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28.10.2013
By John Polkinghorne, on August 7th, 2014It’s been a while since the last post in this series on electric vehicles (here are parts one, two and three), but this post is number four. This post is about the cost of electric vehicles – the main reason they’ve been so slow to take off. As discussed in part two, electric motors use a lot less energy than a traditional car engine.
This gives a cost of $5 per 100 km – certainly much cheaper than a typical petrol car, which uses 10 litres of petrol to travel 100 km, costing around $22.00 at current petrol prices. However, a big chunk of the petrol price is tax, comprising a contribution to the National Land Transport Fund, and a bit to ACC as well. As I’ve written previously, the long-term solution may be to make Road User Charges universal, although there are issues with this as well.
Diesel-electric hybrids, on the other hand, have to pay Road User Charges, so they end up paying the full whammy of costs (once the RUC-petrol tax discrepancy gets resolved in the next few years). The graph below compares the lifetime running costs of several kinds of car, under several taxation scenarios.
Setting aside environmental concerns, “range anxiety”, and all the rest, consumers will be prepared to pay the higher capital cost of electric cars, if they’re going to save enough money on their running costs.
Overall, if you compare these running cost savings to the extra capital cost, it looks like the financial argument for BEVs and PHEVs isn’t quite there yet. There are ways of reducing this issue: for example, customers could lease electric vehicles, or buy the vehicles but only lease the batteries. At current price levels, BEVs have running costs that are only marginally lower than petrol-electric PHEVs, because these hybrids are only taxed on their petrol consumption.
Since the costs associated with the road network are primarily dependent on the weight and number of vehicles using the road – and not on the litres of fuel used – the Road User Charges scheme arguably provides a more equitable way of charging for road use.
Wouldn’t the annual opex for cars increase as they age due to the need for ongoing repairs etc, rather than decrease as the graph suggests? There’s an argument that EVs might depreciate slower than conventional cars, excluding the battery (which you replace anyway), since there are fewer other parts of the car that are getting run down.
You do realize that even for a mildly color blind person your graphs look all the same color? As if it needs replacing even once in its lifetime, it totally changes to economics of BEVs versus the others (making it even more uneconomic).
Right now BEVs don’t stack up financially because they are too simply expensive due to the costs of the batteries and thta assumes that the battery never needs replacing. Of course, if for instance we had wireless energy transmission in the roadway so that for example BEVs could have small batteries that are semi-continuously charged from from the grid as they drive on the roads, that would change the economics in their favour a lot. Then of course, there are also similar technology for trams and trains (A Battery EMU for instance), which means the EMU can use the normal overhead power where its available and its local supply where its not. Presumably this will all be made irrelevant by the introduction of driverless cars, which will ultimately remove the whole concept of owning a car, and therefore change the economic model. So if the cost of batteries decreases enough and the tax payer gives a generous donation these cars still dont make sense. Let me fix that for you; as the cost of batteries goes down, which they will as the supply chain ramps up, and the cost of petrol goes up, which it will, as supply and demand are clearly on a knife edge despite the Shale boomlet, then these things will become more viable. There will only be real choice when it becomes viable to be able to choose not to have to drive, at least not all the time and for all journeys. Interestingly China is reducing pollution and reliance on fossil fuels by mandating that 30% of all State Vehicles be alternative fuels by 2016. I’d love to hear what the actual lifetime of batteries has been in NZ for hybrids like Toyota Prius and Honda Insight. Those have been around long enough to see whether the initial 8 year estimates (that I had heard at their introduction) was pessimistic or optimistic. I think those batteries have generally performed OK, and just as importantly they’ve been fairly cheap to replace when it does come time for that.
On Thursday, GM hosted its annual Global Business Conference.  During the presentation CEO Mary Barra, and other execs, made several presentations about the direction of the company.
Specifically, that the Chevrolet Bolt was arriving in 2016, a confirmation that we did not have before – only a 3rd party report saying that production was going to begin in October of 2016, and a big statement on the cost of the battery found inside the Bolt. Separately, GM announced a fleet of autonomous 2017 Chevrolet Volts to be tested at the company’s Tech Center next year. If you park a 1st gen Volt next to a 2nd gen Volt, from the rear the 1st gen looks more substantial. There are things I consider to be an improvement in the new Volt, like the front and side, and obviously the range and paddle regeneration. The $3500 in variable profit improvement noted may simply move the Volt from losing money to making a slight profit. Electric cars losing money is a myth, they lose money only because they do not WANT to produce more cars. This way prices are kept high, sales are lousy and the automobile cartel protect it’s very lucrative ICE car business. While 20% isn’t 100%, it certainly shows that the public currently has no trouble understanding the benefits of driving electric.
