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Mahindra Revai Car Price in India : Mahindra Revai battery powered electric car is available in India at a price between 3,50,000 to 4,30,000 Rupees according to variant models. This entry was posted in Cars and tagged features, Mahindra, Price, Specs, Video on August 20, 2011 by rashmi.
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KIds Electric Battery Car,kids battery cars prices,kids car price, View Battery Car, BBJ Product Details from Shenzhen BBJ Toys Co., Ltd. Car Battery Benowa – Honda CRV – Rika, from Benowa on the Gold Coast needed a new battery asap. ABOUT USBattery Man Gold Coast reliably delivers and installs new car batteries throughout the Gold Coast. London and New York, 14 September, 2011 – The total worldwide manufacturing capacity of lithium-ion batteries for electric vehicles will greatly exceed supply unless demand by automakers increases significantly in the short-term, according to new research by Bloomberg New Energy Finance. Automakers have committed to producing up to 839,000 plug-in electric vehicles worldwide by 2013, up from just 124,000 to be delivered by the end of 2011.
Automakers with committed electric vehicle plans have secured sufficient supply for their programmes through close collaboration with just five lithium-ion battery manufacturers via commercial-scale supply contracts or joint ventures. Bloomberg New Energy Finance publishes detailed analyses of battery demand and supply as part of its Energy Smart Technologies Insight Service. I\’ve cruised around in a few Electric Cars with LiFePO4 batteries and they were 4 seater Electric Cars. Car batteries, truck batteries, auto batteries, Buy car battery truck battery advance auto lowest prices brands trust, optima autocraft.
It doesn't matter, which make or model of Car and Inverter you have; we have batteries for almost all of them.
We work towards achieving highest level of customer satisfaction by offering genuine batteries with manufacturer warranty, after sales service, cash on delivery and above all, the promise to deliver the battery within 24 hours. You have to add a AC-DC inverter (with 97% efficiency each direction), so your real-world AC-AC round trip efficiency drops to 87%. It’s likely that the battery packs are two modules identical to (or very similar to) the Tesla Model S design, in order to achieve production synergies. 92% efficiency can only be achieved by running the battery at extremely low current, to minimize resistance losses. By the way, this is the traditional argument of flow battery proponents – if you want to store lots of energy in regular batteries, you wind up being massively oversized for your desired power output; the faster you discharge electrons, the bigger your losses become, and the bigger energy your battery has to become, to deliver the same kWh to the outside world.
Another benefit of operating at such low current densities is that there will hardly be any waste heat during charge and discharge (as a result of the lower resistive losses).
It’s fine if the 7 kWh “daily cycle” system loses capacity over repeated cycles, since it effectively has 30% more margin than the 10 kWh unit. Interestingly, the 10 kWh high-energy system uses lithium nickel-cobalt-aluminum cells (the same chemistry used in the Model S), while the 7 kWh daily-cycle system uses lithium nickel-manganese-cobalt “NMC” cells (actually a more common chemistry, used in the Nissan Leaf and power tools). Elon Musk noted in the 2015Q1 earnings call that it does not make economic sense to go off-grid, with PowerWalls.
However, the $3,000 or $3,500 cost is for the DC system only – be careful to compare apples to apples when looking at other products.
As another real-world point, SolarCity is quoting $7,140 to add the PowerWall to a solar installation (includes inverter, maintenance contract, installation, control system). Musk was being slightly misleading in his 2015Q1 earnings call when he said the inverter is part of a solar installation and should not be counted in the cost. Your utility will be happy that you help them smooth out peaks and troughs this way, but they won’t make it worth your while.
We’ll do a more detailed analysis of levelized cost of electricity (LCOE) and the German use case in a later article. Commercial customers can benefit from avoiding demand charges – if they commit to never exceeding a certain maximum power, this can gain them significant savings from their utility suppliers.
Catalytic Engineering is well-positioned for these sorts of assessments and we’re available for more detailed analysis, competitive intelligence reporting, engineering due diligence projects, etc.
Like you, I have had many friends and co-workers ask me about the product because it seems too good to be true, they have taken was was, at a very high level, presented at opening night, and run with it….
I was looking for numbers too and found after a long research a strom-report and cleantechnica calculation on Per-kWh lifetime prices.
