New BATTERY. ?

[ALAN/ALAN D]

One thousand kilometres on a single charge sounds like the stuff electric motoring dreams are made of, but it could become reality after the world’s biggest EV battery maker announced a technological breakthrough slated for mass production this year.


China-based Contemporary Amperex Technology Co. Limited (CATL) claims that, pound-for-pound, its new ‘condensed’ battery can store almost double the power of Tesla’s top-of-the-range 4680 cell,

Is it a or a

https://www.positive.news/environment/b ... nd-planes/

[Stinsy]

These stories seem to be coming out weekly and have done for the last 10 years!

I stick by the following: The perfect BEV has: 50kWh, 100kW charging, 4mi/kWh.

I wish manufacturers focussed all their energy on getting 4mi/kWH in all conditions rather than just cramming in ever bigger batteries!

[sharpener]

These stories seem to be coming out weekly and have done for the last 10 years!

I stick by the following: The perfect BEV has: 50kWh, 100kW charging, 4mi/kWh.

I wish manufacturers focussed all their energy on getting 4mi/kWH in all conditions rather than just cramming in ever bigger batteries!

Using the setting for maximum regenerative braking I do get <250Wh per mile. The regeneration accounts for ~15% of power consumed.

Incidentally this consumption equates to an average propulsive force of 550N or about 55kgf. As I do a lot of fast-ish long distance journeys this strikes me as quite low, it is a combined drag and friction coefficient of about 3%.

[Stinsy]

These stories seem to be coming out weekly and have done for the last 10 years!

I stick by the following: The perfect BEV has: 50kWh, 100kW charging, 4mi/kWh.

I wish manufacturers focussed all their energy on getting 4mi/kWH in all conditions rather than just cramming in ever bigger batteries!

Using the setting for maximum regenerative braking I do get <250Wh per mile. The regeneration accounts for ~15% of power consumed.

Incidentally this consumption equates to an average propulsive force of 550N or about 55kgf. As I do a lot of fast-ish long distance journeys this strikes me as quite low, it is a combined drag and friction coefficient of about 3%.

The old Ioniq 38 managed 6mi/kWh in ideal conditions and 4mi/kWh on the motorway in winter. All from an ICEV platform. Platforms designed form the ground-up to be BEVs were supposed to be more efficient. However the reality is that while most BEVs can deliver 4mi/kWh in ideal conditions many struggle to do so in winter or at motorway speeds.

[Mart]

The Hyundai IONIQ* is a total freak. As you say, it's an ICE derived vehicle, available as HEV, PHEV or BEV, but our 2018 28kWh model has a long term average of 4.8m/kWh, despite all driving being in sport mode since we got a Tesla 3yrs ago (the IONIQ seems a teeny bit weak now, in ECO mode).

Obviously the 38kWh will weigh a bit more, but one of my favourite stats about the 28kWh model is that it's about 50kg lighter than the HEV, and 100kg lighter than the PHEV.

We went from a 24kWh Leaf with 70miles of range to the IONIQ 28kWh with a solid 130 miles, and 150 if driven gently. However, I did notice recently (using a sat nav) that it heavily overstates speed, by about 10%, so an indicated 70mph is actually about 64mph. But tbf, I think the Leaf fibbed just as much.


*Possibly why Hyundai, confusingly decided to call their dedicated BEV vehicles Ioniq 5, 6 etc, as the IONIQ had such a good reputation?

[Ken]

I wish manufacturers focussed all their energy on getting 4mi/kWH in all conditions rather than just cramming in ever bigger batteries!

That could easily be done now technically but it is the market place which dictates styling and sales prices. It is the customer who needs to be educated but with little effect when they choose SUVs.

[Stinsy]

I wish manufacturers focussed all their energy on getting 4mi/kWH in all conditions rather than just cramming in ever bigger batteries!

That could easily be done now technically but it is the market place which dictates styling and sales prices. It is the customer who needs to be educated but with little effect when they choose SUVs.

Manufacturers seem to think everyone wants an SUV!

There is no way I'd have my iD4 now if a Passat-style estate had been available when I bought it. I guess that because Americans only buy crossovers (and big pickups in Texas) manufacturers have decided that any "global" car has to be a crossover...

[Ken]

Over summer my E-Golf has been doing 5mls/kwh even on longer journeys of 50% rural A roads and 50% dual/motorway but with a max of 65mph and avg speed for the whole trip of 45mph. The biggy is though that i will struggle to get 4mls/kwh in winter and thats before the heater !

There has to be a case for optional battery warming to increase capacity when required. I do not see the point of doing it automatically as it is not necassary for the "school run" etc. I suspect that at the moment the capacity of my batt is restricted by ambient temp as there seem to be 2 increases at 15C and 25C . Optional batt warming could increase my batt capacity by 30% ! in winter.

I suspect that Tesla are all over this and is one reason for their higher efficiencies.

[Mart]

Hiya Ken, that's an important point. I've heard tht people who keep their car in a garage over night, get better efficiency in the winter, simply because the BEV's pack starts off a bit warmer. The same possibly applies to cars in garages/shade, v's direct sunlight in the summer ...... but I suppose that depends on whether the pack warms to ambient, or is impacted by the cabin temp?

Yep, Tesla's can be preconditoned before you leave, both for heat and cold. This is nice for comfort before the journey starts, but also can mean you use mains leccy, to reduce battery drain/range loss.

Taken a bit further, Tesla's also have an overheat protection, which unless switched off, will keep the battery from getting too hot for 24hrs (I think after last drive), to keep the vehicle ready. OK I suppose if you make lots of stop start journeys, but seems a bit wasteful to me, if you aren't planning to use it for a longer period.

Not exactly what you ask, but there's also 'vent mode' on the app, which simply cracks all the windows, which is nice and simple.

[sharpener]

Yep, Tesla's can be preconditoned before you leave, both for heat and cold. This is nice for comfort before the journey starts, but also can mean you use mains leccy, to reduce battery drain/range loss.

Currently I am getting an indicated 300 - 320 mi range from an i4 but last winter even though it is kept in a garage I needed to top up for 10 mins on a regular 270 mi journey. Must try the preconditioning when it starts to get cold again as it might tip the balance and even peak rates at home are a lot less that the 60-75p/kWh out on the road.