Ford Mustang Mach-E GT vs. Tesla Model Y Performance: The Future Is Lookin' Fun and Fast
Ford revealed the Mustang Mach-E in both form and, most important, name on a chilly California evening at an event held at the Hawthorne Municipal Airport in November 2019. The announcement was met, as one might expect, with mixed reaction. How could the Mustang—a gasoline-fired, V-8-packin', two-door pony car icon—suddenly be a four-door electric crossover SUV? Not only was that happening, but it would, Ford said, target Tesla's Model Y, which was designed literally next door.
Although details were scarce at the time, Ford promised the Mach-E lineup would include a performance-oriented GT model to take the fight to the Model Y Performance. Which leads us directly to now and the execution of MotorTrend's first-ever comparison test of performance-oriented electric SUVs.
Earlier this year we paired the Tesla Model Y against the Ford Mustang Mach-E, evaluating their driving characteristics, interior space, technology, charging times, infrastructure, and more. The Model Y took home the gold, but we acknowledged the Mach-E has much to recommend it. For this performance-oriented showdown, we focused on the same items but paid additional attention to the vehicles' handling and how fun to drive they are. As performance SUVs, the Model Y and Mach-E were built to deliver thrills and to be more emphatic and enthusiastic behind the wheel.
As you can expect, our Model Y and Mach-E test cars are closely aligned in terms of performance and price. Both share the same basic setup of a single front and a single rear electric motor, single-speed automatic transmission, and all-wheel drive. The Model Y Performance pumps out 456 horsepower and 497 lb-ft of torque from its dual-motor setup, while our Ford Mustang Mach-E GT makes 480 horsepower and 634 lb-ft, the latter number making it the torquiest Mustang of all. The Mustang's 260-mile range is shorter than the Tesla's 303 miles, but both should be enough for most buyers.
At $69,800, the Ford is not inexpensive. Its starting price is just over $60K, but our vehicle came equipped with a plethora of options, including a $5,000 GT Performance Edition package that adds magnetic dampers, a torque increase from 600 lb-ft, 20-inch wheels with summer tires, and a few other bits. Our Model Y Performance checked out at $66,190, with the only option being its $1,000 Deep Blue Metallic paint.
Mach-E GT vs. Model Y Performance: Behind the Wheel
Although the Mach-E has more muscle, the Model Y is faster in a straight line. It was close, though: The Ford hit 60 mph in 3.6 seconds, while the Tesla did it in 3.5 seconds. The delta was a bit more in the quarter mile, where the Mach-E crossed the line in 12.6 seconds at 100.6 mph and the Model Y in 12 seconds flat at 114.7 mph.
The differences between the two were more evident on public roads. Using our Of The Year Loop that covers mountain roads, city streets, and highways, the Model Y felt considerably more eager. Smash its accelerator, and the Model Y Performance absolutely rockets away without any hesitation, never letting up until you do. And its quick, talkative steering means placing it precisely where you want in corners is a snap, with its responsive accelerator pedal making it similarly easy to rotate the nose. And the pinpoint primary controls and the way it piles on speed make highway passes more fun than they have a right to be.
The Mach-E doesn't quite have the lightswitch acceleration of the Tesla; it doesn't deliver full power right off the bat, but it's no turtle, either. Indeed, once on the roll, the Ford feels fairly tireless until about 80 mph, when power delivery is significantly reduced. Alan Lau, MotorTrend road test analyst, also noticed the power bar in the instrument cluster drops noticeably when reaching this speed and that the Mach-E struggled to reach 120 mph at the test track. Even given how impressive the Tesla is, the Mach-E takes the lead when it comes to handling—with a caveat. The Ford is extremely well balanced, but occasionally it responds differently to driving into the exact same corner the exact same way, with either under- or oversteer, lacking the predictability we prefer in something we're going to drive hard. And the fact that a performance SUV that has 480 hp and 630 lb-ft fails to deliver consistent rip-snorting acceleration is disappointing.
Between the two, the Mach-E GT rides with more refinement, offering a cushier experience and passing less of a given impact to occupants over broken pavement or, say, railroad crossings. Even when driving hard on twisty roads, the Ford is more settled and composed, with better control of its wheel and body motions. The Tesla is by no means unrefined or a poor handler—quite the opposite—it's just that the Ford is slightly ahead in these areas.