As an engineer who has worked with diesel, oil-fired, bagasse fired, nuclear powered and solar power systems, I may have a different viewpoint.
For deep-cycle applications the PowerWall may be more cost effective than pb-acid because pb-acid does not hold up well. Hi Lee, traditional lead-acid is an excellent comparison, due to its low cost and familiarity. The batteries alone weigh 240 kg, as you mention (packaging and product design is definitely an area Tesla has excelled in) . Note that the battery spec limits depth of discharge to 50% if 500 cycles are desired , which I think is a key weakness.
When talking of daily cycling, Li-Ion is difficult to beat in an interactive grid buffering environment where the battery will go top to bottom (70%DOD max) each day. In an off-grid environment, a large amount of contingency capacity is needed to allow for those few runs of cloudy days. The most significant issue IMO is the near total lack of understanding of any of these issues and numbers on the part of the general public.
Virtually no one here is taking the global reality of climate disruption due to global warming due to human emissions of greenhouse gases into consideration! In point of fact, global warming is perhaps the key driver for Elon Musk’s involvement in electric cars and batteries, and it is why he opened his patent portfolios, so that others can join a race to disrupt, upend, and replace the fossil fuel industry and the existing engine plants of the auto and truck manufacturers. He also understands scale at a profound level, as implied by a recent story about Tesla viewing the six billion dollar Gigafactory battery plant as a product (to be replicated many times) rather than a one-off project. We also need to build, extrapolating from an estimate by the National Renewable Energy Laboratories, storage for about six hours of global electricity production, but the cloud-based energy management systems, using data mining to learn usage patterns and calculate true availability, will make it possible to rely on vehicles and charging stations selling stored energy back to the grid, for a significant portion of the total.

Taking the excellent discussion by Catalytic Engineering, and the many questions in comments about Musk’s business model, together, what is needed is to see the larger context.
Meanwhile, renewable energy and battery storage keep getting more efficient and less costly.
The combination of the Risky Business Report, with its ongoing releases of State-level in-depth reports, the findings of major investment houses, the renewable energy trade press, and the fossil fuel divestment movement, is gradually getting through to institutional and individual investors. I have personally been told, going back to a statement by the founders of Dynaship in October, 1975, and occasionally since then by others, that investors are too dumb to be able to consider two new ideas at the same time. Like you, I also think that human caused global warming is total BS, but I like the concept of cleaner air (less carbon monoxide, nitrous oxide, soot, smog, etc.) that can come about by burning less fossil fuels. The system has negligible thermal losses – with 96% one-way efficiency, the worst case heat generation from cells and power electronics is 130W, basically two incandescent light bulbs. So if ambient temperature is the issue, then design the system to be a very well-insulated box (rather than as a radiator), with only a few small openings for fan cooling on hot days. The points mentioned herein are too help interested people count the full cost before investing. Fortunately, I reside in England, so hopefully the kinks would have been worked out before it off available here. Umm, not to read to much into this, but your illustration at the top shows a Xantrex inverter re-charging the Tesla PowerWall… do you think that will in fact be a reality? I have a XW Series (now Schneider) inverter at home and was curious whether older inverter-chargers like these will likely be compatible with Lithium chemistry.
This Eco-friendly car comes with 48 V 200 Amp-hr EV lead acid batteries, Microprocessor based battery management system, 350 Amp microprocessor, regenerative braking, 52Nm torque, AC induction motor etc. If you require further details regarding the transaction data, please contact the supplier directly. But the short-term overcapacity and the competitiveness in the field will push battery prices lower, improving affordability of electric vehicles – but also making life increasingly difficult for smaller pure-play EV battery manufacturers, according to Ali Izadi-Najafabadi, an energy-smart technologies analyst at Bloomberg New Energy Finance.
For the latter group, other applications such as grid-scale energy storage will be a critical source of demand,” said Izadi-Najafabadi. However, there are currently over 20 battery makers with plants constructed or under construction, and it will take time for this excess capacity to be absorbed. 1 online multi-brand battery store, offering 100% genuine batteries with manufacturer warranty.