You can do the same everywhere, you just need to find a lot of oil and sell it for profit to the rest of the world, as Norway does. This pretty much disputes the rubbish reports from industry analysts like that Cosmin Laslau fella from Lux Research. Your attempt here to convince us that batteries are not a very significant expense for EV makers… well, your claim is, quite simply, 100% false. What is wrong here is that EVs from ICE car makers are NEVER produced on a large scale and NEVER benefit from important costs reduction of economy of scale. Fact is both as far as I can tell write reports their clients want which has been making batteries cost more than they do by about 100% higher.
I wonder if the new 2016 Malibu Hybrid’s Voltec power train could easily become an excellent PHEV when equipped with, say, a 20kWh battery. Looks like the economies of scale for LG with all it’s customers has brought the prices down. When EVs becomes cheaper than gas cars both per mile AND up front it’s completely game over for ICE. And there is no reason why Colorados and Equinoxs can’t have a 30 kwh PHEV in them with 100 miles all electric range. The downside is that the lack of service required by Work Vehicle PHEV’s will unfortunately kill alot of jobs in vehicle repair, since they just wont be needed. I bet a good chunk of the remaining cost will be with use of mixed materials to get the weight down. GM has a serious over engineering problem, when it comes to EVs, thats not a bad thing if you already have the car, but it is, if you want to buy one. The issue is that a 50kWh pack would be good for 205 miles, but over its lifetime will only have a depth of discharge of less than 50% because how often do you drive over 100 miles in a day? As for EV’s cost they have all been overpriced, gouging as the$7500 tax credit pays for the battery packs no reason they need to cost more than a gas car. I don’t think there is any question that overall, plug-in EVs give legacy auto makers a smaller profit margin than their best-selling gasmobiles.
Nissan said when it began Leaf production that they didn’t expect to make an overall profit on the model until the third year of production. If PEVs were really cheaper to make than gasmobiles, then legacy auto makers wouldn’t be so reluctant to make them. The cost of making PHEVs with a decent range (like the Volt) will continue to be problematic, making it difficult for them to compete with ordinary gasmobiles. The smaller profit margin is ONLY BECAUSE THEY DON’T MASSIVELY PRODUCE THEM AS THEY DO FOR ALL THEIR OTHER CARS.
A Corolla-eV or a Equinox-EV produced in the same numbers than the gas mobile counterparts would cost LESS to build.
Less material, less subcontracting, less transport fees on parts less manpower to assemble, less complexity etc. I think it would be rather difficult for even the most diehard ICE fans to ignore an EV that costs less per mile AND at a lower up front price. The real obstacle is those who cannot charge at home (because they park in surface lots, on the side of the street, etc.). I always presume it as a given that as battery prices come down, any homeowner with a garage will inevitably be converted to BEV. Two new research papers released in recent weeks shed light on the real potential of electric vehicles to upend traditional energy systems as we currently know them. The first report, from Edison Electric Institute, lays out an unambiguous business case for why the power sector needs vehicle electrification to take off and should take various aggressive measures to help expedite their widespread adoption.
EEI also provides an overview of vehicle battery cost projections, with the most optimistic outcomes placing battery cost per kilowatt-hour at around $200-300 in 2020. In EEI’s view, plug-in vehicles make good business sense for utility fleets in the near term, with short payback periods and lifetime operational cost savings. But there’s another way that electrification could play out—one that ultimately might be a bigger win for consumers, but would worsen the outlook for the utility industry.
Investment bank UBS sees a scenario unfolding where consumers can utilize solar, batteries, and electric vehicles to effectively “opt out” of the current grid, and experience tremendous energy savings. According to their model, homeowners who make an initial investment in solar panels, a stationary battery, and an electric vehicle will break even within six to eight years, followed by approximately 12 years of “free” electricity and transportation fuel. Importantly, the UBS report focuses mostly on European markets, where liquid fuel costs are significantly higher due to national gasoline and diesel taxes. The Energy Policy Information Center (EPIC) provides reliable, topical news and analysis for policymakers, opinion leaders, stakeholders, and all individuals involved in our nation's energy policy debate.