Both SUVs come with drive modes that tailor the driving experience. But the Mach-E only allows the driver to shift between full modes—Whisper (eco), Engage (normal), and Unbridled (sport)—whereas the Tesla driver can individually alter its acceleration, steering, and braking settings. Acceleration choices are limited to Chill and Sport, but drivers can choose between Comfort, Standard, and Sport for the steering, and Creep, Roll, and Hold for the brakes in the Model Y. Since the Tesla allows the driver to mix and match as desired, there's likely a just-right setting for everyone.
As with its suspension, the Mach-E's brakes feel stronger and more tuned for serious driving. Our Mach-E stopped from 0 to 60 mph in 105 feet compared to 113 feet in the Tesla. Those numbers might be close, but in real life they can make a big difference. During our road loop, the Ford felt like it had more grip and allowed us to brake later when approaching a corner.
But it was the stronger, relentless acceleration of the Model Y, as well as the Tesla's consistency and predictability in its handling characteristics that made it our choice to drive on this day. We'd never turn down more miles in a Mach-E GT, of course, and further fine-tuning of its software and chassis hardware ought to make it truly special in the future.
Mach-E GT vs. Model Y Performance: Charging Times
Although most EV buyers will have access to their own charger at home, how long it takes for a vehicle to refill its battery pack is an important consideration when owning an electric car. During our own experience at public charging stations, the Tesla charged faster than the Mach-E.
The Ford allows a peak rate of 150 kW—pretty good considering you can add about 150 miles of range in 30 minutes. Using a 350 kW Electrify America fast charger, we went from 15 to 80 percent charge in 41 minutes. However, once the battery got to 80 percent, the charge rate dropped to just 13 kW, or about the rate of a Level 2 charger, meaning it dramatically increased the time needed to fill up.
The Model Y, on the other hand, can charge at a peak rate of 250 kW, but we had mixed experiences at Supercharger stations. On the way home, we stopped at a busy Mojave Supercharger, with our Model Y taking 50 minutes to charge from 30 to 80 percent; we were only getting a 48-kW rate. At a less busy Supercharger station, however, the Model Y needed just 15 minutes to go from 28 to 65 percent, charging at a steady 190 kW. Like the Mach-E, the Tesla's charge rate dropped once the battery reached an 80 percent charge, but it stayed around 60 kW.
Mach-E GT vs. Model Y Performance: Value
Although Tesla seems to increase the Model Y's price every other week, a short list of options helps keep the SUV's price down slightly compared to the Mach-E, especially when the Ford is loaded up. While $66,190 isn't exactly attainable, there is good value in terms of performance, overall excellence, and technology. In the ICE realm, the closest competitor, a comparably equipped Porsche Macan GTS, costs more and is slower than the Model Y Performance.
The Mach-E GT is a bit more expensive than the Tesla, but the premium only gets you slight edges in ride, handling, and braking, so those might need to be your priorities if choosing the Ford. Its interior design is handsome enough but isn't as modern or as crisp as the Tesla's, although it does come with technologies like Apple CarPlay and Android Auto that are simple and easy to use. The Ford's build quality also feels superior to the Model Y's, and its sports seats are supportive and appropriate for a performance-oriented SUV.
Given that the as-tested costs, being just $3,610 apart, might as well be identical in this price range, and that both are stellar performers overall, the Tesla feels ever so much more worth the money thanks to an interior experience that feels more modern.
Mach-E GT vs. Model Y Performance: The Verdict
We expected this comparison test to be a close call—and it was. Both the Mach-E GT and Model Y Performance offer joyful, satisfying driving experiences. These versions of their makers' entry (or only) electric SUVs were developed to please enthusiasts, and more than anything they show how fun EVs can be.
But as in our comparison test of the mainstream models, the Tesla comes out on top here. Yes, the Mach-E rides and handles better, and its braking is superb, but the Tesla is the better all-around choice. It gets going incredibly quickly, has no qualms about reaching speed, charges at a faster rate, feels more premium, and it drives very nearly as well on a twisty road.
The Mach-E GT is Ford's first attempt at making a performance-oriented electric SUV, and it's hugely impressive. There are some rough edges to sand down, but it updates an icon for a new age and certainly puts Tesla on notice. But for now, the newer brand on the block remains on top.