In the few days since the Tesla energy storage announcement, we’ve had a half-dozen people ask what we think about it. This is lower, but it doesn’t matter, because losing 13% of your low cost electricity is insignificant in the economics. Customers will just need to be aware that they will need multiple units to serve high power. However, ambient temperatures will be the major thermal issue – cooling during hot days to ensure long lifetime, and heating to prevent the cells from freezing in the winter. Note that the raised “hump” in the design also discourages stacking of PowerWalls in front of each other. Most likely, they have the same two modules, and the 7 kWh unit is merely cycled more shallowly (70% of the depth-of-discharge of the 10 kWh unit). Also, the fact that each cycle is very mild inherently reduces the chance of the undesired, damaging side-reactions that gradually impair batteries’ capacity. It was claimed that it might be economically in Germany, where feed-in-tariffs are less expensive – if there’s enough demand from our readers, we’ll do an economic analysis of this case next. Earlier this year Swedish researchers polled a number of battery electric vehicle manufacturers on their proprietary cost structures, and estimated that Nissan and Tesla are currently at $200-$300 per kWh for the battery pack. Either SolarCity’s $7,000 includes the inverter cost, or the inverter cost is assigned to the solar part of the install, and other factors are raising the cost to $7,000.
In the longer run, enlightened utilities may offer you demand pricing if you promise to keep maximum power low, or pay you to absorb spikes in power. A generator would be cheaper, but the battery will be quieter, quicker to start, and avoid fuel storage. The 40,000 early adopters that have reserved a PowerWall add up to 0.4 GW (a fraction of a single fossil power plant, or a very large solar installation, or 4,500 Model S cars).
This will be particularly true for commercial customers with large solar arrays in jurisdictions where feed-in tariffs are lower than utility rates – if they produce surplus electricity, it could be far more lucrative for them to charge their batteries, to minimize their grid draw when utility rates are highest. Every time Tesla doesn’t meet purchase agreements or sells fewer cars than projected, it can use these PowerWalls to soak up supply. Still, Tesla’s PowerWall release is a ground-breaking announcement and a challenge to the rest of the industry, and we look forward to what comes next.
For UPS applications, though, where the batteries stay fully charged most of the time, pb-acid will be more cost effective for most people. While commenters write about their desires for convenience, governments wrestle with how much they can promise to do about it, in the face of their business and media communities, like ours, minimizing it as much as they can get away with, in order to continue business as usual, in order to keep the incumbent players in their current relative positions of power.
He recognizes that hunting in a pack is a better strategy than hunting alone, because it gives the prey less opportunity for escape, and he welcomes the help of competition, which will of necessity focus on niche markets he may not cover. He is looking at the math of how many batteries need to be made to replace a billion engines in one or two generations. I include charging stations because they need stationary storage to be able to rapidly charge the vehicles whenever they request it, at the lowest rates per kWh. Most of the oil, gas and coal that is burned for electricity is wasted to combustion, conversion, transmission and distribution losses.
They are already at parity in most of the world, and will be beyond parity globally in most of the remainder within two years.
Failure to simultaneously consider the crossing cost lines of the fossil and green energy industries, in the context of the need to leave over 80% of the known reserves in the ground to have a prayer of bringing a halt to the current catastrophe, at the same time, is being that dumb, and it will inevitably lead to the investment portfolios of those so disqualified going the way of the dodo, as they nod their heads in agreement with each other all the while. I know of not one nation who is willing to stop producing electricity in order to reverse global warming. It is, I believe, a first step for an industry that is still learning to walk, one that brings us closer than we were.

Your whole efficiency calculation is based on pure speculation that the batteries run at 48 DVC and boosted by an internal DC-DC converter up to 350V-450V.
In response to #5, yes you will need multiple batteries, but going off grid actually makes sense in places like Hawaii where electricity is more than $0.35 per kWh on average, also, you need to consider state incentives for buying the stationary storage. In reference to #7, you forget that you’re basing your efficiency calculations on pure speculation and presenting it as fact. Our team is available to deliver and install all types of batteries from 7am to 7pm throughout the Gold Coast. In contrast, the supply capacity under construction by battery makers will reach 35GWh by 2013, enough to supply almost double the number of planned electric vehicles.
In the long term, lithium-ion battery prices will continue to decline as the industry reaches scale. We have the complete range of automotive as well as inverter batteries and you can buy any car battery and inverter battery from well-known battery brands like Exide, Amaron, SF-Sonic, Luminous, Okaya, MtekPower, DigiPower, Tata Green, Su-Kam and AC Delco.
