Recent content by SpaceEVDriver

It's easy to experience high percent growth when there's minimal previous capacity. Growth of 18% of BEV capacity on 552 GWh is almost 100 GWh. Growth of 71% of PHEV + EREV capacity on GWh is 82 GWh. Growth of 115% of EREV alone is 47 GWh.

Just get some heated blankets and plug them into the outlets.

One of the reasons we chose to go with the Lightning instead of the Silverado, besides a huge price difference, was that the Silverado is 2000 pounds heavier. No, thanks.

It's just the nature of being interested in technology that's on the cutting edge. I'm a huge car guy and EVs scratch my itch for new vehicle technology like nothing else has in the 40 years since I rebuilt my first V8.

We're discussing this here (and probably several other places). https://www.scoutevforum.com/forum/threads/im-skeptical-of-the-range-numbers-convince-me-im-wrong.11472

Interesting, that's 240 kW average rate on a 97 kWh battery. It's good to see manufacturers moving away from the <1C charge rate. I hope this holds up in real world experiences. With that kind of charge rate and if we see the buildout of 350 kW chargers as hoped for in the infrastructure bill...

I'm not seeing anything close to 300kW for 60% of the battery in any of those plots. A peak rate is vastly different from the average rate. The Porsche Maycan peak rate (and even its sustained for 15-40% rate) is impressive, no doubt. But its 0%-80% or 15%-80% or 25%-80% is not anywhere near...

There's always a very slim chance, but I wouldn't count on it. They have to build to what's available for production today. Battery technology that's in testing is always several years out from being put into a vehicle. Even semi-solid state batteries are just barely making it into BEVs and that...

Note: If they want to offer a premium-priced vehicle, they may decide to go to 500 miles range with an extra large battery. This is where battery chemistry will come into play. A very high density (kWh/m^3) and specific energy (kWh/kg) would allow them to put an even higher capacity battery into...

They'll offer an option with the 350 mile range. It might not have 35" knobby tires or anything on the roof, and will probably have a ground clearance closer to 9" than 12". The battery chemistry will have minimal impact on range. It's all about the air resistance and rolling resistance. The...

Don't forget that EPA's MPGe figure includes the inefficiency of transfer from the grid to the battery. Thus the MPGe cannot be used to directly estimate range, just cost--the vehicle's range doesn't care if it cost 5 kWh for every kWh put into the battery, it just cares how efficient it is to...

We're all electric and won't go back. I expect we'll have around 100,000 miles on the Mustang by then, so we reserved an all-electric. If the all-electric version isn't up-to-snuff, we'll buy something else. No chance we'll return to ICE; we won't even rent an ICE.

I'd be happy with 1-pedal, especially if the strength can be adjusted with paddles. I won't buy an EV without 1-pedal. Note that all modern EVs have blended braking. The strength of the regen is dependent on the specific implementation and the strength of the response to accelerator pedal lift...

Take a look at the Lucid Gravity. The GT is available to order now, but the less expensive one will be available in 2025. The GT is advertised to have 440 miles range and Lucid has been one of the top manufacturers to meet its advertised range. Towing capacity is 6,000 pounds. The Gravity is...

It's a solution looking for a problem and I wouldn't buy a vehicle that had it.