Your Polestar 2 battery is based on battery technology that is 5+ years old. Right now you can buy a BYD car in China that charges at up to 1500kW - close to 10x the peak charging rate of a Polestar 2.
Things like crash, fire, egress, homologation and pedestrian impact, long term service… these are things western mfgs obsess over, and BYD doesn’t give a shit about.
You can buy BYD vehicles without airbags.
They’re Chinese market vehicles.
It’s like DJI drones, they work, and they cheap, some are even decent performance on paper, but they aren’t “real” in a sense that serious users would demand.
It’s OK if a BYD is bricked with a bad OTA. It’s less OK for the auto industry in the rest of the world.
It’s taken Tesla a LONG time to figure out building computers is easy, and cars are hard. Same for BYD.
DJI is bad example as they are pretty much only consumer drone you'd ever wanna buy. It absolutely decimates competition. It's more like Tesla.
Not sure what you trying to say about BYD. I don't like them as cars, my friends do indeed have reliability issues and early ones are super uncomfortable. Latest ones are tacky with crappy software. IMO there's a lot of hype about them for some unknown reason. You can get vastly better deals over here.
Isn't what you are describing known as Zonal Architecture (as opposed to Domain Architecture) and supposed to be the hot new way of architecting automotive platforms? Tesla was pioneering it. The Volkswagen Group spent billions to get their hands on Rivian's zonal architecture platform.
But bafflingly to me, almost zero of my coworkers seemed to be aware of it. They would just get the seemly weird orders from above and would execute them, without figuring out the end goal, and this does result into some bad software engineering (because people don't know the end goal they don't know what they can optimize, so they just don't).
One drawback of charging on an 120v (or 230v) outlet is efficiency. While charging, the energy consumption of an electric car can easily reach 300-400 watts. When you're only charging with 1800-2400 watts, that's a sizeable amount of energy that never reaches the battery.
With a dedicated level 2 charger, you can charge with 10+ kW, making the percentage that is lost in the electronics of the vehicle much smaller.
That doesn't match my experience. At 9-10A (2100W) the efficiency is way above 90%, meaning the consumption of the rectifier inside the car is more in the 100-150W range.
> While charging, the energy consumption of an electric car can easily reach 300-400 watts
This is the first I'm hearing of this. Is this for real? Six modern desktop PCs worth of power, doing what? And that draw only occurs while charging, so it goes away when the car is "off"? Is this for heating the battery when it's cold? I'm not trying to jump on you, I'm just seriously surprised.
They say 100-300W for the onboard electronics, and 15-25% total loss when using a wall socket (other losers contribute as well, e.g. cables that weren't originally meant to run at peak current for hours on time).
If I'm reading that article/pictures right (using Doubleclick Translate), it's claiming that when charging at 2.3kW, 5-15% of the power is going to the 12V system. So assuming 90% efficiency for the main power converter and 80% efficiency for the 12V converter, that's at least 6-20 amps of draw on the 12V bus? That seems quite high.
Premises wiring seems like a red herring. At least in the US, conductors are sized based on a maximum percentage voltage drop at rated current, which means the branch circuit losses should be similar when using either one at full capacity. (A lower current circuit for a longer time is actually going to be slightly more efficient because the feeders are fixed sizes)
It's also even more of a problem in freezing temps. I've charged with both a wall outlet and a 240v at home and at 15amps it will really struggle to heat the battery enough to charge. It gets painfully slow.
I agree that it isn’t the most efficient manner, this is not an insurmountable issue for the vast majority of people. The cost will still be well under half the price of gas for most people driving electric sedans and crossovers.
Yes, those living in the Bay Area with a Hummer EV will find the economics problematic but this solution is fine for the vast majority of other situations throughout the US.
Only about 7000 of those are HPCs (150kW+)[1]. This proposed law mandates at least 150kw per charge point, so it would more than triple the amount of HPC charge points.
In general, it makes a lot of sense to differentiate between slow chargers (usually AC, 11-22kW, installed at home, at work, in parking lots), DC fast chargers (50-100kw, often installed at grocery stores and similar) and HPCs (150kw+, often installed along highway corridors, enabling longer trips). They all serve different purposes.
I wish Google Maps had an option to avoid small roads that are not made for transit traffic. I live next to such a road, and the amount of cars using it has grown considerably over the last few years, many with license plates from neighboring regions. Taking this narrow road saves them maybe two minutes compared with an adjacent, much wider road.
The problem is more that the Swiss Plateau (where most of these tunnels would be built) is very densely populated. There's just not enough room for a whole new road network to be built on the surface.
Yeah, I think this might have been one of the reasons why no one created an initiative to stop this. If instead they proposed a surface railway a few communities might have objected.
Well, he for sure pissed Garmin off with his review of the Garmin RCT715[0] (the bike camera/radar/light thingy). At least in my case, his review stopped me from upgrading from an RTL515.
