Rivian R1S vs LC thoughts?

[gluaisrothai]

Fair points, but even among the 20 series folks, pilots are a small minority and pilots who own planes are even fewer.

I do all my own wrench work except when absolutely forced to have someone else do it- and even then I usually just pay an IA to inspect my work. It's the only way I can afford an airplane. I count on at least an hour of wrench time for every hour flown.

 

[KliersLC]

I do all my own wrench work except when absolutely forced to have someone else do it- and even then I usually just pay an IA to inspect my work. It's the only way I can afford an airplane. I count on at least an hour of wrench time for every hour flown.

Yeah, if you have the know how and the time, that is a good way to go. 1:1 ratio is very good--I think our best military aircraft is 8:1, but there are few more systems to maintain so it takes more time/people.

 

[Tex68w]

We started shopping for a small GA plane for our semi-local travel around the time that Covid hit and just like everything else, prices on planes went up as well. I have held off on looking for the past six months or so but we will hopefully pick one up in the next 1-2 years. That said, it is in no way a replacement for a vehicle but instead an alternative albeit a luxury item at the very least.

 

[gluaisrothai]

We started shopping for a small GA plane for our semi-local travel around the time that Covid hit and just like everything else, prices on planes went up as well. I have held off on looking for the past six months or so but we will hopefully pick one up in the next 1-2 years. That said, it is in no way a replacement for a vehicle but instead an alternative albeit a luxury item at the very least.

That is for sure. Prices for a basic Skyhawk have almost doubled in the last 18 months. You're now looking at $100k for a beat up 1978 N model, whereas in 2018 I could have bought the same for $55k. A 68' Arrow I I purchased for a flying club for $43k in 2018 is now selling at over $90k.

I got lucky, I found a decent Saratoga in May (in Roanoke TX) before they started appreciating like crazy, then sold my '74 Rockwell Commander later in 2021 for a good price.

 

[TeCKis300]

The minute any EV can assure me at least 10 years of use without swapping a $10k battery im out. Maybe even less than 10.
If you do the math, our cruiser is costing you 3x that amount in gas over that same 10 years at a modest $250/month in fuel.
But it will go for 30 years... and im not buying one new anyway. Thats why im in one.

As for now, you are lucky to get a solid 5 years out of a battery. But in any case, every use diminishes range. The environmental benefit? LOL elon please...
If you asked me to swap a normal s***box ICE for a tesla i would do so immediately, but im not in that market.

Idieally i wanna drive a nuclear submarine with O2 generator and water desalination.
Until then the Hummer EV looks incredible. The R1s is a good looking SUV though.

Our second car will 100% be BEV. Unless you think gas is going to collapse in cost then you cannot surmount the math.

My wife's first EV (Rav4 EV) bought in 2011 already did 120k and 10 yrs of duty on the original battery. With insignificant range loss with what was effectively a Tesla battery/drivetrain integrated into the Rav. Granted, I've had friends with Nissan Leaf's and BMW i3s, that's batteries suffered significant range loss many years in so not are all created equal. Then when you hear about things like Chevy's Bolt with massive recall, stop sales, and perhaps widespread fleet replacement of defectively engineered batteries. Or the Porsche Taycan whistleblower of widespread charger defects affecting batteries.

I have more confidence in Tesla's technology going the distance than any other as they are ahead in development and sales scale to know the quality of their battery engineering for the long term. They are not immune either but have done taken their lessons learned many years ago now. EVs are not a side gig for them so all their resources are poured into doing this stuff and do it right. Stuff that is not easy, which makes me hesitant to jump into unproven brands.

 

[AnyMal]

My wife's first EV (Rav4 EV) bought in 2011 already did 120k and 10 yrs of duty on the original battery. With insignificant range loss with what was effectively a Tesla battery/drivetrain integrated into the Rav. Granted, I've had friends with Nissan Leaf's and BMW i3s, that's batteries suffered significant range loss many years in so not are all created equal. Then when you hear about things like Chevy's Bolt with massive recall, stop sales, and perhaps widespread fleet replacement of defectively engineered batteries. Or the Porsche Taycan whistleblower of widespread charger defects affecting batteries.