The views expressed here are those of individual contributors and do not necessarily represent the views of Securing America's Future Energy. Valentin Muenzel receives research funding from the Australian Research Council and IBM Research - Australia. The cost of batteries is one of the major hurdles standing in the way of widespread use of electric cars and household solar batteries.
But research published recently in Nature Climate Change Letters shows battery pack costs may in some cases be as low as US$300 per kilowatt-hour today, and could reach US$200 by 2020. Falling prices will pave the way for what could be a rapid transition to a cleaner energy system. Last year, my colleagues and I analysed the cost-benefits of household battery storage alongside rooftop solar systems. Our analysis of ten studies published by research institutes and consultancies suggested a dramatic fall in battery cost over the next two decades, making solar power and electric vehicles more affordable.
The new research by two Swedish researchers published in Nature Climate Change Letters this month used a similar approach but found an even sharper plunge.
Bjorn Nykvist and Mans Nilsson of the Stockholm Environment Institute analysed 85 sources of data including journal articles, consultancy reports, and statements by industry analysts and experts. The core conclusion of the new paper is that the cost of full automotive Lithium ion battery packs has already reduced to around US$410 per kWh industry-wide.
The analysis also estimated that the industry as a whole is currently seeing annual battery cost reductions of 14%, while for leading players with already lower costs this is closer to 8%. Assuming continued electric vehicle sales growth, the authors suggest costs as low as US$200 per kWh are possible without further improvements in the cell chemistry.
As battery costs decrease, technologies such as electric vehicles and household energy storage are likely to undergo a transition, from niche products in the hands of early adopters to standard acquisitions by pragmatic consumers. Increased opportunities naturally attract commercial competition, which has the potential to further accelerate the technological improvements. The findings published this month suggest that the transition from niche to mainstream product may well occur far sooner than people believe.
The Greens are the party of climate action - but do they embrace enough technologies to get there? According to the review, the quality of Mirai is on the Lexus level, as well as the price of $57,500 (before up to $13,000 incentives). For those who find it less than beautiful, it does look better in person, though some angles have made people scratch their heads.
We spoke with a couple Toyota representatives who personally divulged they do not think it’s that attractive, adding the design was finalized in Japan. Despite the fact that the Japanese manufacturer intends to deliver just 3,000 units of Mirai by the end of 2017, there are apparently two new fuel cell models in development.
Japan in its present state of extremely scarce electricity (54 nuclear power stations suddenly off line) is probably the only place Hydrogen cars are truly feasible. Factories already operate at off shifts to minimize peak loading of their remaining power plants.
So while Hydrogen powered cars for the US may be silly, in places such as electricity – starved Japan they might make sense, as long as the hydrogen comes from some other source than electricity. And most importantly hydrogen fuel cell cars will never be produced in any significant quantities.


This is of course different with electric cars that are already serious competitors for ICE cars. Supercharger network will eventually get denser when the electric car population expands and there is needed more superchargers to serve larger electric car population. Don’t forget that Toyota themselves have stated that they will have 3000 on the road in the US by the end of 2017. My guess is it will be the size and weight of the lexus ESh but cost $6000 more even after rebates.
1) If you see the video from LA motor show, Toyota spokeswoman claimed $50 fill up for 300 miles.
3) It’s no biggy for Toyota to spend couple of million dollars, to put up 2-3 refueling stations along I-40 to enable driving to Las Vegas and Grand Canyon. So a Lexus CT200h gets 42 mpg with an MSRP that is $15,000 less than the Murai even with Toyota subsidizing half of the cost and including the savings from the maximum federal and state tax incentives. Murai fuel cost is 2.7 times more than much cheaper, roomier, easier to find fuel for and better performing CT200h. Please don’t confuse See Through with facts, he has enough trouble getting dressed each day.
If Tesla had the extra cash lying around like Toyota to sell the S85 for $50,000 less than what is profitable then it would be an even better deal at around $30K.
