Battery cost of electric scooter 800w,automotive ups battery backup ups,batteries for sale calgary sw - Step 3

16.11.2014
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.
Tesla Motors - Model S lithium-ion battery packEnlarge PhotoYou hear both sides of the battery cost question a lot when you cover electric cars. It's often said, "There's no Moore's Law for electric cars"--meaning that lithium-ion battery cells do not double in performance every 18 months, as processor speeds have done.
Instead, the best proxy is to look to the consumer lithium-ion cell maket, now more than 20 years old.
The small commodity cells in your mobile phone and portable computers are now just a fraction of the cost of the first lithium-ion cells that Sony launched in a 1989 video camera. Averaged over that time, the rate of performance increase has averaged 6 to 8 percent a year. It hasn't been linear, with improvements in both cell chemistry and process technology leading to notable declines once volume production is achieved, followed by a cost plateau. But we've talked to half a dozen cell makers over the last 18 months, and all of them accepted a 6-to-8-percent annual performance improvement as appropriate for the large-scale automotive cells used by every plug-in carmaker except Tesla Motors.
A 2010 National Academy of Sciences report estimated pack costs then at $625 to $850 per kilowatt-hour. Those numbers tie neatly to estimates by clean-tech market intelligence firm Pike Research--contained in Electric Vehicle Batteries, a very pricey report--that the installed cost of lithium-ion batteries will fall by more than one-third by the end of 2017. Pike also projects that the market for such batteries will grow from $2.0 billion last year to almost $15 billion by 2017. Even better, the technology magazine Tech Review (registration required) analyzed Li-ion cell cost projections through 2020 from a variety of sources, including financial institutions, industry analysts, and electrification groups. The actual cost of lithium-ion battery packs is one of the most closely guarded secrets in the electric-car world. That's why a statement by Tesla Motors CEO Elon Musk that cell cost would go below $200 per kilowatt-hour "in the not-too-distant future" made such news last month. Nissan CEO Carlos Ghosn says that for his company, it will be in 2016, when the Nissan-Renault Alliance can make up to 1 million battery electric vehicles a year. Meanwhile, if you hear someone say that electric cars will plummet in cost just next year, raise your eyebrows. And do the same if you hear elsewhere that plug-in cars will never be practical, because batteries will cost "tens of thousands of dollars" for the next 20 years. A major reason for the rapid jump in EV sales is the rapid drop in the cost of their key component -– batteries. In a major 2013 analysis, “Global EV Outlook: Understanding the Electric Vehicle Landscape to 2020,” the International Energy Agency estimated that electric vehicles would achieve cost parity with internal combustion engine vehicles when battery costs hit $300 per kWh of storage capacity. So the best manufacturers have already reached the battery price needed for cost parity with conventional cars.
It may well be that $150 per kWh can be hit around 2020 without a major battery breakthrough but simply with continuing improvements in manufacturing, economies of scale, and general learning by industry. 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? While Tesla is slowing lowering the price of their electric vehicles (EVs), Nissan has already dropped the sticker price of the Leaf by 18% for a new price of $28,000.
But this leaves the lower end of the market wide-open for exploitation, and an EV price war of sorts has set in.
Keep up to date with all the hottest cleantech news by subscribing to our (free) cleantech newsletter, or keep an eye on sector-specific news by getting our (also free) solar energy newsletter, electric vehicle newsletter, or wind energy newsletter.
Important Media Cross-Post -- CleanTechnica is one of 18 blogs in the Important Media blog network. The good thing about falling prices of electric batteries is that for the current Volt price $40,000 automakers could add more batteries to extend the range of the EV’s to 150 to 200 miles per charge.
You’d think with all the energy efficiency along with the increases in battery technology battery life would have increased from 2 hours to 20 hours.
I don’t expect technology is doing anything for us with the lowering of prices on the low end EVs.
If Tesla is forcing other car manufacturers to put more game in their game it’s a great thing. As for battery technology Tesla, Ford, GM, BMW and all the other car companies are not battery manufacturers. Battery manufacturers and startups are charging very hard to bring better batteries to the market. Way late to the thread, but Damascus Steel was used in the best swords prior to the technique dieing out in the the 1700’s. From the very first Model T’s, the efficiency of the internal combustion engine has improved a lot. Are those in-hub motors or are the motor mounted close to the wheel and connected with short axles?
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. If we assume that the 2011 Chevrolet Volt's 16-kWh pack cost roughly $750 per kilowatt-hour (or about $12,000), then we can project the two rates of decline.
We've not found a single maker willing to go on record and say what their cost per kilowatt-hour is. In general, the pack adds another 15 to 20 percent on top of the cost of the cells themselves. The battery study from last month found that prices would need to drop under $250 per kWh for EVs to become competitive. The study projects that costs will fall to some $230 per kilowatt hour in the 2017 to 2018 timeframe. 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. And without a doubt, that price slide is going to continue as the price of batteries comes down.