I have more confidence in Tesla's technology going the distance than any other as they are ahead in development and sales scale to know the quality of their battery engineering for the long term. They are not immune either but have done taken their lessons learned many years ago now. EVs are not a side gig for them so all their resources are poured into doing this stuff and do it right. Stuff that is not easy, which makes me hesitant to jump into unproven brands.

I dont dismiss that at all. Its all about the conditions though. Extreme heat and cold.
Were you trickle charging or fast charging that thing though?

In most regards im with you, Tesla is showing great reliability in drivetrains but horrible everywhere else.
Im not gonna rag on that recall right now even but you know how they rank in reliability according to the major surveys. Horrible.
If i were looking at sedans, which i am for a second city car, Tesla is still hard to beat overall. Subscriptions aside.
I personally am waiting for some compelling with more luxury, probably something attainable from porsche.
Its hard to make a decision in an area only one or two major players have competed in thus far with longevity at scale (Toyota and Tesla).
It also hard to make a decision with so many new toys being announced and "coming soon".
Or which sub model i will be subject too either for that matter.
Good thing the cruiser will outlast them all until i find one lol.

 

[gluaisrothai]

I dont dismiss that at all. Its all about the conditions though. Extreme heat and cold.
Were you trickle charging or fast charging that thing though?

In most regards im with you, Tesla is showing great reliability in drivetrains but horrible everywhere else.
Im not gonna rag on that recall right now even but you know how they rank in reliability according to the major surveys. Horrible.
If i were looking at sedans, which i am for a second city car, Tesla is still hard to beat overall. Subscriptions aside.
I personally am waiting for some compelling with more luxury, probably something attainable from porsche.
Its hard to make a decision in an area only one or two major players have competed in thus far with longevity at scale (Toyota and Tesla).
It also hard to make a decision with so many new toys being announced and "coming soon".
Or which sub model i will be subject too either for that matter.
Good thing the cruiser will outlast them all until i find one lol.

N=1 but here’s my current battery health at just under 7 years old and 65k miles. 100% charge would give 237 EPA miles against the original new value of 253, so a drop of 6%. We are generally charging at L2, supercharging probably once per month on average. A few months ago the car began losing charge rapidly when not driven; turns out the 12v lead-acid battery was shot and causing the DC-DC to come online frequently. I replaced the 12v myself, making that and tires the only parts replaced in 7 years.

 

[samster747]

https://www.washingtonpost.com/opinions/2022/01/04/imagine-virginias-icy-traffic-catastrophe-with-only-electric-vehicles/

 

[Angelo1]

https://www.washingtonpost.com/opinions/2022/01/04/imagine-virginias-icy-traffic-catastrophe-with-only-electric-vehicles/

Can’t read the article, so would you mind summarizing it?

 

[White Stripe]

Sounds like some are confusing overlanding with car camping. Car camping is driving a vehicle to a Koa and staying the night. A EV would handle car camping no sweat. Overlanding in my opinion is driving in the middle of nowhere and camping in the middle of nowhere where any electricity or facilities are hours away. Lots of extra fuel and supplies are required along with recovery and repair gear. Things happen such as breaking axles, slicing open tires,, sliding off the trail, falling days behind etc. I'm notnsure how you would do that with a EV.

 

[samster747]

Can’t read the article, so would you mind summarizing it?

Sorry....I just cut and pasted since I read the article on my iPhone.

here it is:

Sometime after 3 a.m. Tuesday, as an epic 48-mile winter traffic jam on Interstate 95 in Virginia dragged on, a long-haul trucker from Canada heard a knock at the door of his cab. It was one of the hundreds of other motorists stuck in subfreezing temperatures with no food or water.