I have always wanted a $57,500 Toyota Corolla S without a center rear seat that requires special fueling stations. Sis it just me or does it look like they stole a front grille off a Lexus or something from The Fast and Furious then stuck it on an old Ford Probe? Yes, ugly should be the result of function, but welcome to the world where kids who grew up idolizing Transformers have become auto designers and customers of same. What it does have going for it is the full weight of the on and off largest automobile manufacturer in the world. Even if there was dense and affordable to use government sponsored network of hydrogen fueling stations, people still would not buy fuel cell cars, because fuel cell cars just sucks. And of course long range electric cars can outsell sell ICE cars, so there is very little market potential for fuel cell cars.
John Bozella of Global Automakers gave a presentation where he went over in detail how much more attractive hydrogen is compared to BEV with regards to CARB compliance.
The vacuum cleaner dude apparently was not so knowlegeable about vacuum cleaners let alone Nuclear (he might have heard someone talk about it once) that its not a big surprise that Nuke powered vacs didn’t make it. Rutherford’s quote, although assumed silly by the blogger, my actually be proven to be quite truthful in the years to come. But we can ignore the experts predictions by looking at the reality right now that we can observe with our own senses. I would say that with the exception of say 1% of the population whose profession requires daily long distance travel like maybe a traveling salesman an affordable 200 mile EV which is coming with the next crop of EVs in just 2-4 years will pretty much cover almost all daily driving scenarios for 99% of drivers. Why complicate things by adding a more expensive and complicated fuel distribution network that is less efficient than sending electricity over existing infrastructure?
When it comes to the future of energy production, whatever combination of renewable and hopefully someday fusion, it will always be cheaper to use that energy directly in a BEV than a complicated energy transfer to molecular hydrogen and back again. And before you make the common claim that hydrogen can store surplus energy and batteries can’t that has not been proven yet but is always just assumed.
Calculate the gigawatts of electricity to produce winter electricity for a given cold regions, let’s try Buffalo, for instance.
I think what Toyota is doing with the Mirani is similar to what Nissan did with the Nissan Cube. The Fossil Fools industry is obviously paying many shills to spread the hydrogen green washing myth far and wide including right here on Autoblog Green. When the producers of Hydrogen say they haven’t figured out a way to price Hydrogen, that is nonsense. Ask any American to name a hybrid car, and more likely than not, the answer will be a resounding, “Prius.” Despite being beaten to American dealerships by the Honda Insight in the waning days of the 20th century, the Prius has come to dominate both the marketplace and the national consciousness when it comes to hybrid electric vehicles.
With all those aging Prii on the road, an increasing number of hybrid battery packs are marching toward their inevitable failure.
Bringing your Prius back to the Toyota dealership for a battery replacement will run you about $3600 including a refundable core deposit of $1350, which you’ll see back as long as you hand over your old battery pack to Toyota.
For those who balk at that number, and can either install the battery themselves or know a mechanic who can, second generation Prius batteries fetch around $1000 on Ebay.
Fortunately for Prius drivers, replacement is not the only option that exists for an exhausted hybrid battery pack.
As always, don’t hesitate to leave any questions about Prii or Prius batteries in the comment section below or contact us directly here. Summary: The cost of battery packs for electric vehicles has fallen more rapidly than projected, with market leading firms in 2014 producing batteries at ~$300 per kilowatt-hour of storage capacity, on par with market projections for 2020. Electric vehicle (EV) battery costs have fallen more rapidly than many projections, according to a new survey of battery costs published in Nature Climate Change. The cost of batteries produced by market leading firms, such as Renault-Nissan and Tesla Motors, however, have fallen further, to an average of $300 per kWh, according to the study. In the near-term, the researchers believe economies of scale, improvements in cell manufacturing and learning-by-doing in pack integration, rather than advancements in cell chemistry or other R&D breakthroughs, will help manufacturers continue to produce cheaper batteries. EV battery sales volumes are current doubling annually and car manufacturers are partnering with battery makers to invest in larger production facilities and cut costs. The study’s authors conclude that economies of scale are likely to drive down battery costs to $200 per kWh in the near future. Bjorn Nykvist is a Research Fellow and Mans Nilsson is Deputy Director and Research Director at the Stockholm Environment Institute. Note: This is article is part of an ongoing series of concise summaries of interesting and important conclusions from new research and peer-reviewed journal articles.
