopper.

Don't forget RSymon's black 2024 Model 3 is a long range AWD (69 kWh since charge). For that configuration, Tesla says "Est. range as configured: 421 m". You'd very well expect it to exceed 300 miles of real world range.

That is a given. The EPA is closer to real life than WLTP. The tests are standarised across all manufacturers, those figure are still useful for comparison across brands.

I agree. Porsche analysis may not have the correct conclusion on the root cause. But remember the recall is separate from the shipping incident, unless the burnt down vehicle VIN is in the recall notice. I posted it because I suspect it's part of the reason for the law suit. Now, after a few years, LG chem battery during that time appear to be problematic.

The 19 inch wheel 318 miles is "certified WLTP" figures, see Tesla UK configurator: https://www.tesla.com/en_gb/model3/design#overview 18 inch 344 miles is estimated. 272 mi with 18inch "EPA est" and 248 mi with 19 inch "est" , see US configurator: https://www.tesla.com/en_gb/model3/design#overview That's not so impressive when comparing same testing scheme, 19 inch (smallest configurable) Model Y RWD get 260 miles "EPA est".

Not so sure about what exactly? Shipping company have pinned down to the electric vehicle, they are suing Porsche/VW. There must be solid basis for this law suit other than "because your car burnt down my ship". Porsche have known about defects with certain batteries. They have done an analysis and what you've quoted is result of their analysis ("suggests"). But there's no wording that ruled out this defect manifest itself earlier in life. "Description of the Defect : Certain Taycan high-voltage batteries experience short circuits within the battery modules, which can lead to thermal events and in some cases fires."

It's amazing they can get 344 miles out of that ~60 kWh LFP pack in standard range. Similar motor-battery in Model Y standard RWD only gets 260 miles. Who would have thought taller SUV style vehicle destroys efficiency.

The reason for law suit may be because there is a known fault with the battery packs. This is a recall notice for Porsche Taycan’s, read the second to last page, description of defect: https://static.nhtsa.gov/odi/rcl/2023/RCLRPT-23V840-4026.PDF Hyundai also had similar battery recall, also due to fire risk: https://www.bbc.co.uk/news/technology-56156801 The commonality is that both those known battery fault recalls are manufactured by LG chem. But also the fire fighting procedure robustness for shipping world need bolstering. And car parks.

I wouldn't trust traditional manufacturers with any cyber security matters. But I am sure it wouldn't be a problem for software security centric manufacturer. For example: https://bugcrowd.com/tesla

Tesla uses "pyro fuse", A one time fuse that cuts connection, probably in case of accident. Catastrophic electrical failure will not be isolated to a single control unit. In case of 12v battery failure, the fault would manifest itself in unstable supply voltage, this means CAN bus messages get scrambled and all control units would become unresponsive. 12v battery may not completely fail, it may degrade to such a state that it cannot hold sufficient charge. With ICE, you notice the weak cranking and you replace the battery. With EV, it goes unnoticed until the tiniest increase in power draw creates a large enough voltage drop that causes corrupted CAN bus messages, etc. There's many reports of all sort of very strange behaviour with Leaf when 12v needs replacing.

How would gear-by-wire automatic gearbox work in your example? All these listed are electronic gear selector on ICE cars: https://www.autoknowledge.com/index.php/news-sp-1988811189/vic-updates/501-types-of-electronic-shifters-autoblog Meaning gear selector is not physically connected to gearbox. No way to disconnect the engine if that selector stops working. My point is, if all types of population systems depends on the reliability of its control system, and more typically the dummy in the control seat. Why are EV's being singled out by the media and calls for needing a kill switch?

Does ICE cars with stop/start button have such kill switch? In case of same catastrophic 12v electronic failure?

There's chit chat threads elsewhere. Or you can get eachother's whatsapp to chat off topic on there. https://www.speakev.com/threads/whats-more-efficient-than-regenerative-braking-police-assisted-braking.183631/post-3578551 The 12v battery might be the cause for all those electrical issues seen in the 2 runaway-EV stories. The linked post talks about his "mate" had similar problem with ZS EV, where it lit up with errors and had to stump on the brake really hard to stop. Post pointed out similar brake assist problem with Nissan Leaf should 12v battery failed. It's about time EV's get rid of the ancient lead-acid 12v battery.