The supplicant was “driving a Tesla,” recounted the trucker, who told the story on Twitter under the handle My World Through A Windshield, “and he’s worried about running out of power in the cold. [It’s] 19°F or -7°C. He’s a nice guy who was worried about his kids. I gave him some water, a spare blanket and [a] thermal/mylar blanket.”

My World Through A Windshield did not report what eventually happened to this driver, but the anecdote illustrates an important point: If everyone had been driving electric vehicles, this mess could well have been worse.

The not-so-unprecedented event — essentially a repeat of what happened on a wintry night in the D.C. area 11 years ago this month — therefore provides a reality check on the push by government and business to electrify cars and trucks.

It is a scientific fact that batteries of all kinds lose charge more rapidly in cold weather, and that includes the sophisticated lithium-ion ones used by Teslas and other EVs. Carmakers can, and do, mitigate cold-weather “range anxiety” through various technologies; Tesla recommends using its smoother-accelerating “Chill Mode” when the mercury falls. Drivers can save battery power by, say, turning off the heat. The issue cannot be eliminated, however, as Tesla acknowledges on its corporate website.

It’s a hassle in ordinary winter situations but potentially much worse than that on a night like Monday.

Any EV driver stuck on I-95 was right to be anxious — not only about a rapidly dying battery but also about recharging it. Cold would make that process much more time-consuming, assuming there was a charging station nearby, and that the electric power system hadn’t gone out (as it did in parts of Virginia on Monday).

A gas-powered Toyota RAV4, say, can go 440 miles between fill-ups, under ideal conditions; a fully charged Tesla Model X has a 351-mile range (and a much higher price). Of course, cold also affects the performance of gas-powered vehicles; many were left stranded in Virginia after they ran out of fuel or their batteries died.

All else being equal, though, cars and trucks with internal combustion engines (ICE) would have the advantage in coping with a sudden challenge such as the I-95 fiasco. It is much easier to rehabilitate a disabled ICE vehicle. Rescuers can deliver gallons of gas in convenient jugs; gas stations are still far more numerous than EV charging stations; and ICE car batteries can be jump-started in minutes.

Absent some breakthrough in mobile charging technology, out-of-juice EVs in out-of-the-way places will need a tow. If Monday’s nightmare had taken place in an all-electric future, they might have littered the highway for miles.

Wait a minute. What about all those electric cars in Norway that Will Ferrell told us about in his cute General Motors commercials? Norway’s really cold.

Norway has boosted the EV share of new car sales to 65 percent in 2021 via massive subsidies, far larger than those contemplated in the stalled Build Back Better legislation. Yet it has not repealed the laws of physics: In Norway’s winter, EVs lose an average 20 percent of their range, according to the Norwegian Automobile Federation.

Internal combustion models still account for 85 percent of vehicles on Norway’s roads, partly because those Norwegians who bought EVs generally did so in addition to an ICE car they already owned.

And the government is planning to scale back EV purchase incentives because of the cost, which reached $3.4 billion in 2021. Even Norway, which has accumulateda $1.4 trillion sovereign wealth fund through fossil fuel exports, can’t afford unlimited green subsidies.

There aren’t many relevant comparisons between the vast, automobile-dependent United States and Norway, a nation of about 5.5 million where a mere 10 percent of workers in the largest city — Oslo — commute by car.

The point is not that electric cars can’t work as well as ICE counterparts in many, or even most, ordinary situations. They can.

The point is that when people invest their money in a vehicle, they expect to be able to count on it even in extraordinary conditions.

Mass adoption of EVs, and the hoped-for cut in greenhouse gas emissions, thus hinges on the availability of EVs that can do everything existing ICE models can, all the time, for the same price and total cost of ownership, with no extra “hassle factor" — in all kinds of weather.

And like that Tesla driver on I-95 in the wee hours of Tuesday morning, we’re not there yet.

