And what about all the illegal old growth being logged in sanctioned areas in bc Canada?

Not really, the FOC software that runs on the inverters is compute heavy and safety critical. It gets its own dedicated controller (they are actually running to cpus in parallel in case one fails) and same with the bms. They talk over can currently in teslas. bms states it’s max charge and discharge current, and everything else listens

For sure, but the economics don’t work out for the earlier Bev battery chemistry’s. The additional cycle where from v2x don’t justify it, getting a power wall just makes more sense in the long run.

But I still agree the option should be there for emergencies

The thing is, Tesla is the only large battery I can put in my house, according to local regulations (I can get solar+battery, but the solar provider terms in my area are garbage, and I can only sell power to local company and get credits for later use. I can't actually store it).

This is a disruption opportunity wasted.

electric drive for off road is definitely superior. I run a ev conversion company, and started with converting an old 4x4. The amount of fidelity of throttle control is insian, not to mention regen makes for great hill decent.

Ev rock crawling is superior in my experience. the aerodynamic factors are not in play so your range is much better as your just doing fine wheel control and regen all day long. It’s really quite something

Not really. Most pack are 96s Chemistry wise the only real major difference for charge profiles is lfp vs standard li-ion.

Pretty much every pack spits cell data out over can, and contains hv contactors.

Projects like https://github.com/dalathegreat/Battery-Emulator

Standardize different pack coms for HV solar inverters.

The big hurdle here is insurance. It’s a regulatory nightmare, nobody wants to spend the money to provide the data that these packs are safe for grid tie. Even though they have the data for vehicle safety…

Taking the Hyundai Ionic 5 as an example you have 3 capacities 58.2kwh, 72.6kwh and 77.4kwh with 114s2p, 180s2p, 192s2p. These have nominal voltages of 523v, 653v and 697v respectively.

Even for the same car it's not trivial to use these all in the same system. It might even make most sense to couple them on the AC side but that would mean a lot of small expensive inverters.

Hmm do you have any reference material stating they are in fact different series groups?

that’s a odd way to do it, generally you just add more cells in each parallel group

Regardless most hv solar inverters are 600v or 800v so all those packs would work fine

I'd assume the plan is not "use pack as is" but to split it into constituent 18650 cells and build a mega-pack. I'm not sure how reliable that would be..

Yeah, even that is tricky. Every different manufacturer has different packaging for the cells. The Nissan Leaf for example uses a pouch style cell rather than 18650 cells. Even if you stick to say Tesla batteries you have to undo the wire bonding and probably spot weld each battery back together, then balance and charge the pack ensuring you don't have any duff cells. It's a lot of work for reclaiming batteries on an industrial scale.

The biggest take I got from my soylent journey was, it’s not Perfect, but better than a lot of what people eat. coke and a bag a chips vs a bottle of soylent? Soylent is going to be a much better take.

These emotional critique articles completely miss that. There obliviously unaware of the state of most peoples diets across the classes.

Nothing beats some green veggies from your garden and some fish you caught with friends, but we don’t all have that luxury

this makes me think of what’s in the waste itself. Is a big pile of steel worse than a few box’s of rare earth elements and toxins?

Here’s the thing: most could make a 25000 electric car…. But to make one people want…. That’s the hard part

I strongly doubt that, tire compound and design plays a huge roll, as well as the driver.

I reckon that simply changing the throttle ramp would have a good effect on tire wear

(I daily drive an ev conversion and have seen this first hand)

No "good driving" beats the laws of physics, the extra weight the batteries have will make that happen faster than an ICE.

Of course, battery tech can improve by becoming lighter, more efficient etc, then my argument would change, but without those improvements, I don't believe in it.

Fast acceleration from instantaneous torque delivery is going to increase the chance of breaking the friction barrier between the ground and the wheels. changing that torque delivery curve is going to have a huge effect on maintaining grip. driving habits absolutely have an effect on tire wear.

And that even depends on the location! panels in Arizona vs in Vancouver island are going wear at different rates!