wyx087

Personally, I'd be okay with £1 per kWh rapid+ charging, last year, over 5x domestic energy cap, probably 20x normal EV tariff. As long as I can be guaranteed a pleasant charging experience, that means car park (or forecourt) full of rapid for all bays, excellent device up-time (not broken), attended with trained staff and good facilities nearby for family. Let's be honest, we don't use them often....... but every time I do, the single or 2 charger at random locations are either in-use or broken. 😤 For that reason, I've ordered a Tesla Model Y after testing driving one last weekend. Asked to delay it for German factory ones, may also delay a bit more for rumoured 4680 cells built in the same factory. I'm not in a hurry with the Skoda still feels got plenty of life, just sick of the refuel experience and cost. Superchargers are the most reliable around, in my mind, they are the only viable option for EV long distance travel. The delayed delivery also gives me time to see if they open up superchargers for public use.

Only part of the problem is using stored carbon fuel, the other part is combustion. The 3rd part is the massive inefficiency with getting the hydrogen, let along idea of combusting it in such thermally inefficient way. That's exactly hydrogen and solid state.,.... But we must stop burning stuff ASAP!

It doesn't feel fair to our fossil burning friends to lower EV charging VAT. If anything, I would support increase of rapid charging VAT to discourage its use. Aim is to get "plug-in at destination" mentality into people's minds, that way in the future we can rely on the masses of parked EV's to balance the grid. Another benefit with increased rapid charger tax is that those who drive more, pay more. Indirectly it is a per-mile tax. Home/overnight/car park destination charging, I think should remain at current tax level, tied with domestic use. This removes complex schemes (less paperwork and thus less overhead) to regulate home chargers.

Osprey, now 49p per kWh https://www.speakev.com/threads/osprey-price-increase.167641/ Feels like the industry is standarising to around 50p per kWh.

Pry do humour me. Why would you think hydrogen fuel cell cars would be any more exciting than electric cars? The driving experience (no engine noise, electric motor to wheel) will be the same.

Hopefully by 2030 and beyond, there is option to plug-in at most places, rather than having to specifically find places to plug in. (this is slow chargers, where cars usually dwell for hours at a time) Idea with battery EV is that cars are already parked majority of the time. Most of the time don't need <5min refuel like a busy human eating lunch between meetings. When parked up for hours on end, EV can graze like sheep, they have the time to leisurely re-energise. Of course, quickly munching between meetings is possible via rapid charging should the need arise at short notice. (if there is available rapid chargers...... my problem is that there's too many single rapid charger locations and it's occupied when you turn up.... wouldn't be a problem if they are as visible and as numerous as current petrol stations, don't need more despite longer rapid charging time due to many EV able to home charging) rant: At no point during 1900's roll out of petrol refuel stations, people would think: "that's okay, a single unattended petrol pump that is liable to faults in the middle of nowhere is totally fine" Why is it okay for companies to put down a single rapid charger at random locations now? /rant

I have to ask, do you always refuel to full tank of petrol? You do know you can stop refuel/unplug whenever suits you right? EV have charging speed tiers. Completely different mentality to "fill up petrol every week" and then car is parked for other 95% of the time. Rapid charging: 10-40min very quickly back to 80% for on-ward journey. "Fast" charging: many hours, for overnight/workplace charging. If you are on a long drive, you would never plug in PHEV during a quick comfort break. Or a quick 20min comfort break for a good and efficient EV (TM3) would see you back on the road for another 3+ hours. If it's in town, typically you'd have enough range for return trip in any BEV, you can unplug whenever you want. Eg. I drove Leaf 30 miles to work, charged up at work, 30 miles back and then 10 miles to a shopping centre (have the range for return without charging) we stayed for 2 hour and charged for free. Free charge was able to cover return trip to the shopping centre plus 50% of single leg of my commute. it was not full when I unplugged. There was no waiting around or buying things don't need.

There shouldn't be dirty looks from EV drivers as long as you are using suitable chargers that reflects capability of the car. Rapid charger are for BEV's. "Fast" charger are for all plug-in vehicles. 4 hours charging time shouldn't be a problem at all. Unlike liquid refill, you don't need to stand there holding the plug. So just take 5s to plug in (when you have it set-up at home for easy plug/unplug) and 5s to unplug.

At least it's better than the Range Rover PHEV driver I met trying to use Ikea rapid charger type 2 to charge their "electric car". Smugly thinking they've beaten the fuel queues (back during fuel delivery shortage) whilst waiting hours, probably sucking on meatballs. Ignorance, it's a very polite word for combining stupidity and laziness to learn.