 

[gluaisrothai]

Sounds like some are confusing overlanding with car camping. Car camping is driving a vehicle to a Koa and staying the night. A EV would handle car camping no sweat. Overlanding in my opinion is driving in the middle of nowhere and camping in the middle of nowhere where any electricity or facilities are hours away. Lots of extra fuel and supplies are required along with recovery and repair gear. Things happen such as breaking axles, slicing open tires,, sliding off the trail, falling days behind etc. I'm notnsure how you would do that with a EV.

Nonsense. You can easily break an axle, slice open a tire, slide off a trail and fall days behind in an EV.

Sorry....I just cut and pasted since I read the article on my iPhone.

here it is:

Sometime after 3 a.m. Tuesday, as an epic 48-mile winter traffic jam on Interstate 95 in Virginia dragged on, a long-haul trucker from Canada heard a knock at the door of his cab. It was one of the hundreds of other motorists stuck in subfreezing temperatures with no food or water.

The supplicant was “driving a Tesla,” recounted the trucker, who told the story on Twitter under the handle My World Through A Windshield, “and he’s worried about running out of power in the cold. [It’s] 19°F or -7°C. He’s a nice guy who was worried about his kids. I gave him some water, a spare blanket and [a] thermal/mylar blanket.”

My World Through A Windshield did not report what eventually happened to this driver, but the anecdote illustrates an important point: If everyone had been driving electric vehicles, this mess could well have been worse.

The not-so-unprecedented event — essentially a repeat of what happened on a wintry night in the D.C. area 11 years ago this month — therefore provides a reality check on the push by government and business to electrify cars and trucks.

It is a scientific fact that batteries of all kinds lose charge more rapidly in cold weather, and that includes the sophisticated lithium-ion ones used by Teslas and other EVs. Carmakers can, and do, mitigate cold-weather “range anxiety” through various technologies; Tesla recommends using its smoother-accelerating “Chill Mode” when the mercury falls. Drivers can save battery power by, say, turning off the heat. The issue cannot be eliminated, however, as Tesla acknowledges on its corporate website.

It’s a hassle in ordinary winter situations but potentially much worse than that on a night like Monday.

Any EV driver stuck on I-95 was right to be anxious — not only about a rapidly dying battery but also about recharging it. Cold would make that process much more time-consuming, assuming there was a charging station nearby, and that the electric power system hadn’t gone out (as it did in parts of Virginia on Monday).

A gas-powered Toyota RAV4, say, can go 440 miles between fill-ups, under ideal conditions; a fully charged Tesla Model X has a 351-mile range (and a much higher price). Of course, cold also affects the performance of gas-powered vehicles; many were left stranded in Virginia after they ran out of fuel or their batteries died.

All else being equal, though, cars and trucks with internal combustion engines (ICE) would have the advantage in coping with a sudden challenge such as the I-95 fiasco. It is much easier to rehabilitate a disabled ICE vehicle. Rescuers can deliver gallons of gas in convenient jugs; gas stations are still far more numerous than EV charging stations; and ICE car batteries can be jump-started in minutes.

Absent some breakthrough in mobile charging technology, out-of-juice EVs in out-of-the-way places will need a tow. If Monday’s nightmare had taken place in an all-electric future, they might have littered the highway for miles.

Wait a minute. What about all those electric cars in Norway that Will Ferrell told us about in his cute General Motors commercials? Norway’s really cold.

Norway has boosted the EV share of new car sales to 65 percent in 2021 via massive subsidies, far larger than those contemplated in the stalled Build Back Better legislation. Yet it has not repealed the laws of physics: In Norway’s winter, EVs lose an average 20 percent of their range, according to the Norwegian Automobile Federation.

Internal combustion models still account for 85 percent of vehicles on Norway’s roads, partly because those Norwegians who bought EVs generally did so in addition to an ICE car they already owned.

