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BMW EV achieves 1000km in range using Dual-Chemistry batteries

forbes.com

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Re: BMW EV achieves 1000km in range using Dual-Chemistry batteries

#51

Post by adastra22 »

blake1 wrote: post #44
adastra22 wrote: post #41

Earlier quoted context omitted.

You can’t get an EV at the same price as a ICE Honda CR-V, so that’s not an apples to apples comparison.

I dunno. Honda doesn’t offer an electric CR-V, but they’re coming out with the Prologue, which is slightly cheaper than the comparable Passport. Passport: $43k Prologue: $48k - $7.5k tax credit.

Tax credit shouldn’t be included as it is inconsistently hard to get, and not available across all markets.

Checking Honda dealership near me, g there are configured CRVs that can be driven off the lot for $35k, without even considering that you can almost always haggle for good dealer markdowns on ICE cars but not EVs.

Re: BMW EV achieves 1000km in range using Dual-Chemistry batteries

#55

Post by s_tec »

natch wrote: post #48
TheLoafOfBread wrote: post #16

Earlier quoted context omitted.

But don't forget to make it app only, because we don't want to build charging network which would be actually useful.

The UI should be: you plug in and it gives you power and your credit card pays automatically. Done. You never need to touch or see your credit card or phone at any time before, during, or after the charging process. Guess what kind of EVs work this way already.

Nah. When I am taking a road trip, the last thing I want to do register an account for some random charging network I'm never going to use again (because I'm in a different part of the world). I just want to pay for my power and move on, just like I can pay for food or anything else on the trip.

When I am at home, I plug my car in and it goes on my monthly power bill. This is where the convenience matters.

Re: BMW EV achieves 1000km in range using Dual-Chemistry batteries

#56

Post by 1970-01-01 »

keenmaster wrote: post #27
adam_arthur wrote: post #12

Earlier quoted context omitted.

EVs already have far better driving dynamics than gas cars... doesn't seem like what designers should be optimizing for, or what the average consumer will care most about.

“Far better driving dynamics than gas cars”? No way. Go throw a BMW 3-series around some corners and compare to the Model 3 - you will feel the weight of the batteries. I would have said compare to a Porsche but that’s a different price range. Note: I’m a big fan of EVs. I’m just saying that handling is one of their weaknesses until battery density gets a lot better.

You're cherry picking data. Consider the original roadster and it's competitive again.

Re: BMW EV achieves 1000km in range using Dual-Chemistry batteries

#58

Post by acyou »

The LFP is also super cheap, and the NMC are expensive (C in NMC stands for Cobalt which is $$$). You can get 1000km in range with any chemistry, probably even lead-acid if you make it heavy enough. NMC life is fine, but it's just expensive/impossible to get. Tesla et al are trying to pass off LFP as acceptable, almost all Chinese EVs have LFP, but it's super heavy (F stands for Iron, which is heavy). Might be OK if it's flat where you live.

When the sodium batteries come out, it will be a similar story, sodium having an atomic mass of 11 vs. lithium's 3.

Anode-free is an interesting new direction, will be interesting to see if they can address the dendrite growth (dendrite growth causes short-circuit, thermal runaway and fires several months or years into service life and is notoriously hard to test for, because you might need to test for a decade under all sorts of conditions in order to see if dendrite growth occurs).

If you have the cash, NMC is certainly the better tech. If you want a cost-effective EV, the Chinese have figured this out already (LFP). Mixing them, well, it's somewhere in the middle!

Re: BMW EV achieves 1000km in range using Dual-Chemistry batteries

#59

Post by callalex »

HPsquared wrote: post #7
lallysingh wrote: post #3

This took a few reads to parse. There are two kinds of batteries: (1) a low-density LFP that has a great lifetime, (2) a simulated manganese using Nickel manganese cobalt that has a poor lifetime but great density. The former cycles frequently for short trips, and the latter recharges it during the long ones.

That's pretty clever. It leverages the fact that most people make a large number of short trips, and a smaller number of long trips. Also if it's modular enough, this design could allow replacing one or the other battery if the user does lots of short trips, or lots of long trips. Also could let the manufacturer do market segmentation, e.g. a high performance model with no LFP, and both parts of the "high-performance…

Considering that you can’t even change the 12v lead-acid battery in a BMW vehicle (ICE nor EV) without paying the dealer for programming, or some extensive hacking, I don’t hold out much hope for modular replacement.

Re: BMW EV achieves 1000km in range using Dual-Chemistry batteries

#60

Post by callalex »

1970-01-01 wrote: post #56
keenmaster wrote: post #27

Earlier quoted context omitted.

“Far better driving dynamics than gas cars”? No way. Go throw a BMW 3-series around some corners and compare to the Model 3 - you will feel the weight of the batteries. I would have said compare to a Porsche but that’s a different price range. Note: I’m a big fan of EVs. I’m just saying that handling is one of their weaknesses until battery density gets a lot better.

You're cherry picking data. Consider the original roadster and it's competitive again.

The one with less than 250mi of range?
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