Will economies of scale and learning by doing be enough to make batteries cost competitive? What impact does growing demand for stationary batteries for grid connected uses have on costs and prices in the electric vehicle battery sector?
Are Carbon Capture and Storage and Biomass Indispensable in the Fight Against Climate Change?
Jesse JenkinsJesse is a researcher, consultant, and writer with ten years of experience in the energy sector and expertise in electric power systems, electricity regulation, energy and climate change policy, and innovation policy. Suppose, instead, that in a typical month you can expect enough solar energy collected to cover your monthly demand, but there might be a week of cloudy skies. Scott Edward Anderson is a consultant, blogger, and media commentator who blogs at The Green Skeptic. Christine Hertzog is a consultant, author, and a professional explainer focused on Smart Grid. Gary Hunt Gary is an Executive-in-Residence at Deloitte Investments with extensive experience in the energy & utility industries. Jesse Jenkins is a graduate student and researcher at MIT with expertise in energy technology, policy, and innovation.
Geoffrey Styles is Managing Director of GSW Strategy Group, LLC and an award-winning blogger. Today, I’m looking at the costs of these cars – both their running costs, and their capital costs.
These cars are much more expensive than conventional cars, unless there are hefty subsidies involved. The latest generation of vehicles use lithium-ion batteries, which are much better at storing energy than the traditional lead-acid batteries you’ll find in your Corolla. Let’s say that the car manufacturers are happy with a battery selling price of USD $500 per kWh, around $570 in NZ dollars. According to the MBIE, that’s around 77 cents per litre once GST is added on, or $7.70 per 100 km.
That’s a real disincentive from buying diesel-electric PHEVs, so we’d expect them to be much less popular here. In the graph here, for a car travelling 12,000 km a year for 25 years (perhaps a bit on the high side), and using an 8% discount rate, you’ll pay nearly $30,000 in running costs for a petrol car, compared with $7,000 for a BEV which is exempt from Road User Charges forever.
This kind of scheme could allow the buyer to avoid the high up-front cost, which could be recouped over time through the running cost savings. Furthermore, even though diesel-electric PHEVs will be more efficient than petrol-electric PHEVs, they are likely to have higher running costs.
Pukekohe services – avoiding the need for electrification of that line anytime soon). Maybe Ford are on to something bringing back the XR8 next year, a 5.0 litre supercharged V8.
The research I’ve done into EVs is what has led me to conclude that we (and countries around the world) need to put a heck of a lot more effort into public and active transport to reduce transport GHG emissions. Make things in large enough quantities and the prices come down as well – large lithium ion batteries are no exception.
While Hybrids exercise batteries differently to electric only vehicles, they must be an indicator. And that the Korean company is selling those same cells to seemingly just about everyone in the industry for their 2nd generation plug-ins.
It’s only marketing and covering the way too high price bloated on purpose some years ago.
This is a remarkable achievement, since there’s only about 4 different car models available with this drivetrain in that country. If given the choice at exactly the same initial cost, the consumers are willing to put up with a few slight inconveniences (like having to wait an extra 15 minutes to refuel) for vastly lower operating costs. I very highly doubt that any other considerations really matter, especially if the DCQC infrastructure is there to properly support the cars. The money GM pays out to build a Volt is the cost; the money the customer pays to buy a Volt is the price. The first generation of both BEV (the Leaf) an PHEVs (the Volt) had very limited range, due to batteries being too expensive to put larger battery packs into the cars. The liquid electrolyte is the reason building an lithium cell takes very time and energy, the materials are already cheap. Now if you don’t want to lose all your sales to EVs, you have to find a way to put a big sticker price on them.
I still think $37,500 is too much for the Bolt (especially in the face of low gas prices), so I wonder where the rest of the cost is going?
So we’re probably looking at a lot more aluminum and even carbon fiber being used in addition to steel.
Not only is the Bolt a small car, but also LG Chem’s new cells can be cycled with a deeper DoD (Depth of Discharge), which means GM can get away with a smaller battery pack for the same range. There seems little question that the price to make a BEV will eventually come down to be lower than making a comparable gasmobile, since BEVs have far fewer moving parts, but the high price of batteries has been a barrier to that. PHEVs have to be even more complex than a typical gasmobile, since they have two powertrains. EEI states, “today’s electric utilities need a new source of load growth—one that fits within the political, economic and social environment. In their view, steep declines in cost of solar panels and large batteries are going to enable new applications, and leveraging the technologies against each other makes them viable without subsidies. The report states, “One can leverage the EV purchase with an investment in a solar system and a stationary battery. In this case, the stationary and electric vehicle batteries can store electricity from a home’s solar panels, utilize that energy at night or during periods of low sunlight, and also meet the household’s transportation fuel demand.
