Your second electric car should have a much smaller battery and the automotive industry will thank you
As electric vehicles build market share, traditional wisdom shows that large, expensive batteries should convince consumers to be shocked. That’s because 15 years ago, when electric cars were a new thing, the concept of anxiety was impossible to avoid, because the few electric cars available at the time were not single responsible. Nissan Leaf manages only about 80-110 miles – for running and basic commuting, this is good, but for weird road trips, it sounds too low, so it’s not a “real” car. The automaker received the news. Range anxiety has been conquered.
But how much does it cost? Insideevs, Kevin Williams lamented the situation. Exhibit A is his recently sampled Chevrolet Silverado EV pickup truck, weighing 8,500 pounds, of which the 170 kWh battery costs $90 and is partially charged in 40 minutes. His point is that this performance has not helped to drive the electric car career, as the huge battery and lengthy, expensive charging episodes do not exactly add up to the attractive ownership experience when compared to gasoline cars. I usually have to access a fast charger in my area to get my Fisker Ocean juiced, which comes with a fairly large 113 kWh battery and can be above within 360 miles of range. It’s an expensive and time-consuming exercise, so I sympathize with Williams’ source.
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Fast charger sticker impact
Monitor Chevrolet Silverado EV Charging with your phone – Chevrolet
Williams’ rebuttal that the industry may have overcompensated range anxiety and is looking down on the value of smaller, cheaper batteries. I am optimistic about the adjustment of the trend. When I was working in the automotive industry, we discussed the concept of a “second” automotive EV. You know you need electric cars that are long and long. But your everyday electric car is another animal. Why have a pair of electric cars over 300 miles in the driveway when you usually travel 50 miles or less per day?
Sales figures also show that a new round of electric vehicle customers are turning down at high price prices, so why not go back to the wellhead and focus on buyers who are already proficient in EVs? With that in mind: EVs capture only about 8% of the market for new American cars, a disappointing growth trajectory and support for federal-class electric vehicles crashing have left Automobile City automakers talking about the money it can make money by selling old-school gas-powered pickups and SUVs.
I personally can use 150 miles of electric cars to meet my local running requirements or can be optimized for vibrant sport driving. In other words, a car with smaller batteries completely eliminates the need for fast charging (I plugged into my home primarily).
The second electric car in the driveway
Front view of the blue first-generation Nissan Leaf EV – Nissan
Most importantly, there is battery problem in the automotive industry. It has trained consumers to expect the EV range to be comparable to internal combustion vehicles, but it has actually been used to make electric vehicles a new customer required for specifications, rather than a sub-market obtained in the United States, where the supply of very large batteries is actually very expensive, and making ice engines and gas tanks is very cheap. Everyone except Tesla lost money on the storm electric car, so mixing some vehicles to smaller batteries can improve profitability, or at least cut losses.
This shift can also have significant benefits. Americans living in suburban areas can own two electric cars, one electric station, a large number of long-distance batteries, and the other with smaller power units. EV buyers who do not live in cities are still able to use electric cars with over 300 miles of potential to alleviate their range anxiety. But importantly, urban residents who currently do not have EVS will eventually have some options. Smaller, cheaper electric cars with smaller ranges (but shorter charging times, making level 2 charging viable option) may be their first car. If this genre succeeds, it may lead to growth in the EV market.
Back in 2010, Range’s anxiety was definitely one thing. But the industry is too compensated. It would have been impossible to achieve, without large, expensive batteries, but now it has established a baseline and is stagnant, it may be time to give Range anxiety a second chance.
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