Long-time readers will know that DbC contends that so-called “electric vehicles” are, in both design and effect, haloware — loss-leader products promulgated by the sellers of pickups and SUVs as a way of staving off democratic contemplation of the suicidal idiocy of using automobiles for everyday locomotion.
The proof is in the pudding here. As Zeke Hausfather reports:
Despite record sales of electric vehicle in the US – the total number just hit the 1m mark – there are nearly 12m more cars with internal combustion engines in the country than there were in 2008.
This, of course, is exactly the intended pattern. A tenth of the population drives around flattering itself for its Tesla or Leaf, while the rest keep buying trucks.
And this is just the half of it, since “EVs” are actually 80% natural gas, coal, and nuclear cars.
Sing it UB40…
DbC argues that so-called electric vehicles, which in fact are 83% methane/coal/nuclear cars, are loss-leading haloware, rather than a serious response to anthropogenic ecocide.
Here is some evidence pertinent to assessing this thesis, from today’s edition of Automotive News:
Ford said [via a report by its CEO] it’s reallocating $7 billion of capital from cars to light trucks.
Meanwhile, “electric” vehicles now constitute a whopping 0.9% of total U.S. sales of new automobiles.
Such are the wages of BAU and McKibbenite green naivete/denial about capitalism.
Meanwhile, for a laugh, note the title of Ford’s CEO’s talk: Topic: “Technology and Human Promise”
Our grandchildren, should they somehow retain print literacy, will undoubtedly be disgusted with our stupidity in the face of the preposterous wishful thinking about “electric” automobiles that was used as such obvious haloware in our time.
Meanwhile, per Automotive News, there’s this, the real driving plan behind the “electric” trickery:
In the first half of 2017, light trucks accounted for 63.1 percent of U.S. [auto] sales.
More evidence that so-called “EVs” are, in fact, haloware: The car corporations have thrown a successful tizzy-fit against an actual sales mandate in China. Per Reuters:
China agreed to delay an 8 percent quota for electric and hybrid vehicles by a year until 2019, an auto industry source said on Friday, in a major concession for German carmakers seeking to expand in the world’s largest auto market.
In a draft in September, Chinese policymakers proposed that 8 percent of automakers’ sales be battery-electric or plug-in hybrid vehicles by 2018, sparking protests from domestic and international carmakers.
After a meeting with German Chancellor Angela Merkel in Berlin on Thursday, Chinese Premier Li Keqiang said a “solution” for implementing the quotas had been found, though he gave no details.
As part of a compromise deal, German carmakers who fail to fulfill the quota in the near term will be able to offset penalties by ramping up electric vehicle deliveries at a later date, the industry source said.
Gosh, I thought these folks were just dying to bring us all the very best in transportation technology…
Meanwhile, the report does contain one piece of stone-cold fact:
Maintaining and extending its current strong position in China is crucial for Germany’s auto industry, led by Volkswagen, Daimler, and BMW, and its broader economy.
First, this schmaltz:
Second, this fact:
It is counterproductive to promote EVs in regions where electricity is produced from oil, coal, and lignite combustion.
One might add nuclear there, too, given things like Fukushima.
In any event, here’s the U.S. electricity profile.
This week brings the 2014 World Congress on Intelligent Transport Systems. The “intelligent systems” in question? Cars!
Meanwhile, as they try ever more elaborate tricks to perpetuate the suicidal but necessary-to-capitalists cars-first transportation order of the United States, the challenges and costs are predictably piling up.
As reported by Automotive News, here’s what they’re learning — and like Captain Renault, they are shocked — about the realities of robot cars:
Stepper said once the technology is perfected, proving that it works perfectly and safely in every driving situation will be a massive challenge. Said Stepper: “The validation will have to be that your system will not have one single failure.”
Dellenback compared the cost of developing the software to control self-driving cars to that of writing software for a manned space flight.
He said, “The cost of each line of software is incredible.”
Oh, yes, there’s this, too: Robot cars don’t work in the rain or snow!
Actual use of Tesla’s $90,000 jalopy has apparently changed Consumer Reports‘ views. Per Automotive News:
Consumer Reports, which last year gave top marks to electric carmaker Tesla Motors Inc.’s Model S sedan, now says the car it owns has had “more than its share of problems.”
Consumer Reports, which anonymously buys the vehicles it tests from auto dealerships, said Monday the Model S it owns now has traveled nearly 16,000 miles. Its 2013 Model S was purchased for $89,650 in January of that year.
“Just before the car went in for its annual service, at a little over 12,000 miles, the center screen went blank, eliminating access to just about every function of the car,” the magazine said in its statement.
Tesla fixed the issues on the magazine’s Model S under warranty. The repairs included a “hard reset” to restore the car’s functions after its center screen went blank and problems with the automatic retracting door handles, which were occasionally reluctant to emerge.
CR isn’t the only one:
The issues highlighted by Consumer Reports follow a report by Edmunds.com, an automotive data and pricing company in Santa Monica, Calif. It reported problems last month with its Model S that included replacing the main battery pack after incidents in which the car stalled; a frozen touchscreen; a creaky steering wheel and difficulties opening the car’s sunroof.
As always, Elon Musk responds to these reports like the petulant six-year-old who just broke the family lamp:
Tesla CEO Elon Musk said last month the company continues to review customer reports to ensure all known flaws with the car are fixed.
“We definitely had some quality issues in the beginning for the early serial number cars, because we were just basically figuring out how to make the Model S. I think we’ve addressed almost all of those for current production cars,” Musk told analysts on a July 31 conference call. “Every week I have a product excellence meeting which is a cross-functional group, so we’ve got engineering, service and production and we go over all the issues that customers are reporting with the car and the action items that have to be addressed to get the car ultimately to the platonic ideal of the perfect car.”
Google has announced it is working on a driverless car. As usual, mainstream journalists, always breathless and brainless about “tech” stories, are reporting on the project as if it is somehow a portent of major change in our wildly expensive and unsustainable transportation order. Google co-founder Sergey Brin, naturally, eggs them on, speaking of the project as if it’s somehow “in keeping with our mission of being transformative.”
The reality? As reported by Automotive News, GCars “will be electronically limited to 25 mph and will never go on highways. They will be designed as ‘neighborhood’ vehicles.”
In other words, GCars, if they are ever actually viable, will be GTaxis. As such, they will be taking riders away from existing, driver-employing public transit systems and taxi businesses, as well as further stymieing cyclists and pedestrians in the nation’s most walkable and rideable places.
Not quite transformative, is it?
When Tesla starts its fires, its execs always leap out and issue indignant denials of any inherent problems.
For those keeping track, this is what happens next.