At the same time, many parts of Europe have much lower sun exposure than the United States.
We use a Creative Commons Attribution NoDerivatives licence, so you can republish our articles for free, online or in print. By storing surplus energy, batteries allow households to reduce power bought from the electricity grid.
This cost development is notably cheaper and faster decreasing than I and many others expected. The analysis therefore suggests that the cost of electric car batteries may be as low as $7,500 today and reducing to $5,000 by 2020. Encountering difficulty in finding reliable sources of present and future lithium-ion battery costs, we published our own study on The Conversation.
They report that since 2011 the number of electric vehicles worldwide has doubled each year. Market-leading manufacturers such as Nissan and Tesla are already seeing prices around US$300 per kWh. It is therefore predicted that battery cost for all involved should converge to around US$230 per kWh in 2017-2018. This explains why, for example, Tesla Motors is making a US$5 billion dollar bet in the shape of a massive battery factory.


And given that the perceived unlikelihood of governmental clean technology commitments in Australia has apparently reached April-Fools'-joke-worthy levels, it seems about time. Some may like it, others don’t but it may not matter, because this car is about what it is, not what it isn’t. Therefore hydrogen fuel cell cars will never create any measurable competion to oil based economy. Tesla is already eating Lexus sales in significant quantities and Lexus provides about 50 % of total profits that Toyota as a company is generating. But in order for supercharging network to be functional, the supercharging network is not required to be dense with low density car population. A $57000 car that has less cargo and passenger space than a Prius, accelerates like a Prius and gets about the same MPGe but without the fueling infrastructure that a Prius has. The CT200h has more room than the Murai, 5 seats, looks better, costs $15k less even after $13k in incentives, costs less to fuel, and has no infrastructure problem. Of course this is the start of a host difficulties the vehicle must overcome to one day make money.
Toyota looked for the best path to maximum profits within CARBS guidelines and decided that it can make all the ZEVs it needs to comply with far fewer H cars.
Electricity generated from hydroelectric dams and wind turbines is much cheaper than electricity generated from fosil fuels, and PV solar panels compete head to head with fosil fuels. Based on these absurd and deliberately misleading statements, the misguided public … has been persuaded to purchase stock in his company …” — a U.S. Craven, FCC Commissioner, in 1961 (the first commercial communications satellite went into service in 1965). Anyone who expects a source of power from the transformation of these atoms is talking moonshine.” — Ernest Rutherford, shortly after splitting the atom for the first time.
We have plenty of messenger boys.” — Sir William Preece, Chief Engineer, British Post Office, 1878. People will soon get tired of staring at a plywood box every night.” — Darryl Zanuck, movie producer, 20th Century Fox, 1946. Who would pay for a message sent to no one in particular?” — Associates of David Sarnoff responding to the latter’s call for investment in the radio in 1921. There is a huge initial cost for batteries but it is always forgotten that there is a huge initial upfront cost for a fuel cell stack large enough to do the equivalent job. Nissan was promoting the cube as the first electric car they were going to bring to market, then at the last minute they came out with the Nissan Leaf. According to Toyota, “the name Prius, ‘to go before’ in Latin, became symbolic of a car that was launched even before environmental awareness had become a mainstream social issue.” A bit self-indulgent of a claim given that Rachel Carson’s 1962 New York Times best-seller Silent Spring is widely considered to mark the beginnings of modern environmentalism, but then again, the top-selling vehicle in American history is the Ford F-Series pickup, so perhaps we can forgive Toyota for their slight exaggeration.
