IEEE Consultants' Network of Long Island

COMMENTS ABOUT LEVEL 1, 2, 3 CHARGING STATIONS-----Carl Schwab

It does appear that the EV vehicles are able to be charged by Level  1, 2 or 3 charging stations. From the writers understanding Level 1 is a low rate, long charge time that is more of a backup when Level 2 or 3 are not available. In the EV that I test drove it was simply a 120Vac extension cord that had to be plugged to 120Vac circuit outlet protected by 20 amp circuit breaker. The vehicle had a 50 foot cord and was stored in trunk. The low rate charger was part of the vehicle.

In the test program in which I participated a Level 2 charger was installed in my garage and was powered by 240 Vac plus a neutral connection. Part of this garage installation was a recording wattmeter that measured the kWh taken during recharge---handy. Again the AC to DC conversion was in the charging circuit that was part of the cars electronics. The kWh rating of the vehicle pack was 22.6 kWh and the charging system required about 5 hours to completely recharge a fully discharged battery. The test vehicle could not be recharged by a Level 3 charger.

 

MORE CPM vs MPGe-------Carl Schwab

Information is coming in steadily concerning EV cars and information letting one calculate the CPM/MPGe performance. Listed below are several CPM/MPGe calculations for various EV cars. EV, means that they are electric only---not hybrid. First we have data on the Tesla Model S. The Model S will be available with 3 different battery sizes and hence Range values for each battery. The battery sizes are 40 kWh, 60 kWh and 85 kWh. The corresponding ranges are 160, 230, 300 miles respectively. Assumed electric cost, EP, is $0.13/kWk. Assumed gasoline cost, GP, is $3.50/ gallon.

MPGe=1/ (BE/ (.95x.9) x EC / Range) x GP

Where:                                                                                                                                                                                            BE = battery energy in kWh;

 EP= electricity cost per kWh;kWh;                                                                                                                                          

GP=cost of gasoline per gallon;                                                                                                                              

Range= range  in miles per charge

CPM vs MPG vs MPGe vs (?)----Carl Schwab

In previous BLOGs I have tried to sell the idea that CPM (cost per mile) is more meaningful than MPG (miles per gallon). But as the Electric Only or EVs are coming to the front it looks the MPGe (miles per gallon, equivalent)is being selected by several of the EV only manufacturers in their advertisements. I have to admit that maybe they are correct. Let me insert here that MPGe is NOT universal-----I have seen mpge, mpg-e, and mpgE. The main point is to catch the reader’s eye with the “mpg” portion and then the startlingly large number.

I have found a listing of some 11 EVs that are using the MPGe ratings. Three of these are Fisker Karma, Tesla and Ford FOCUS. In each of the respective cases the Karma is rated as 52 MPGe; the Tesla is rated as 187 MPGe; and the Ford Focus is rated as 100 MPGe. In the Fisker Karma case, it priced at $100,000 plus and claims to be an 80 mile range EV. Similarly the Tesla, Model S, is 4-door/ 5 passengers and has range over 300 miles per charge claimed. It would appear that the Tesla is addressing more the 1-day trip wherein the recharge can be done in the owner’s garage most times. Its price is in the $50,000 range, but smallish for say a 1500 mile trip. That would typically take 2 ½ days and require a recharge on each of two of the days.

Le Mans Hybrid Racers, 2012----Carl Schwab

August 1, 2009, the writer prepared a BLOG on the subject of HYBRID racers used in competition at the Le Mans Race. In the WSJ, Friday, June 15, 2012 and article entitled, “Hybrid Take Track at Le Mans” appeared, almost 3 years from the time I wrote the BLOG. Some interesting differences have taken place.

According to the WSJ article the main purpose of the of a Le Mans win is, “bragging rights”. And the competitors spend LOTS of money for promotions. Of the two, Toyota and Audi, Audi has won several times, BUT not with a hybrid. Toyota has NOT won as yet and was set back a bit by the terrible tsunami damage about 2 years ago now.

TESTING OF NISSAN EV YELLOW CAB-----Carl Schwab

In November of 2010, I wrote a blog about the direction cabs for use in NYC was taking. A commission was set up with the mission of defining the physical arrangement for the future Cabs in NYC----and I feel from the functionality standpoint they have done a good job. Both the Nissan NV200 and the Ford Transit Connect are FWD with a 4-cylinder ICE and 6-speeed automatic transmission. Both have sliding van-type doors for passenger access from either side. Both have split rear doors for access for passenger baggage including space for a folding wheel chair. Both have conventional doors for front seat access both left (for the driver) and right for a fourth passenger. Both claim to handle 4 passengers + their baggage.