Chademo on Leaf/Outlander will auto-unlock when finished charging. Unfortunately the now widely adopted CCS is controlled by the car, despite the plug belongs to the charge operator. I agree, we need: 1 - Many many rapid chargers at single location (single chargers are useless, source of charger anxiety) 2 - 7kW AC chargers nearby 3 - Rapid charger plugs unlock and rapid charger becomes available for new customer when charge rate drops below 10kW 4 - At below 5kW (for example), per-kWh unit price doubles to encourage people to move on But of course this is when over 70%, let's say. Don't want people being charged double when cold-gating...... or do we? This way would make those cars undesirable and we get better EV's.

I hugely dislike the Peugeot's dash-over-wheel design. I've had Peugoet rental cars. But the steering wheel always obstructs my view for the dash because I prefer to drive half lying down. Move the steering any lower and my leg get squished.

On my Leaf, there is a single small 12v battery. I spent less than £50 bought the most expensive I can find to fit in that space when the car was ~5 years old just to be sure. That was because Nissan service told me battery was degraded, but I've never experienced any problem. On my Octavia, on the other hand, was having trouble starting and had to spend £150 to buy a mid-range HUGE battery due to stop/start tech. I guess on one hand, EV can do with smaller 12v battery and less stress on the battery. But on the other hand, unlike cranking an ICE, there is absolutely no warning when the 12v battery is about to go. One day it starts the car, the next day not enough voltage to unlock the doors.

That's a rather stupid design decision if that's true. PHEV should be designed to be EV first, unless it's for tax dodging purposes. Most PHEV owners I know, that bought the car themselves, would drive it in EV mode as much as possible to save fuel cost.

There *should* be DC-DC converter to charge or at least ensure the 12v battery doesn't drain. With a giant amount of energy on reserve, it's amazing some EV (BEV or PHEV) still get flat 12v batteries. I personally think it's a case of existing car manufacturers not deviating from traditional car design. My first-gen Nissan Leaf, for example, turns on/off main traction battery in exact same way as engine ignition, no thought is put into other advantages of having that energy readily available. VW ID platform gets it, get in, change to D and drive, no more ignition switch. Similarly, the 12v battery no longer need the traditional lead-acid type with deep discharge and high current capability. Replace with long-life low-usage and low-current type battery. Something that would last for years holding 12v for starter system. We don't need 100 cold cranking amp capability for EV, just need enough current to "start" the traction battery.

One problem with petrol is that it's highly flammable, doesn't matter if it's in a fuel tank or if it's in somewhere it shouldn't, it will combust. Combust violently I might add, 50 firefighters needed: https://www.bbc.co.uk/news/uk-england-york-north-yorkshire-53785119 The highly flammable liquid is also problematic when it is in the hands of morons: https://www.whiskeyriff.com/2021/05/13/government-warns-not-to-fill-plastic-bags-with-gasoline-because-people-are-idiots/ Li-on battery isn't the best solution long-term, but it's currently the best solution. Whatever the solution, we must end combusting/burning stuff ASAP.

I really don't know how you are getting such low numbers. I'm averaging almost 4 mi/kWh for lifetime figure, take away charging loss the figure comparable to yours should be around 3.5mi/kWh. Recently, Saturday in windy and cold conditions, I drove 15 + 20 miles, that was from 90% and then charged back to 80%, used 10 kWh measured by my meter. That translates to 3 to 3.5 mi/kWh. Home entertainment will generally pull a lot less than 2kW. My gaming computer keeps the study warmer than rest of the house when I was mining crypto, that draws 500w peak. A 55inch TV only draws 100w at most. Whereas charging EV would draw 10 amps 2.5kW (this is Nissan's 3-pin EVSE) continuously for many hours. Dealers don't know anything, case in point: https://www.speakev.com/threads/have-i-been-unlucky-or-are-all-manufacturers-clueless-electrically-and-connectivity-wise.167031/

