To push that HEV at 60 mph, the power is about: (33 KWh/gal) x (60 mph) x (27% gas-to-wheel efficiency) / (60 mpg) = 8.9 KW (about 11.9 hp). But the power used to move the BEV is roughly: (250 Wh/mile at the battery) x (60 mph) x (85% battery-to-wheel efficiency) = 12.75 KW (about 17 hp). Clearly the power required to push this HEV at 60 mph is only 70% of the power required by the 250 Wh/mile BEV.

The BEV in your example is either much larger or much less aerodynamic than the HEV in your example. Thus it isn’t really a fair comparison of drive trains.

For a fair comparison, the energy consumption of a comparable BEV would only be: (8.9 KW) / [(85% battery-to-wheel efficiency) x (60 mph)] = 175 Wh/mile of battery energy.

If you look at the CO2 for the two vehicles, using your numbers for grid and gas CO2 intensity, the BEV is (175 Wh/mile) x (1.34 lb CO2/KWh) / (85% plug-to-battery charging efficiency) = 0.276 lb CO2 per mile. The HEV is (20 lb CO2/gal) / (60 mpg) = 0.333 lb CO2 per mile, which is still 1.2 times the emissions of the BEV. (I’m also not completely sure about the 20 lb CO2/gal number for well-to-tank gasoline, but I haven’t had time to research it.)

Anyway, when comparing BEV, ICE, and HEV drive trains, we need to make sure we’re just comparing drive trains. The vehicles being compared must have similar aerodynamic drag and rolling resistance for a fair drive train comparison.
Posted by: Steve Ward

I ignored the battery-temperature efficiency. It is definitely a factor in places where it is cold, but for the tens of millions of Americans who live in places that almost never see freezing temperatures, that isn’t really an issue at any time of the year. You’re in the same temperature situation in the Bahamas. (Overheating in hot weather may be an issue for some battery types though). I think it would take years to build EV’s for all those warm-region drivers, and by then there is a pretty good chance that developments in temperature-insensitive energy storage which are currently in the prototype stage will have entered mass production. If not, at least the warm-region drivers will have usable EV’s.

I used 85% for battery-to-wheel efficiency, which I think is fair and is in the range you stated. After all that the HEV is still roughly 1.2 times the CO2 emissions of the comparable BEV per mile. That’s just my rough estimate though.

If GM decides to make the Volt this will all become a moot point because for commuting it is pretty much an EV.
Posted by: Steve Ward

http://www.evworld.com/blogs/index.cfm?page=blogentry&authorid=12&blogid=143&archive=1

They concluded that even if the grid was primarily coal, the RAV4-EV would be responsible for at least 55% less CO2 than the RAV4 ICE. For the average US grid mix of 50% coal and 3% oil, the CO2 reduction would be correspondingly larger.

The other main difference between the vehicles was the EV’s much higher price, as has been extensively noted in other comments. It appears only mass production can change that.

All of this is, of course, the kind of hair-splitting discussion that makes cyclists and pedestrians laugh.
Posted by: Steve Ward

Rising gasoline prices are sparking high interest in electric cars, electric scooters, and electric bicycles.

The economics of oil is becoming a burning issue for average consumers. When you look at the cost of plugging in versus pumping gas, it makes a lot of sense to Go Electric. Gas-powered cars use about 12 cents worth of fuel for every mile, whereas electric cars use only 3 cents worth. That means an electric car can travel four times as far as a gasoline car for the same money. Other vehicles, like electric bicycles, use about a penny's worth of energy for every five miles and achieve an average fuel efficiency of more than 1,000 miles per gallon.

Driving an electric car is not only good for saving money on transportation costs, but it's also good for the environment. Electric cars emit 98 percent less pollution than gas cars, even after accounting for power plant emissions. Energy efficient Electric Vehicles can help reduce greenhouse gas emissions, which scientists argue are contributing to global warming and climate changes. Driving an electric car is a new experience that you have to try to understand. Once people add an electric car to their lifestyle, most prefer to use the electric car in preference to the gas car.

A Green Car Institute study of electric car use in California shows that when given the choice between an electric car and a conventional one, owners chose the electric 90 percent of the time. The cars can be plugged into a regular 110-volt outlet to be recharged. Think of it this way: You can charge up overnight, same as you do with your cell phone. HOW EASY IS THAT?!!

CONVERT YOUR GAS CAR TODAY INTO AN EV COMMUTER CAR>>

There had been reports that Phoenix Motorcar placed a $750,000 order for Altair NanoSafe batteries. But that is only for the first 10 battery packs? Pretty pricey.

Very interesting report, Bill. My skepticism about Altair's technology has been muted somewhat, hearing about what Phoenix, Boshart, and Altair have done together over the past year or so. But I still have to say that I don't think making the anode out of nano-structured lithium titanate does all the wonderful things they say it does.

Hope I'm wrong, and that they do have success, battery and all.
Posted by: paul peterson

Re the $55k AC Propulsion conversion - if we are talking about the same AC Propulsion parts, are we talking about buying supercar parts/performance for only $55k? If so, that sounds like bargain (but still unaffordable for most folks). We would be converting our ICE grocery-getter to a BEV Ferrari-beater, so gas savings/payback hardly seems relevant.
Posted by: Wesley Leong

Also, if I understand it correctly, the 480 volt fast charging system (for 10 minute recharge) is intended for industrial customers, where that voltage and the 250 KW of electric power drawn by the charger are available. I suppose the cost of such a re-charging station might be similar to the cost of a gasoline refueling station for a company’s fleet of ICE vehicles.

I think the Phoenix can also be charged with ordinary household voltages and currents, which would require the multi-hour charging times we’re more accustomed to.

I agree the two charging systems can confuse some observers, who might end up thinking fast charging is available to home users. But once the vehicle has been in fleet use for a while and everyone gets used to the concept, those misconceptions should clear themselves up.
Posted by: Steve Ward