And the government is planning to scale back EV purchase incentives because of the cost, which reached $3.4 billion in 2021. Even Norway, which has accumulateda $1.4 trillion sovereign wealth fund through fossil fuel exports, can’t afford unlimited green subsidies.

There aren’t many relevant comparisons between the vast, automobile-dependent United States and Norway, a nation of about 5.5 million where a mere 10 percent of workers in the largest city — Oslo — commute by car.

The point is not that electric cars can’t work as well as ICE counterparts in many, or even most, ordinary situations. They can.

The point is that when people invest their money in a vehicle, they expect to be able to count on it even in extraordinary conditions.

Mass adoption of EVs, and the hoped-for cut in greenhouse gas emissions, thus hinges on the availability of EVs that can do everything existing ICE models can, all the time, for the same price and total cost of ownership, with no extra “hassle factor" — in all kinds of weather.

And like that Tesla driver on I-95 in the wee hours of Tuesday morning, we’re not there yet.

So that is an op-ed, which means it's an opinion piece, not any kind of critical analysis. So while some points are valid (like relative convenience of fueling a vehicle with a jerry can vs field charging an EV) others are sort of bogus.

1. Gasoline vehicles, when out of fuel, are also just as cold. The "supplicant" above would be just as ****ed if he ran out of gas. Would you set off into a snowstorm with barely enough gas for the journey? I wouldn't.
2. EVs tend to use more efficient heating strategies, like seat heaters and heat pumps vs purely resistive heating of cabin air. Though a Tesla battery can run a resistive heater for some time. Think about a 1 kW heater. A Tesla 90kWh battery at 50% charge could run that for almost 2 days.
3. I'll place a bet. I'll find somewhere really cold with a charged up Tesla and sit there with my seat heater running- they pull about 50 watts each. You start with a full tank and keep your engine idling. I'll bet I could be warm and toasty for a week or two, while you'll be out of gas in less than 18 hours.
4. When the grid is out, fuel pumps stop working. Yes jerry cans still work, but they need filling too.
5. Tesla's "Chill" mode is related to driving performance levels, not environmental conditions...it goes Chill--> Sport--> Insane -->Insane +. I do believe that most automakers suggest driving slower in freezing conditions.
6. Cold does not inhibit rate of battery charging except for a short initial period while the battery heats to optimal temp.
7. Gas vehicles generally also use more fuel when the weather is cold, especially on short journeys.
8. As the rates of EV ownership increase, so does the supporting infrastructure. So a world with 50% EVs would have vastly expanded charging opportunities than we do today, including more frequent roadside and mobile charging service.

 

[coleAK]

The minute any EV can assure me at least 10 years of use without swapping a $10k battery im out. Maybe even less than 10.
If you do the math, our cruiser is costing you 3x that amount in gas over that same 10 years at a modest $250/month in fuel.
But it will go for 30 years... and im not buying one new anyway. Thats why im in one.

As for now, you are lucky to get a solid 5 years out of a battery. But in any case, every use diminishes range. The environmental benefit? LOL elon please...
If you asked me to swap a normal s***box ICE for a tesla i would do so immediately, but im not in that market.

Idieally i wanna drive a nuclear submarine with O2 generator and water desalination.
Until then the Hummer EV looks incredible. The R1s is a good looking SUV though.

Our second car will 100% be BEV. Unless you think gas is going to collapse in cost then you cannot surmount the math.

I’m at 8 years 96k miles and 5% range loss on a model S and 3.5 years 50k miles and 1% range loss on a model 3. The Tesla loop vehicles are going 400-500k miles on a battery entirely DC supercharged. And let’s be honist electric motors last forever.

Personally my concern for longevity is CPUs and wiring harnesses.

 

[Angelo1]

Nonsense. You can easily break an axle, slice open a tire, slide off a trail and fall days behind in an EV.


So that is an op-ed, which means it's an opinion piece, not any kind of critical analysis. So while some points are valid (like relative convenience of fueling a vehicle with a jerry can vs field charging an EV) others are sort of bogus.

