2016 Premier - Red/brandy w/DC 1, 2, and Nav (built 10/15)
Added: Sport pedals, Illum chg port, all weather mats, sill plates, Cruze spare tire...
Its not just a question of high use. Think about it. A 150kw battery for a heavy duty truck/SUV would take ~24 hours to full charge on present 7.2kw L2 chargers. Even a 25KW DCFC would take ~ 6 hours to full charge.
6 hours is plenty for "overnight". But most "heavy duty" trucks (in quotes because DOT says they're still light trucks) drive even few miles on average per year than cars do. And we know how little that is because that's what Volts are scoped to handle.Its not just a question of high use. Think about it. A 150kw battery for a heavy duty truck/SUV would take ~24 hours to full charge on present 7.2kw L2 chargers. Even a 25KW DCFC would take ~ 6 hours to full charge.
2012 Standard w/ Navigation
A pickup truck will not need a 150kWh battery.
An easy estimate would be to compare focus vs focus EV - the car is basically unchanged except battery shoehorned in vs purpose built products like i3 and Bolt that have no real comparator.
Using EPA combined values:
29MPG focus = 115mi/30kWh BEV
Guzzling 5.0L F150 = 16 MPG
1.8125x more energy required to drive the F150 than the focus = 54.4kWh, lets say 60kWh.
So your 150kWh battery would be more miles than a Bolt, which is already well above what any one person would do in a day to require home charging to full every night in 8h.
Any long distance travel would be at a commercial DCFC station, again negating the need to have one at home.
You size the charging to your charging needs, not to be able to refill your entire battery in one night that might happen once in a blue moon.
I could have a 150kWh battery and still use my LCS-25 happily every day, even if I drained it to empty one night. By morning I'd have more than enough juice to get me to work and back several times over. My battery would slowly fill each night I charge it with excess. I have no need to be topped up to max in one night, and 99% of the world doesn't either.
Year 1: 8101km | 97.5% EV | 6.0 L/100km CS-only
35.1L burned | 1.5L EMM, 22.6L wasted (16.6 ERDTT, 6 dealer)
Year 2: 9277 km | 92.5% EV | 5.0 L/100km CS-only
29.6L burned | 0.5L EMM
Combined EV%: 95%
-Triple-honk when exiting the vehicle (purposefully left on) - possible workaround Hidden Content
Extremely cold and can only use engine?
All good points. We will have to see how it shakes out. Just don't dismiss Residential DCFC out of hand is all I'm saying....
WRT the 150kw battery [not kwh btw ] I'm thinking more in terms of towing and the work loads I put my Tundra through on a weekly basis. You know the need and more important the upsell desire is going to be there.
Just wanted to add IF DCFC from a home battery to an EV ever becomes a thing, the capacity of the home battery does not need to be the same or greater than the EV battery.
For example if you have a 60kWh battery EV you could still DCFC it from a home 10, 15, or 20kWh storage battery to quickly regain some miles.
2014 Crystal Red, Pebble Beige