The 13 amp portable EVSE with domestic socket is not advised to be used as primary charging device, the domestic socket is not designed for prolonged high power delivery and the home circuitry is an unknown factor. https://www.carmagazine.co.uk/electric/electric-car-charging-at-home/ The 7kW home charging point is designed to be primary charging source for EV. It has dedicated RCBO (aka fuse box) that connects to leccy input point (rather than through questionable existing circuitry), it would have 40 amp dedicated armoured cable to the weatherproof box, the box contains safety checking circuitry and the socket is well designed for prolonged high amp power delivery. The reason for load balancer is to prevent tripping main house fuse when charging EV. It wouldn't kick-in if you follow best practice: use charge scheduler built-in the car to schedule charging overnight while people are asleep. If you cook with 13 amp oven, together with a 13 amp kettle, with 4 amp microwave plus 45 amp electric shower, oh and have last-minute dishwasher going at 13 amp, that's 88 amp in total, very close to 100 amp limit on the house fuse, it's much safer to have a wallbox reduce EV charging speed than adding 13 amp to unnecessarily charge the EV. The biggest advantage to having a battery is so that charging is secondary to your usage needs. Having a load balancer so you don't need to worry that your house wiring is a fire hazard and only prolong charging by a few 1/10 of mile is well worth the price of charging unit, in addition being a lot more robust when charging. Finally, there's the convenience factor: just plug-in a cable like at petrol stations, Vs faffing with a cable from the boot and having to plug-in both ends. If you already have your PHEV on order, it's well worth to see if you can get 7kW wallbox installed before end of March. With plug-in car invoice, you can get a gov grant until end of March. https://pod-point.com/guides/driver/olev-grant That's just 2.3 mi/kWh...... that dead-weight under the bonnet really affects efficiency!

The plug on the cable have a resistor to tell the car how much power the cable is capable of. This information is also communicated by the EVSE (EV supply equipment, the thing shown in post 2) before charging session can start. The EVSE should also have a temperature sensor on the plug pins so that it would stop charging if the domestic plug overheats. But! Those domestic EVSE cables are meant for emergency-only, they will charge at 10 amp, not 13 amp due to prolonged charging session at 13 amp is a large ask compared to a few minutes for the kettle. Safest and best way to charge an EV is to get a wallbox (which itself is an EVSE, not AC-DC charger) installed with dedicated RCBO and 40 amp armoured cable from your meter output or consumer unit (fuse box).

Petrol is also highly flammable. Hydrogen more so. Yet, it is deemed safe that they being allowed to be parked close together. No EV in-sight: https://www.cbsnews.com/news/u-k-parking-garage-fire-destroys-1400-cars/?ftag=CNM-00-10aab7e&linkId=46472057

End of their economic life, is that due to age of the operation or due to the currently accessible oil reserve are nearly empty? If it's only the latter, the quicker we phase out burning the stuff as energy source, the longer existing sites will last. As you say, recycling means a smaller amount of 'new oil' is needed The key is move toward circular economy, if we minimise consumption of the material we extract from underground, we can make existing sites last a LOT longer. This is why I support drilling for battery material now due to lack of recyclable batteries, but also sort of agree with protest against oil exploration. On one hand, material will be re-used and recycled forever, the other is a single-use consumable. Sorry, this is going off topic.....

That's completely different though. Protesters are stopping new sites (keyword: exploration) whereas zero drilling mean zero material extraction, which includes shutting down of existing drill sites. We already have a huge amount of existing oil drilling sites and a lot of oil in circulation that can be recycled for lubricant/tyres. Higher temperature = higher resistance, isn't it better to be pessimistic? The source website of that table was at 70c, but does not mean the test was carried out at 70c.

Here is some interesting information and formula for AC charging loss on cables: https://www.speakev.com/threads/power-loss-in-ev-charging-cables.166930/ 3-phase is the way to go. 20 hubs along motorway services will be fantastic If they can continue at this rate, I'll have to cut my earlier estimate to 1-2 years.

I've read people say in Europe, the sites that Tesla opens to other cars are ones at less busy locations. So it's more of using spare capacity. It's entirely in their interest to keep the already busy locations Tesla exclusive. And there's a reason they are busy locations, as they say, location location location. So in the near future, say next ~3 years, I still think a Tesla to replace the long distance car is the only choice in the EV market. Other makes without their own charging network are still in early adopter have-planB phase.

That's EXACTLY how I've structured my 2 family cars from 2017. 2017 to before Covid lockdown, combined annual miles of the 2 cars were 18k, similar to single Merc coupe in 2014-2017 period. But absolute total cost of ownership (inc insurance and 50% every 3 years depreciation estimate) running 2 cars in this way were less than 20% more expensive than driving an older car. I'm currently considering selling Skoda while prices are high and getting a Tesla 3. From September, Mon-Fri school run for the Leaf. Combined with me needing to head into office more often....... with Tesla network to fall back in-case of road trips.

Unlike ICE, there are no (bi-)annual service requirement on those components. Same suspension and the works, same cost on this front. Again, no strict annual service requirement on them. So overall, EV is cheaper to service and less moving parts to go wrong. P.S. how much drilling is needed for lubricant oil/tyres for 100k miles of driving? In contrast, how much drilling is needed for fossil fuel to cover the same distance, in addition to the lubricant/tyres. The aim is never zero drilling, that's impossible with current technology. The aim is to STOP BURNING STUFF like stone age people.