Despite the sterling reputation of Toyota’s hybrid power storage systems, any given battery can only survive so many charge cycles, and cars reaching into the 100,000 mile range are certainly within the borders of the battery pack danger zone. Keep an eye out for deceptively low prices, which often hide a shipping fee double or triple the cost of the battery itself. Researchers from the Stockholm Environment Institute scoured peer-reviewed journals, consultancy reports, and news items to construct an original data set of EV battery pack cost estimates from 2007 to 2014. These estimates are on the order of two to four times lower than many recent peer-reviewed papers have suggested and already equal to the average cost projected for 2020 in a variety of papers. Renault-Nissan is working with LG to produce enough batteries for 1.5 million electric vehicles per year by 2016 while Tesla Motors and Panasonic are building a “Gigafactory” in Nevada that will produce 500,000 packs for EVs along with additional batteries for stationary energy storage, for a total of 50 million kWh per year of battery production.
Further cell chemistry improvements may be necessary to hit the $150 per kWh target envisioned by the U.S.
Again, I’ll abbreviate plug-in hybrid electric vehicles to PHEVs, and battery electric vehicles to BEVs – these are the “full” electric vehicles which don’t have an engine for backup.
They’re also much more expensive, although the price is falling and will continue to do so.
Adding to the uncertainty, early EVs will have been sold below cost, or at least at less-than-economic returns to the manufacturer, as they started to develop the technology.
Since EVs also contribute to road wear and tear (and demand for new investment), and to accidents, they should also be paying something for this.
Electricity providers would find this a straightforward extension to their business, and I believe a number of companies in New Zealand would look at running these schemes.
Tesla is aiming for a 30 percent gross margin without dealership distribution, which reduces manufacturer margins, so I wouldn’t beat up GM on this.
You have to account for all the cars derived of a new platform, on all comtinents and all the years this platform will be sold. But if GM can now make a significant profit selling the Volt, then hopefully that will encourage it to start offering more models using Voltec.
A lot of industry watchers say that battery prices need to come down to $125 per kWh before that can happen. The only possible target is the battery, since the electric motor is si please and inexpensive.
This pack is still made in relatively small volumes, and while there’s certainly room to bring the pack integration cost down, I doubt GM is there yet.
And since then, Nissan has built two more auto assembly plants and two more battery factories in other countries, because it needed to drop the price on the Leaf to make it more competitive. EEI writes that between 2007 and 2012, retail sales of electricity in the United States across all sectors dropped 2 percent. However, UBS does state that this shift still represents a “net opportunity” for utilities.
Either way, both reports paint a picture of how electric vehicles will cause massive transition and disruption to transportation and electricity markets, and in both cases, consumers are likely to benefit.
In our previous work we estimated these levels to be reached only in 2018 and 2022, respectively. This seems to be the case in a recently filed lawsuit regarding rival battery chemistry patents involving BASF, Umicore, 3M, and Argonne National Labs.
By collaborating with customers, utilities can develop more intelligent and versatile grids. Department of Energy and .As battery technologies go, the world has a love-hate relationship with lithium-ion. Therefore Tesla alone will hurth a lot Toyota’s profitability by 2020, because Lexus sales could be halved and this kills gross margins of Lexus sales.
It is sufficient that Tesla owners can drive for free anywhere in California – and United States, Mexico and Canada! This of course is totally unlike with Hydrogen filling stations, where fuel cell car owners need to visit very often, because the range is so low. The Cadillac ELR proved, as expected, that nobody wants to buy $40k+ cars with low performance, let alone $60k+. If it doesn’t handle particularly well, lacks off the line acceleration, requires hard to find fuel AND costs over $45k how in the world do you expect to sell many? District Attorney, prosecuting American inventor Lee DeForest for selling stock fraudulently through the mail for his Radio Telephone Company in 1913.
Leahy, Chief of Staff to the Commander in Chief of the Army and Navy during World War II, advising President Truman on the atomic bomb, 1945.
It would cover 99% of my driving needs today if I could afford the more expensive longer range EV that is currently available today. Currently the life span of a fuel cell is no better or worse than newer battery storage systems.
I think Toyota is going to come out with a very competitive electric vehicle that will surprise most people. As of March 2013, Toyota has sold just over 1 million Prii (yes, that’s the official plural) in the US, signaling an undeniable sea change in consumer values.
While Toyota’s warranty covers battery replacement up to 100,000 miles or 8 years--up that to 150,000 miles or 10 years if you live in California or a state that follows California’s emissions standards–second generation Prius drivers are beginning to reach into their own wallets for battery replacement.
