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Old 10-29-2010, 12:32 AM   #21 (permalink)
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"The company responsible for the battery pack, DBM Energy, claims a battery pack efficiency of 97 percent and a recharge time of around 6 minutes when charged from a direct current source"

Direct current at what voltage? Cables for charging must look like a couple of Anaconda's mating.

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Old 10-29-2010, 06:30 AM   #22 (permalink)
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Right, and 4 hours is plenty fast already.
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Old 10-29-2010, 06:51 AM   #23 (permalink)
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115KWh costs $50k in LFP today ($478/KWh), per electricmotorsport.com. I'm sure their LMP battery with three times the energy density costs far more than $50k today.
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Old 10-29-2010, 08:26 AM   #24 (permalink)
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Lets put 800 pounds of passengers on top of the 660 in battery. That's 1460 pounds of payload that has nothing to do with the vehicle, drive system, structural integrity or collision absorption ability. I doubt very seriously if the vehicle was ever designed to handle that much additional mass in braking, handling, or any other driving dynamics.

55 MPH steady speed. We all know that is about the ideal speed for high mileage. At that speed my old Insight would average 70 MPG, manuals would do much better.

I am not anti electric vehicle by any stretch of the imagination, but a statement like the ICE is dead was made many decades ago, and we are still using ICEs for the vast majority of transportation modes on the planet today, and projections are that will be the case for decades to come.

It's sad that advocates of high efficiency transportation do not support every method of accomplishing that goal, by whatever means accomplishes the end result, as long as it is clean.

The record for MPG today in a ICE vehicle is over 12,000 MPG. I don't use that knowledge to make statements like the battery powered car is dead. Two advocates of different means to the end result sitting on opposite sides of the fence and tossing grenades at each other will never improve the progress of maximising efficiency.

As far as life expectancy of batteries and any claim that they would loose nothing in capacity in a decade, can you show me a single example of that being the case with any battery technology that has ever existed. Maybe the NASA flywheel battery?

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Old 10-29-2010, 09:17 AM   #25 (permalink)
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Quote:
Originally Posted by Old Mechanic View Post
50k@2500 cycles (battery cost-depreciation).
$20 per full cycle (every 375 miles under perfect conditions).
not including the electricity cost.
18.75 cents per mile in battery depreciation.
say 25 cents a mile in electricity and battery depreciation (at least).
they have a very long way to go.

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Sorry, but your math is not right. $20 to go 375 miles is a little over 5 cents per mile ($.053), not 18.75 cents per mile ($.1875). That would be $70.31 to go 375 miles. The lifetime average for my car is a little over 7 cents per mile.

I will have to defer to the EV gurus as to the electrical cost per mile.
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Old 10-29-2010, 10:24 AM   #26 (permalink)
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My CarBEN design would probably be under 1,600 pounds with the DBM Hummingbird battery. How is this hard to make crash worthy? And have you seen those uber-high mileage vehicles? This Audi A2 EV still seats four people. They did the drive at night, so with lights and heat, too. It got about 140MPGe on this run.

We don't know the cost -- it probably will be expensive, especially until some other company comes out with a similar battery cell. It costs about 2 cents per mile for electricity.

I think Dave Cloud's Dolphin (or my CarBEN?) would go 600-800 miles on the 115kWh Hummingbird battery.
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Old 10-29-2010, 04:11 PM   #27 (permalink)
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Originally Posted by Old Mechanic View Post
Lets put 800 pounds of passengers on top of the 660 in battery. That's 1460 pounds of payload that has nothing to do with the vehicle
It has also lost the IC engine, transmission and accessories (replaced by electric stuff, if at all), and the fuel tank and accesories - that's going to make a significant weight saving.
But it likely still weighs more than the ICE A2.

Quote:
The record for MPG today in a ICE vehicle is over 12,000 MPG.
But it doesn't seat 4, and it doesn't take along a bit of luggage, does it ?

The main point is batteries are getting lighter and more powerful.
Now all we need is clean energy production.
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Old 10-29-2010, 05:23 PM   #28 (permalink)
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You don't think the chassis and brakes were designed to include the weight of the passengers and a few hundred pounds of luggage? Are you high?

Quote:
Originally Posted by Old Mechanic View Post
Lets put 800 pounds of passengers on top of the 660 in battery. That's 1460 pounds of payload that has nothing to do with the vehicle, drive system, structural integrity or collision absorption ability. I doubt very seriously if the vehicle was ever designed to handle that much additional mass in braking, handling, or any other driving dynamics.
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Old 10-29-2010, 06:19 PM   #29 (permalink)
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You don't think the chassis and brakes were designed to include the weight of the passengers and a few hundred pounds of luggage? Are you high?
A typical car of that (small) size would not be designed to handle 1460lbs or 662kg of load.
It only weighs around 1000kg (with ICE).
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Old 10-29-2010, 06:33 PM   #30 (permalink)
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Old Mechanic included the weight of the passengers in the amount that he thinks the vehicle was not designed for.

Maybe the car should come with a sticker that says WARNING, the brakes cannot handle it if anyone actually sits in these seats.

Since the ICE was all removed, it must be within a couple sets of golf clubs of the original weight.

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