The huge difference in voltages means a significant efficiency hit – one-way efficiencies are probably about 94% to 97%. Amortizing the capital cost of your system, by ensuring long lifetime for the batteries, is far more important. This makes a total of almost 900 cells, with an operating voltage of about 48 VDC which makes certain safety aspects easier to design. Alternately, if you did want to run high power, you would need more cells to supply the 5 hours of energy. We can guarantee the parasitic efficiency of the thermal regulation system is not included in the quoted 92% DC-DC efficiency – electric heating to keep the cells from freezing will be a big efficiency hit for outdoor-mounted units in cold climates. The 10 kWh unit is only rated for weekly cycling, which means far fewer cycles over its lifetime (about 500 rather than roughly 3,500). The PowerWall sale price is an excellent real-world confirmation that manufacturing prices really are in this range. And it’s likely that SolarCity (or the other installers) will take a cut for interfacing with the utility on your behalf, to participate in these kinds of demand-side management activities.
The highly modular approach with small building blocks (100 kW) is interesting – this could be a Google server type approach where a system is built of many cheap, replaceable parts. Not to say that they’re linked, but a good reminder that it’s still early days for this technology and product, especially as Tesla has job postings for dozens of engineers to work on the second (non-prototype) generation of the PowerWall.
This surplus energy is therefore stored in the battery and used later, saving the homeowner from buying that electricity from the grid. Since pv is currently cheaper than storage of any flavor, it makes sense to size the pv above annual peak day energy use. A compact natural gas genset will always be a better option for emergencies, and if someone really wants to go off the grid, there will always be better, more economical options. A billion cars, trucks and buses on the road globally divided by 30 years equals 33,333,333 battery packs, of 20 to 200+ kWh capacity, per year, and the volume in the early years will be a tiny fraction of that, so the total capacity to be built must be substantially greater; failure is not an option during the sixth mass extinction.
Most of the oil that is used to make gasoline and diesel transportation fuel is wasted through low efficiency in the internal combustion engine. They use more conservative language, but in essence, they are, “Hey, guess what, folks! In order to achieve a decreased dependence on fossil fuel generated electricity, there must an incentive that fits the economic realities as well. The difference in life cycle is probably due to the cell chemistry and how they are setup (the 10 kWh battery is closer to the Model S per the quarterly call). Revai 3 door hatchback car comes in a dimension of 2638 x 1324 x 1510 mm and weighs about 700 Kg.
As batteries have a limited shelf life, it is unlikely that battery manufacturers will produce more than market demand. Have you ever wondered how you could better handle the situations that arise concerning your vehicle? We look forward to creating a distinct brand image by catering to the customers with complete range of Car and Inverter batteries with free home delivery & installation in just few hours. At present, we deliver in over 70 cities including Delhi NCR (covering Delhi, Noida, Ghaziabad, Gurgaon and Faridabad), Mumbai, Pune, Hyderabad, Bangalore, Kolkata, Ahmedabad, Chennai, Coimbatore, Jaipur, Bhopal and many more. This shouldn’t be an issue for Australian early-adopters, but it will be interesting to see what users in Germany (Tesla’s other early target market) report.
By comparison, the 100,000 mile warranty on the batteries in the 60 and 85 kWh Model S implies up to 1,700 deep-ish discharges, or a (much) higher number of (much) shallower discharge cycles. Used packs are difficult to maintain and recycle, since they represent a safety risk, so rebuilding them into 7 kWh PowerWalls (running at extremely low current to extend their life) may allow Tesla to hit ever lower price points going forward.
A typical day sees a shallow cycle (20-25%DOD) and there’s reserve for several dark days. Storage would be sized to mitigate local cloudy weather conditions resulting in considerable static use. The extraction, refining and distribution processes that bring fuel to power plants and vehicles also use a large, and ever-increasing portion of the total energy content of what is extracted. If you stay invested in fossil fuels, the asset base that supports your valuations is going to become stranded, and you’re going to lose your money! It would be interesting to know what the so called carbon footprint would be for the creation and distribution of these battery systems.
It will take at a minimum two people to lift one of these units from the truck and then to the wall where they will hang. We are gradually increasing our delivery network to include all major cities and towns in India. Rapidly growing energy efficiency, renewable energy, and battery industries are going to enter a phase of explosive growth [in about two years]!

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