The Tesla Roadster and Model S are the elite of the electric car world – and you pay for them with the Roadster fetching over $100 grand and the Model S sitting at about $62,500 grand after tax credits. Meanwhile General Motors has announced that the next generation Volts will be $7,000 to $10,000 cheaper. Well, with technological advancement comes price reeducation, which we have been waiting years for. The consumer gets a playing field of the gas powered cars competing with the EVs and hybrids. Andrew earned a Bachelor’s Degree in Government and International Relations from Clark University and a Master’s Degree in Political Science from Northeastern University.
With a bit of overlap in coverage, we sometimes repost some of the great content published by our sister sites. So let say that the Nissan Leaf keep the price at $30,000 for the next five years, but at the same time double the range of the vehicle to 200 miles, more people will be interested in EV’s.
I spent a few minutes googling for it and wasn’t really convinced I found the right reference. It was made from wootz steel from India, which plays a role in the Baroque Cycle by Stephenson. The Model T was reported to have a fuel economy of about 15 mpg, not far off today’s average SUV. People apparently were content with 2 hours of battery life and chose to buy the biggest screen and baddest cpu. However the SLS AMG electric does have 4 hub motors a 750hp total and goes around the Nurburgring under 8 min and is described by various car shows that were allowed a test drive to handle even better then the standard V8 in the front drive to the back variant.
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. By the end of 2014, more than 700,000 total plug-in vehicles had been sold worldwide (plug-in hybrids and pure battery electrics), up from about 400,000 at the end of 2013. The more kWh stored, the further the car can go on one charge, so a key metric for battery economics is the cost per kWh.
Tesla Motors and Panasonic have started building a massive $5 billion plant capable of producing half a million battery packs (plus extra batteries for stationary applications) a year. 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.
Laptops once cost as much as a compact car; now you can get one for a week’s worth of minimum wage work.
Now, visionary CEO Elon Musk is aiming to bring a new Tesla to the masses in three to five years priced near $35,000.
Now that prices for EVs are coming down, and it looks like state and federal breaks are here to stay, at least for now, EVs could soon start selling in numbers that rival many gas-powered models. In other words they know Tesla will wipe them out if they don’t get it together in the next two years. 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.
As of 2015, dozens of models of electric cars and vans are available for purchase, mostly in Europe, the United States, Japan, and China. And jointly, the penetration of intermittent renewables in our electricity mix can be increased significantly. And do not forget the federal and state breaks which will knock that price down a little bit more.
If the chart above provided by Deutsche Bank proves true, battery prices could plummet in the next decade. The EV and hybrid market has hit the mainstream, but consumers are wary of spending luxury-car-money on compact EVs. In his free time Andrew enjoys writing, exploring the great outdoors, a good film, and a creative cocktail. Probably consumers were content with 15 mpg and chose to use that gain in efficiency to buy larger, more luxurious, safer, faster cars. 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.
The Tesla Model S and Chevy Volt are expecting significant price cuts in the near future, and cars like the Nissan Leaf and Smart ForTwo Electric Drive have already shaved thousands from their MSRP. This is why the Tesla Model S has done so well; sure, it costs a lot of money, but it is a genuine luxury car as well. That means that gas powered cars will have to step up their miles per gallon range (and they have) and maintain a reasonable price.
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.
The “marginal” cost you’ll pay for an extra unit of electricity, though, will be a bit lower.



Ps vita portable charger battery life
Car cigarette lighter adapter for battery chargers
4800mah rechargeable battery pack charger for xbox 360
Cost of battery energy storage technologies


Comments Battery cost of electric scooter 800w

  1. Narin_Yagish
    Wonder what the batteries to replace.
  2. FRIEND_DRONQO
    Can reverse sulfation boosters are made.
  3. Azeri
    Below screenshot, we see that the for a number of hours.
  4. Smach_That
    It weighs 2.1 pure water's device in just under two hours.