The Core

Unless they get very very cheap, I don’t see people wanting a 932-mile battery for a normal passenger car.

Even if the cost per aH is half of what it is now, it still makes more sense for most people to buy a car with a 300-mile (Bay Area, L.A.) or 450-mile (Montana, Nevada) battery and, if they are truly going to go more than 400 miles without being able to charge, rent a gas car or, possibly, an extra battery that goes on a trailer.

Our recent trip took us down the so-called “loneliest highway in America,” with as much as 163 miles between gas stations, but we passed multiple fast chargers in those 763 miles from our house to Moab.

I would say our trip would have taken an extra day each way in an EV (very happy with the PHEV choice), but with 450-mile range, an EV would be no problem, and by the time this tech is available, there will be a few more fast chargers along that route I’m sure.

So I think the 932 is just PR that assumes they will continue to carry around 1000 pounds of battery, which I just don’t see, especially since shaving off 500 pounds has outsized benefits in hilly terrain where range takes a huge hit, just as it does in a gas car.

>secure

Darn right.  I remember driving through either Wyoming or Montana and seeing those signs "Next gas stop 90 miles."  You better believe I double checked the gas gauge. (Especially after seeing all the dead snakes on the shoulder of the Interstate, this was not a stretch of road to run out of gas on.)

Also, it's 932 miles under what conditions: hills, mountains, A/C blasting, sub-zero temps, sub-woofers sucking up the amps?  Also, what about vehicles, like Jeeps, with the aerodynamics of a brick wall?  I'd rather have a 932 mile battery in a Jeep and get realistically a 400 mile range than a 300 mile battery and have it conk out going to the dollar store.