New EV worries

[E90400K]

I'm not sure I agree, but to each their own.

Because tariffs are big news in the media since the current administration took interest in leveling the playing field it is difficult to get the historical information on import tariffs prior to 2024. As I member it, the US tariffs on imported automobiles was generally 2.5%, with the exception of pickups protected by a 25% tariff. IIRC also China's import tariffs on foreign cars in general was 25% prior to 2024.

Yet also, China has numerous business restrictions on foreign corporations selling cars in China. Excerpts below from an April 18, 2018 NPR article summarize the restrictions well.

"For decades, China has been one of the most difficult places to sell a car, and one of the most lucrative.

Nearly 29 million vehicles were sold in China in 2017, according to the China Association of Automobile Manufacturers. That's 11 million more than what sold in the U.S. last year, according to Wards, an auto data tracking firm.

This week, Chinese officials announced they're planning to relax some rules specifically for electric cars.

Here are some of the barriers that makes selling a car in China problematic.

1. The 50/50 rule
To sell a car in China, companies everyone knows, like Toyota and Volkswagen, have to partner up with Chinese automakers. This means they have to share the cost of owning the plant, the cost of labor and in the profits from the sales. These automakers that are foreign to China cannot own more than 50 percent of a Chinese automaker. China created the policy in the early 1990s to help Chinese companies gain expertise from more technically advanced car companies. China says it will lift its restrictions on new cars that use new kinds of fuels, such as hydrogen, immediately, and electric cars by 2022.

2. Company secrets at risk
American and European automakers that team up with these Chinese carmakers have expressed concern over their intellectual property rights. Carmakers fear that their Chinese partners will steal their trade secrets, especially when it comes to advanced technology such as self-driving cars."

Not really a "to each their own" situation. My position is based on facts.

 

[fuzzyweis]

For the 12v accessory battery, probably the same, maybe a little better as EVs don't need 'cranking amps'. For the traction battery, should be a non-issue.

Early EVs, especially Nissan Leafs had terrible battery management and degraded horribly, especially in the hot environments they were initially sold in(CA, AZ) Once car makes started putting better battery management, cooling/heating/balancing, in the EVs they had much less degredation.

As a general rule though, if they use the nickel manganese cobalt(NMC) chemistry as stated, don't charge to 100% unless you're going on a long trip, generally 80-90% is recommended, and it should be able to be adjusted as most modern EVs have this now. If they go with Lithium Iron(F) Phosphate(LFP) then charging to 100% is less of an issue.

As a fer instance, before it got a new one from a recall, my Chevy Bolt was still getting over 200 miles on it's first NMC battery at 6 years and 80K miles. Those were made by LG Chem which are probably fairly similar to the ones being provided by SK Group to the Slate. I think LFP would be better as they're more sturdy and can be made cheaper, but the first production run is probably already committed to NMC.

-Jim