Saw this extrapolated stat from the EV forum. The numbers are total ZEV soled based on the ZEV mandate. This is all assuming annual overall car sales of 1.9 million cars in the UK. End of 2023: 980,742 End of 2024: add 418k = 1,398,742 (22%) End of 2025: 1,930,742 (28%) End of 2026: 2,557,742 (33%) End of 2027: 3,279,742 (38%) End of 2028: 4,267,742 (52%) End of 2029: 5,521,742 (66%) End of 2030: 7,041,742 (80%) So if people still don't think EV's are fit for purpose, infrastructure and manufacturers have their work cut out for next few years. I can only see price of ICE cars go one way to cover the fines and EV going the other way. Good time to buy ICE now so it holds value? 😜

We are discussing plans with friends to go on holiday to Scotland early summer, but would need to rent 7 seat car. I would very much prefer to rent an EV, public charging doesn't seem like an issue anymore, with open Tesla superchargers and Electroverse RFID, Unfortunately no EV options 😞 Good points regarding servo-assisted brakes. I remember moving my Octy on a driveway with small incline, thought I didn't need to start the engine. There was a small moment of panic when brake felt like it didn't work. This came up in the other forum, 200,000 km Ioniq 28. Battery has been cycled 1000 times. https://www.ioniqforum.com/threads/who-is-the-ioniq-28kwh-ev-high-mileage-champion.37010/?post_id=597719&nested_view=1&sortby=oldest#post-597719

Looking on Jaguar manual, it appears there are a number of things can be done: Put it into neutral: "N (Neutral) button: Press to stop propulsion energy being supplied to the vehicle’s driveline system." https://www.ownerinfo.jaguar.com/document/4K/2022/1656977/proc/G2484666/G3217998?vin=SADHA2A14N1622187 Use parking brake emergency feature to stop the vehicle: "In an emergency, apply and hold the EPB switch to give a controlled reduction in the vehicle's speed. The vehicle can also be brought to a complete stop. " https://www.ownerinfo.jaguar.com/document/4K/2022/1656977/proc/G2185805/G3218667?vin=SADHA2A14N1622187 Although all those actions involve the gear shift buttons. Of course, it could be catastrophic electrical failure, which makes those gear shift button ineffective. But still, mechanical brakes in the car should always be able to eventually override the vehicle propulsion. The Renault 5 and Tesla Cybertruck, to my knowledge, are currently the only vehicles that have electronic controlled brakes (no physical connection). Out of interest, in modern ICE cars, are gear selection done electronically or gear stick mechanically linked to gearbox? (Toyota hybrids are certainly electronic controlled with the joystick gear selector) Are throttle control electronic or direct mechanical connection? If all are electronic controlled, in what way does powertrain energy storage method (battery vs fossil fuel) play a role in all these stories?

What response are you looking to get? Were root's response to points in the video you shared earlier not sensible? Major points Geroff's video can be summarised in a paragraph or two. It saves everyone time and effort. If you want to get your point across, just spell it out. Honestly, I don't browse forums to find videos, I browse forums to read text, I go to youtube.com to find youtube videos. The rise in SUV otherwise known as Chelsea tractors are not exactly related to EV's.

A quick summary of the video would save many people loads of time. You'd also get what your discussion point across much better than typing 3 lines of excuses for the title and thumbnail.

Much of muchness. General consciences seems to be that Shanghai and Berlin cars build quality are both very good, but German paint shop is best out of all Tesla plants. For battery, the Model Y RWD out of Berlin get BYD blade LFP battery whereas Shanghai built RWD cards are still CATL LFP. For LR AWD, both use exact same battery. The only advantage is for Tesla to be able to sell more cars with lower labour cost and more uniform production for all other plants. All RHD cars everywhere around the world comes from Shanghai plant.

EV bargains to be had, comparing to ICE cars: I think there will be more bargains next year, as manufacturers shifts ZEV mandate to next year but those who really want EV's (buyers) dry up. The moment public misinformation campaign kicks off, is the moment I think we'll see less competitively priced vehicles.

The Shanghai plant supplies UK. The Berlin plan doesn't do RHD cars 😞