1. Gasoline vehicles, when out of fuel, are also just as cold. The "supplicant" above would be just as f***ed if he ran out of gas. Would you set off into a snowstorm with barely enough gas for the journey? I wouldn't.
2. EVs tend to use more efficient heating strategies, like seat heaters and heat pumps vs purely resistive heating of cabin air. Though a Tesla battery can run a resistive heater for some time. Think about a 1 kW heater. A Tesla 90kWh battery at 50% charge could run that for almost 2 days.
3. I'll place a bet. I'll find somewhere really cold with a charged up Tesla and sit there with my seat heater running- they pull about 50 watts each. You start with a full tank and keep your engine idling. I'll bet I could be warm and toasty for a week or two, while you'll be out of gas in less than 18 hours.
4. When the grid is out, fuel pumps stop working. Yes jerry cans still work, but they need filling too.
5. Tesla's "Chill" mode is related to driving performance levels, not environmental conditions...it goes Chill--> Sport--> Insane -->Insane +. I do believe that most automakers suggest driving slower in freezing conditions.
6. Cold does not inhibit rate of battery charging except for a short initial period while the battery heats to optimal temp.
7. Gas vehicles generally also use more fuel when the weather is cold, especially on short journeys.
8. As the rates of EV ownership increase, so does the supporting infrastructure. So a world with 50% EVs would have vastly expanded charging opportunities than we do today, including more frequent roadside and mobile charging service.

I don’t know much about EV ownership and how long the battery lasts, but you seem to make some valid points as does the op-Ed above as well. If my kids weren’t driving, I would probably own a Tesla/Rivian/lucid just for the simple fact I can sit in the damn carpool line staying nice and cool in the summer or warm in the winter without burning gas for 30mins.

 

[Angelo1]

Funny, I just saw this scrolling the news in Virgina about more dangerous roads with continued freezing.

 

[White Stripe]

Nonsense. You can easily break an axle, slice open a tire, slide off a trail and fall days behind in an EV.


So that is an op-ed, which means it's an opinion piece, not any kind of critical analysis. So while some points are valid (like relative convenience of fueling a vehicle with a jerry can vs field charging an EV) others are sort of bogus.

1. Gasoline vehicles, when out of fuel, are also just as cold. The "supplicant" above would be just as f***ed if he ran out of gas. Would you set off into a snowstorm with barely enough gas for the journey? I wouldn't.
2. EVs tend to use more efficient heating strategies, like seat heaters and heat pumps vs purely resistive heating of cabin air. Though a Tesla battery can run a resistive heater for some time. Think about a 1 kW heater. A Tesla 90kWh battery at 50% charge could run that for almost 2 days.
3. I'll place a bet. I'll find somewhere really cold with a charged up Tesla and sit there with my seat heater running- they pull about 50 watts each. You start with a full tank and keep your engine idling. I'll bet I could be warm and toasty for a week or two, while you'll be out of gas in less than 18 hours.
4. When the grid is out, fuel pumps stop working. Yes jerry cans still work, but they need filling too.
5. Tesla's "Chill" mode is related to driving performance levels, not environmental conditions...it goes Chill--> Sport--> Insane -->Insane +. I do believe that most automakers suggest driving slower in freezing conditions.
6. Cold does not inhibit rate of battery charging except for a short initial period while the battery heats to optimal temp.
7. Gas vehicles generally also use more fuel when the weather is cold, especially on short journeys.
8. As the rates of EV ownership increase, so does the supporting infrastructure. So a world with 50% EVs would have vastly expanded charging opportunities than we do today, including more frequent roadside and mobile charging service.

I think you misunderstood me. If a gas truck breaks a axle and has to turn around and take the long way home unplanned, you can pull out the Jerry can and cans of others and have fuel for the unplanned long distance. The Ev you cannot fill up with electricity to take the long way back. You have to leave it and come back for it later. At which time you will find it stripped and full of bullet holes. I'm trying to bring up the reality of offroading challenges that change plans because of issues. Some say by planning well you can make it to all the EV charge points. Yes you can unless something goes wrong.