Often the best bet is local pickup when possible, nulling the shipping fee and putting you face-to-face with someone who likely knows the ropes of battery removal and re-installation. Average battery pack costs have fallen 14 percent per year across the industry, which has seen sales volumes double annually in recent years.
Costs for market leaders have declined at an average of 8 percent per year, the study estimates. Department of Energy (DOE) has set a target of $150 per kWh for battery electric vehicles to become broadly competitive and see widespread market adoption.
Tesla and Panasonic are targeting a further 30 percent decline in battery pack costs by 2017, which would require a 7 percent annual decline in costs, consistent with a continuation of recent rates for market leading firms. It seems to be generally agreed that battery costs are now less than USD $500 per kWh, although manufacturers would obviously want to make a profit on those costs at some point, and there are taxes and other considerations as well. Therefore, an 8 kWh PHEV battery could cost $5,200, and a 33 kWh BEV battery might be around $21,450 – still not cheap by any measure. From my earlier posts, a vehicle running on electricity could use around 20 kWh to travel 100 km.
We obviously can’t tax them through petrol, and it’d be pretty hard to do it through electricity prices as well, so the logical way to do it is through Road User Charges. This would more than double the running costs of BEVs, although they’ll still be cheaper than petrol cars. In my thesis, I assumed they average 3 litres of petrol per 100 km, although this will vary substantially. Someone might invent a transformational new battery chemistry (rather than lithium-ion), or we might simply see incremental advances. A lot of people on this site are familiar with the replacement cost of the Nissan Leaf pack at $6,500 (not including the $1000 core credit).
And it is produced in very small mass production, never the same scale of any other established car maker.
Also, pack integration costs drop with pack size, as many of the same type of components are needed regardless of whether a pack is 18kWh or 85.
And 3 kw (at 200 volts) charging per vehicle would mean a fleet of 20 vehicles simultaneously charging would only draw a constant 60 kw overnight, and with Time-of-day discounts would make the fueling cost ridiculously low, even compared to the dirt cheap gasoline prices currently enjoyed by Americans. So clearly Nissan has had to invest a lot more capital to make the Leaf than they originally planned. I think this sets the industry up for an explosion of EV sales in the next decade, and not just from Tesla. At the same time, the American Society of Civil Engineers gives our energy infrastructure a grade of D+ and stated that 3.6 trillion of investment is needed by 2020 to maintain and improve the grid. And jointly, the penetration of intermittent renewables in our electricity mix can be increased significantly. Over the life of the 2 systems the battery system will be more efficient in storing and re-releasing that energy wasting less for the same amount of storage capacity.
I wouldn’t even bother going into all the reasons why this car should never be on the road. The brave (or, shall we say, confident) can browse YouTube for a host of Prius battery replacement videos which review the process in varying degrees of detail. EV battery packs now cost $410 per kilowatt-hour (kWh) of storage capacity on average (with a 95 percent confidence interval ranging from $250–670 per kWh). Things get a little less straightforward when you consider that the PHEV will cost a little more due to having both an electric motor and an engine, and the BEV will cost a bit less since its electric motor is quite a bit cheaper than the typical engine.
Indeed, EVs would normally be subject to these, but they’ve received an exemption for the time being (to encourage their uptake). Drivers who only do short trips could end up using the electric motor for nearly all their driving. It will be a great car with lots of range, I would say more than 250 miles EPA, but it will be too expensive. Furthermore, the aging grid is more vulnerable than ever to weather events and cyber-attacks. On the other hand, the opportunities for utilities present themselves in terms of smart grids and decentralized backup power generation. It is unlikely that will sell as many Edsels as Ford sold in 3 years, though that a completely fair comparison.
Perhaps that’s a sensible move, but it’s probably not something we’d still want to do in 20 years time when a growing number of cars are electric, and drivers of old cars will need to pick up the slack and pay more tax. Despite UBS’ optimism, it seems hard to see how these gains would offset the massive demand reduction.
The “marginal” cost you’ll pay for an extra unit of electricity, though, will be a bit lower. That battery would not only be very safe .I have always found comparisons between fuel weight (like gasoline) and battery weight to be fraudulent.



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Comments Battery cost at autozone

  1. Elnino_Gero
    Save you from having to pull the smartphone out for basic use my small.
  2. zarina
    Battery may be dead or the hey I have a new garage opener but lost the.