GM released a webpage with a lot of details and information on their Ultium batteries.
That's just Lordstown. They have other battery manufacturing facilities plus access to even more (particularly for the Chinese market).30 GWH is capacity. Divide that by 75kwh, the size of a typical model 3 battery, and you get 400,000 cars.
I doubt GM will have 400,000 cars worth of production ready in 5 years, but I’d be pleasantly surprised if they did.
A friend who worked as an aerospace engineer for Boeing and Raytheon stated that he and his coworkers were well aware that GM had some of the best engineers and engineering in the auto industry. The only question for them was whether that class-leading engineering would make it into actual cars and trucks.I am old enough to remember when GM was saying that monocoque/unibody chassis construction was crap...because they used obsolete ladder frame construction after the war, and hadn't caught up.
Yes, that's what I was thinking. The terms "initially" and "large-format" seem to indicate that other, smaller formats will come later. I think the 100 Ah cells are specifically for the Hummer EV and Cadillac EVs.OK.. I thought about this a bit more. You guys may be right. But what that would mean is that they will not be building any new Bolt sized cars for now. They said they will be doing 100 kWh cells "initially", and they also said "most" of their vehicles will have 400 volt packs. This suggests they first vehicles will be 96s2p, 80 kWh, and/or 96s3p, 120 kWh. This makes perfect sense for SUVs, and pickup trucks.
I am really glad we got the Bolt while we could. Unless they have way surpassed Tesla for the energy density, they will not be fitting an 80 kWh pack into a Bolt.
That's not the sentiment I see on a number of Tesla owner groups. There's still a lot of room for improvement to the Supercharger Network beyond just opening it to non-Tesla owners. For obvious reasons, I don't do site reviews for Tesla Supercharger sites, but if I did, most of the sites wouldn't score particularly well compared to the best public charging sites.There's speculation that Tesla's new hire from Apple may be to expand the experience to the non-Tesla crowd since there's really not much to improve on for us.
Last I checked, 350 kW is faster than 250 kW. Any questions about the 350 kW chargers in that regarded should be well and thoroughly answered by the Porsche Taycan's 270 kW peak, actual charging rate with a 10% charging speed boost slated for the next generation Taycan at the least, if it's not also provided as an OTA update for current Taycan owners. These same 350 kW chargers will likely be upgraded to 500 kW in the near future, but we're just talking about right now.How is the public charging infrastructure faster? Tesla's max out at 250 which is what the V3 is. Even the V2's are 150kW. It does seem reasonable though that it's a precursor to CCS compatibility for Tesla's.
You're straw manning again. I said "the best public chargers." I'm not necessarily referring to Electrify America when I say that, and I'm specifically referring to sites, not networks. EVgo and Recargo have both installed charging sites that are capable and compelling even by Tesla Supercharger standards with the added benefit that they are open and available to all EV owners. Though I haven't been able to check them out personally, Francis Solar is doing great work out in Oklahoma as well.Curious that you find the existing EA network better than the Supercharger Network. Baffling.
Yes, he's been a great resource. Unfortunately, with the way things are right now, he might not be back at the school for a while. It's unfortunate, too, because his content is great for distance learning.I really need to apologize to Professor John Kelly as far as my remarks about EV content on YouTube. He has really done an outstanding job of tearing down various EV's and his videos seem quite accurate. He did a very professional job with the Bolt EV. I was amazed that he was able to obtain various special tools from Chevrolet to support his teardown. This stuff is supposed to be available to everyone but it was pleasant to see none the less.
Professor John Kelly
I really hope he publishes more.
Nope, I mean focusing on Dave's negative experiences to prove your point rather than looking at EV owner experiences as a whole. I try to avoid that by focusing on my own experiences, so I shy away from picking and choosing which story matches a particular narrative.I don't think Dave's experiences are cherry picking but you can debate that with him. To be fair to his comment, it seems as though the Taycan was just as much at fault as the EA network.
Yes, because I haven't ignored those improvements as they've happened. Whether it be Electrify America's changing their fee structure, providing an app to bypass an issue-prone Nayax payment reader, reassessing their fee structure for Hyundai and KIA owners, etc., or EVgo's upgrading to higher power chargers, retrofitting older charging sites to have multiple dual-standard chargers, and changing their session time limits to account for larger battery EVs.Regardless, you've been singing this tune about the "improving" experience for 2 years now.
Who? Ben Sullins? Fred Lambert? I see a number of EV "news" sites making that comparison, over, and over, and over again. Unfortunately, most are disingenuous about how they do so (e.g., comparing Tesla's global Supercharger Network count to individual national and regional public charging networks).There is only one person on the planet that feels the EA/public charging infrastructure is even worthy of comparison to the Supercharger network.