THE RUSH TO ELECTRIC-ONLY VEHICLES----Carl Schwab

It does appear that the time is right for a mass shift to EVs, Electric Only Vehicles, particularly as a “second car” and in some cases even the “only car”. This writer has pointed out that it makes much more sense to compare CPM, cost per mile rather than MPG, miles per gallon. For sure as gasoline/diesel approaches and exceeds $4/gallon, which computes to $.20/mile when your mileage is about 20 mpg. Even for hybrids that produce 40 mpg, the CPM is still $.10/per mile.

Once off Long Island electrical power ranges from $.04 to $.14 per KWh. A good number of E-only cars are becoming available now that provide a 100 mile range per charge with a charge of 23-25 KWh. Now the CPM is (25 x .14)/100=$.035 in this case---SUBSTANTIALLY less expensive.

AN ASIDE---Ford in promoting their FOCUS Electric only, uses the term MPGe, meaning miles per gallon equivalent. They are promoting the FOCUS EV as 100 MPGe. This is true if cost for KWh =$0.14 and the gasoline is priced at $3.50/gallon.

HYBRID&EV STUFF---Carl Schwab

About 2+ years ago I opined that maybe we should consider GPM, Gallons Per Mile rather the MPG. Further I raised the point that fuel cost per mile was a more meaningful measure and made comparisons between conventional, hybrid and EV more relevant. With gasoline and diesel fuel near $4.00 per gallon it is worthwhile to expand.

A second point is that since I wrote the blog about 2+ years ago, I have made it a practice to reset my TRIP odometer when I refill the gasoline tank. At that refill time I note the miles recorded and using the ticket from the filling I can now get reminded how the fuel cost impacts the (cents/mile) fuel cost. This is becoming pretty astonishing and I mean OUCH.

SOME EXAMPLES---- Consider my Mercury Sable Station Wagon. On LOCAL driving it makes about 18 mpg which converts (4.00/18) =22 cents/mile. Next let’s consider a new generation PRIUS which yields about 52 mpg. This computes (4.00/52)=7.7 cents/gallon. BIG difference.

BUT now let’s consider say a Nissan Leaf. Here on LI we have the highest electric utility rates in the US exceeded only by Hawaii and a county in Alaska. The Leaf has a 24 kWh battery and delivers 75 miles on a useable charge. This converts into (24 x .220/ 75=.07 cents/mile. Now however if you are upstate NY the kWh cost is 14 cents/kWh hence for the Leaf the per mile cost becomes (24 x .14/75)= 4.5 cents/mile. Shocking!! BTW over the continental US electric cost per kWh ranges from 6 cents to 14 cents.

BUT in no small part, I believe, this explains why by the end of 2013 there will be no less than 11 EV only model cars sold in the US. This will include 2 by Ford, the VOLT and one other by GM, Toyota, Honda, and Mitsubishi plus others.

INTERESTING---

CONTINUATION OF VOLT WOES--Carl Schwab

 In January, in a LICN blog I posed the question, "How will GM be able to compete the VOLT against the PRIUS and make a profit?"

Articles appeared in WSJ at the end of February and beginning of March hinting at what GM is thinking (?) about how to sell the VOLT? Simply it appears the GM (Chevrolet) is NOT going to try to compete against the Toyota PRIUS, BUT rather re-casting the VOLT as an electric car with extended range i.e. playing with words.

Now the government had given GM a clean bill of health regarding the 3 instances of VOLT battery fires and certified that the VOLT was as SAFE as any car. This seems in the agreement with Obama's pronouncements that the VOLT is the car he wants to own when he leaves office<G>.

MORE GM VOLT PROBLEMS----Carl Schwab

Only about a month ago I wrote a blog about the trials and tribulation that GM (actually Chevrolet) were experiencing selling VOLT at a profitable price. I mentioned that Congress had threatened to “help them” with advice. In the last few days articles have appeared in WSJ claiming that Congress is now giving GM and NHTSA a clean bill of health and backing the VOLT as a safe vehicle to buy and drive. Also coincidentally Obama is alluding to the bailout of GM as saving many, many jobs. (Writer’s comment, “ This thing begins to have an odor about it.”) The writer happens to know a VOLT owner who says he has had a lot of correspondence from GM regards changes necessary to meet California emissions standards. Generally he likes the car BUT, he got his at a price slightly less than the price he could have gotten a PRIUS---i.e. DEEP discount. 

MORE VOLT BATTERY FIRE INFO---Carl Schwab

This blog could be entitled, ”VOLT—Designed By The Gang That Couldn’t Shoot Straight”. About 2-3 months ago I wrote a blog about a battery pack fire in a VOLT that had been side-impact tested at an NHTSA test site. More time has passed and now it appears that Congress wants to step in and second-guess both GM and NHTSA. 

Independent (selected by Congress) investigators are now questioning the physical pack configuration and questioning the methods of pack cooling. Another idea pushed by Congress is that after a crash the energy left in the pack should be discharged automatically. In other words you can’t store a partially charged pack. (It is really hard to keep a straight face on some of this). All these ordered “fixes” are estimated to cost between $2000 and $4500 per car to install.