 

[TeCKis300]

I think you misunderstood me. If a gas truck breaks a axle and has to turn around and take the long way home unplanned, you can pull out the Jerry can and cans of others and have fuel for the unplanned long distance. The Ev you cannot fill up with electricity to take the long way back. You have to leave it and come back for it later. At which time you will find it stripped and full of bullet holes. I'm trying to bring up the reality of offroading challenges that change plans because of issues. Some say by planning well you can make it to all the EV charge points. Yes you can unless something goes wrong.

There's 400-500+ mile range models on the horizon. That should make it easier to plan for trips. If one can't plan around that, these cars will literally tell you how to plan for it. In the near future, running out of power may just require the presence of another EV. Already, many brands and models have planned very high output power receptacles. Could be as easy as plugging into another. Bonus is no more messing with low power dual batts for car camping. Want to power a microwave or blender? Power A/C on an RV? Heck, power the whole house in a backup situation. Advantages and disadvantages.

 

[Angelo1]

There's 400-500+ mile range models on the horizon. That should make it easier to plan for trips. If one can't plan around that, these cars will literally tell you how to plan for it. In the near future, running out of power may just require the presence of another EV. Already, many brands and models have planned very high output power receptacles. Could be as easy as plugging into another. Bonus is no more messing with low power dual batts for car camping. Want to power a microwave or blender? Power A/C on an RV? Heck, power the whole house in a backup situation. Advantages and disadvantages.

I think the charging from one car to another could be a thing. I believe you can do this with an iPhone and maybe Samsung. It’s called wireless power share. How much fun will it be to suck the power out of another car, like when my gas was siphoned several years ago while fishing. Where there’s a will there’s a way.

 

[JohnJB]

There's 400-500+ mile range models on the horizon. That should make it easier to plan for trips. If one can't plan around that, these cars will literally tell you how to plan for it. In the near future, running out of power may just require the presence of another EV. Already, many brands and models have planned very high output power receptacles. Could be as easy as plugging into another. Bonus is no more messing with low power dual batts for car camping. Want to power a microwave or blender? Power A/C on an RV? Heck, power the whole house in a backup situation. Advantages and disadvantages.

Startup ONE says battery prototype delivered 750-mile range

Our Next Energy (ONE), a two-year-old Michigan startup, said on Wednesday it had tested a prototype of its new battery in a Tesla Model S, driving 752 miles (1,210 kilometers) before recharging. ONE aims to begin producing battery packs that will deliver similar range — about double that of...

finance.yahoo.com

 

[Heckraiser]

Didn't read the responses.

I DD an electric car and it's great for an around town DD. I will typically drive up to 50-150 miles per day depending on my schedule. This is actually my second electric car. It's been the most reliable and trouble-free vehicle I've ever owned. I only replaced 2 tires and winshield wipers in 60k miles. Basically zero maintenance. The seamless power delivery, regen braking, ability to really crawl would all be ideal for an offroad vehicle. The Rivian has the additional advantage of each wheel having it's own motor, with the appropriate computer control effectively eliminates the need for lockers and allows you to keep going with any (unlikely) mechanical failures.

That said, I would not take my electric car on a road trip. I drove to Moab from Denver last spring, me in my 80, my buddy in his model Y. I passed him going through Frisco and beat him to camp by about two hours because he had to stop and charge (which takes a good 20-25 minutes). In all fairness he's a bit of a slow driver anyway and stops more than needed for starbucks/whatnot. He also had to go down to town to charge while we were at camp in Sand Flats to be prepared for the trip back.

Right now, I wouldn't do an electric off-road/adventure vehicle. In ten or fifteen years when chargers are commonplace like gas stations, hell yes, I'd do it. The farthest I've driven my car is to Cheyenne and back.