How the ecar revolution ran out of juice The Globe and Mail

24 мая 2014 | Author: | Комментарии к записи How the ecar revolution ran out of juice The Globe and Mail отключены
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The revolution was supposed to be a sort of Project for Europe, creating of thousands of new jobs devoted to development, from creating batteries to charging systems could draw their from solar or wind Emitting less carbon the environment was the other big attraction, Europe takes climate more seriously than the and Canadians. To be sure, e-cars are not The electricity to recharge the batteries comes from dirty or natural gas-fired, plants.

But an construction-to-scrapyard cycle is certainly carbon-intensive than that of a internal combustion car.

Various governments threw at e-cars (or e-mobility, to use the bureaucrats’ jargon) and set outlandish targets for sales. In their utopian, vision, millions of silent, vehicles would fill the and gasoline- and diesel-powered cars politely go to rust heaven. Up OPEC.

Now those very countries are rolling back or e-car purchase subsidies and development loans and grants quietly scaling back use targets. In 2011, German Angela Merkel said she to see 1 million e-cars on the road by In early last month, she the goal was impossible and the figure down to 600,000.

Even that may be ambitious.

to Germany’s Spiegel Online, are fewer 5,000 battery-powered in Germany, a country normally with green-tinged technology. penetration in the rest of the world is negligible. In China, they’re

China produced 18.5 cars and commercial vehicles year of which a mere were electric vehicles and hybrids, according to The Australian In the United States, 18,000 and plug-in hybrids were last year.

Hybrid like the Toyota Prius, combine a gasoline engine batteries, are the one bright spot on the spectrum. More than 2 Priuses have been

E-cars have already the classic example of “push” policy gone wrong. and some car makers, notably were pushing a technology the market that was not ready for time. The cars were are) way too expensive, the infrastructure – and rural recharging stations – non-existent and the battery technology, improving, was not good enough to “range anxiety.” The best have a range of about 100 though the marketing bumpf make you believe it’s If you own an iPhone and your battery is dead just as you have to a crucial hunk of data or an e-mail to an impatient boss, you get the

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Except e-car batteries can go in the middle of winter in the middle of

The trickle of e-car sales is all the unimpressive when you consider the loot flung at the industry. has funnelled about €500-million into e-mobility promotion and of billions into subsidies for and wind energy that, could have powered the bumper-to-bumper fleet of battery-powered In the United States, obscene of money, probably $5-billion or more, has been thrown at and e-car development and to three makers – Nissan, Tesla and – to establish e-car production

To be sure, e-cars have potential. But until breakthroughs are on costs and batteries, and charging become extensive, they remain ultra-fringe products. The one battery car that may buck the is the tiny new Renault Twizy, a two-seater that is a cross a scooter and a car.

It is not outrageously expensive (partly you have to rent the battery), is enough to thread its way through like a motorcycle and is light to have decent range and

The e-car disappointment shows the of trying to pick a winning that is, foisting a technology on that don’t want, need or can’t afford it. was a better way, one that was Governments instead could seriously tightened up fuel and carbon-dioxide emissions standards and the would have sorted out technologies and fuels would been best suited to that goal. Fuels as natural gas and ultra-efficient diesel have competed with cells, hybrids and battery-only or an entirely new propulsion system.

The internal combustion engine be around for a long, long and that’s not entirely the car makers’

E-Car GD04B Electric Cars
E-Car GD04B Electric Cars
E-Car GD04B Electric Cars
E-Car GD04B Electric Cars

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