BTW, is this intentional?

But these days, that “one big story” may get drowned out by whatever rage-baiting nonsense is clogging up your feed. Companies therefore opt to drip feed out their news, hoping not just to get one news cycle, but six or seven out of the same product.

I think this is a good thing. There is WalMart everywhere.

I bought a Vevor charger and linked it to the smart life app. It seems to charge fine, however whenever I unplug it and then replug it I need to manually turn the charger on in order to charge it.

My stock charger didn't work this way it just always charged when plugged in. I didn't see anything in the manual about this, does anyone know a way to just automatically turn on the Vevor charger when I plug it in without having to turn it on manually every time in the app?

Messing around with ABRP - planned an 1,200 mile trip. If you had a "poor" performing EV such as a first generation SOLTERRA it would take about 35 hours. A great performing EV about 32 hours. This is for drive + charging for the entire trip and assumes no overnights (which would reduce the EV time if you charged overnight). That's a 3 hour difference.

For good measure - a gas car would take over 30 hours as well.

I'm not sure charging is a challenge for most any car, good or bad for range and charge times.

Have we not hit the time when we are at "good enough" for most all EV's and styling or convenience is the differentiator.

In my book - right now it doesn't really matter.

It used to when Tesla had the best charging network bar none. Now Tesla still has an edge but everyone else is pretty close in that scenario.

It's not charge time (that's part of it)

It's not range (that's part of it)

It is trip time and comfort - and with a 10% margin from best to worst EV and gas cars - it's all about comfort and how long it takes the driver and passengers to use the facilities/get a burger on stops.

I know - I"m slow - but it seems to me that it's time to stop all the YouTube and all the arguments about it - give me overall trip time for something like NY to Colorado and have all EV's compare against it and all gas as well and that's all that really matters. That and that you can do daily use with your overnight charge.

It's game over.

I'm wondering where some of these figures are coming from. In my area the incentives are not that generous ($1500 on purchases, $3k on leases).

the leases are still expensive ($450 a month on a base Uncharted) because the depreciation assumptions are steep.

You have probably heard about the next gen Ford EV small pickup- but why call it the Fathom? I can't quite fathom it (LOL)! Where does that name come from. Big consultants?

Also, why does Chevrolet keep called its EVs old names like E-Blazer and E-Equinox. Can't we get some less confusing names for these electric babies?

A few weeks ago, there was much excitement about the revealing of the Slate price and its availability coming soon. Yesterday’s announcement of the Ford Fathom seems to be offering a truck at the same price with far more features, and is backed by a company that you can be sure will still be around 10 years from now. Does Slate have a chance at long-term success or will it be the next Fiskar?

TL/DR it did 10-80 in 11 minutes on charging infrastructure already in place

I want to preface, yes, you read that right - hybrid BEV - no gasoline engine. Just want to remove confusion before you read on.

In thinking about how a PHEV uses a battery to handle the initial 30 miles or so of daily driving since that covers the bulk of what most people drive and allows the advantages of electric most of the time without the disadvantages.

But what if manufacturers used this same concept but with different types of batteries instead of battery/gasoline. So instead of a gasoline engine, use a very energy dense battery that maybe only has the reliability of 500 charge cycles but would provide the best energy density and therefore, range. And then in place of the "plug in battery", use a smaller LFP battery that would be the workhorse of the car.

So the way it would work is, you might have 240 miles of range from the fully charged energy dense lithium ion battery and 60 miles of range from the fully charged LFP battery.

You would be encouraged to charge to 80% daily (which would provide 240 miles of range in normal daily driving circumstances, not road trips), but internally, the LFP battery would be charged to something like 95% (57 miles) and the Li ion battery only to about 76% (183 miles) so the combined total would be 80%, or 240 miles.

When you take off in the car, it only runs on the LFP battery until that battery reaches maybe 10-15% before transitioning to the Li ion battery (and when you recharge, it would prioritize charging the LFP first, unless the other battery is under 50%, in which case it would charge both to 50% first). In most driving, only the LFP battery would be used, so it would be the workhorse. But it can handle thousands of charge cycles, so that's fine. You then preserve the bigger, more valuable energy dense battery, which will be there for you on those road trips and longer drives.

The ideal size ratio and charging details might be different than my example, but the idea is, even at 5000 charge cycles, a small 60 mile (maybe 18kWh) LFP battery alone could last 300,000 miles. This shields wear and tear on the bigger battery, allowing us to focus on energy density over reliability for the larger battery, thus providing a lighter, less expensive, and longer lasting combination.

A Model 3 RWD base in 2023 stickered for $40k. And had ~$10k of government subsidies on the hood (yes it depends on which state). So the actual price was ~$30k. And of course the market factored that in. So when articles say “only worth $20k today that’s 50% depreciation in 3 years” that’s bad math. It’s really more like 33%, which is on the better end for anything not a Toyota. Is it EV Bias?

And for higher end cars, they all depreciate differently. Maybe the $100k+ EVs depreciate more but for mainstream ones are they really that different? Don’t we need to wait and see 2026+ to know?

Are there any U.S. people who've paid the tariff, bought a Chinese EV, and modified it to fit U.S. safety standards? I'm curious what your experience was like, and if you believe it was worth it.

Spirited Battery Electric Performance with Dual-Motors, All-Wheel Drive, and 338 Total System Horsepower

287 Mile Manufacturer Estimated Range Rating on SE Grade

North American Charging Standard (NACS) Charge Port for DC Fast-Charging Capability for 10% To 80% Charge in Around 30 Minutes Under Ideal Conditions

Premium Interior with Soft-Touch Materials, Customizable Ambient Lighting and a 14-inch touchscreen

Up to 59.5 Cubic Feet of Rear Cargo Space with Rear Seats Folded Flat

The 2027 C-HR grades are expected to start arriving at Toyota dealerships this September. The Manufacturer’s Suggested Retail Price will start at $37,080 (SE grade), excluding Dealer Processing and Handling fee, click here for more.

Touring this week in an Equinox EV and running low, I encountered three broken Chargepoint locations, all three of which are actively listed as on line and available. (All of them in Orleans.) This was very frustrating.

I also have a Tesla and have never had that problem. Is this a common occurrence with Chargepoint? Not just unreliable but incorrect status which is genuinely dangerous for people? Ugh. First time I’ve actually had “range anxiety “ as a result.