2nd Place: Ford Mustang Mach-E GT
Pros:
- Handsome styling
- Superb ride and handling
- Grabby brakes
Cons:
- High-speed limitations
- Elevated Price
- Longer charging time
1st Place: Tesla Model Y Performance
Pros:
- Quick accelerations
- Fast charging
- Futuristic interior
Cons:
- Ride is a bit harsh
- Interior quality could improve
- Range is misleading
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kia ev6 Full OverviewAround 2012 a certain upstart electric automaker out of California you might have heard of really started to show car buyers the myriad perks of engineless driving. Kia says its top brass took notice, foresaw change, and that same year commanded its ranks to pivot toward electrification. Initial products of that effort, the Niro and Soul EVs, highlighted the challenges of creating electric cars with fewer compromises than compelling factors. Neither left Tesla looking over its shoulder for Kia, but neither did Kia give up trying to create a standout EV. The EV6 is the result of that decade-long push.Launching alongside the Hyundai Ioniq 5 and Genesis GV60—all three share the Electric-Global Modular Platform, E-GMP, set to underpin numerous upcoming HMG products—the EV6 does what earlier electric Kias could not: It appeals on multiple levels, among them style, practicality, technology, and performance.EV-SixyKicking off with the style aspect, there is the EV6's category-defying form, made possible by its not-based-on-a-gas-car, clean-sheet design. At 184.3 inches, this dedicated electric is less than 1.0 inch longer than the 2023 Kia Sportage compact crossover. Yet the EV6's wheelbase spans 114.2 inches, identical to that of our 2020 SUV of the Year winner, the one-size-up three-row Telluride. At 74.0 inches wide, it's almost a half an inch broader than the largish Kia Stinger. The 6.1 inches of ground clearance is slightly less than offered by the subcompact Soul, backing up the visual impression of lowness. A Volkswagen ID4 or Ford Mustang Mach-E stand at least 3.0 inches above the 60.8-inch-tall EV6; its Hyundai Ioniq 5 platform-mate is more than 2.0 inches taller.Dramatic proportions complement the dramatic sheetmetal. Fiercely squinting headlights capture attention at the front, notably free of the "tiger nose" grille providing familial recognition between combustion-powered Kia vehicles. Behind those, the absence of an engine allows the hood to be almost impossibly compressed; this clamshell stamping cleanly integrates shutlines with the top of the headlights and wheel arches. The sharp rake of the A-pillar is mirrored by the rear windshield—elements in particular that keep the EV6 from being lumped in with conventional SUVs, and rather, impart it with a sporty, sleek wagonoid presence.Within that long wheelbase are E-GMP's batteries, offered in 58.0-kWh standard-range or 77.4-kWh long-range capacities. The standard pack is single-motor/rear-drive only, and dual-motor/all-wheel drive is available with the big battery. EPA-certified range for the EV6 is as low as 232 miles with the standard battery and as high as 310 miles on the big-battery, rear-drive model, while the big-battery, all-wheel-drive setup falls in between with 274 miles on a charge. It is one of today's most efficient EVs.E-GMP's 800-volt charging capacity means that a 350-kW DC fast charger can jump the battery from 10 to 80 percent in less than 20 minutes—very quick. The Ioniq 5 and GV60 share these capabilities, though the Genesis is offered exclusively with the 77.4-kWh battery.The wheels aren't all that the battery can power. Its available vehicle-to-load (V2L) functionality allows external electric devices to plug in, creating the potential to run accessories anywhere the EV6 can travel. That load can even go to a different electric vehicle in need of juice. Or it can be used to make actual juice; we witnessed V2L firsthand as a blender plugged into an EV6 puréed a tasty tomato soup during our drive's lunch stop.How Does It Drive?Kia invited us to drive the EV6 through hills and valleys in Northern California's Sonoma, Lake, and Mendocino counties. The verdant scenery is fine, but the area's incredibly technical and sinuous roads are better.Having already sampled the standard-battery, rear-drive EV6 overseas, we focused our drive time on the big-battery, all-wheel-drive version of the EV6. Its 320 hp and 446 lb-ft of torque is delivered smoothly, linearly, and immediately—not so different from other similarly powerful EVs, but still thrilling. The EV6 rapidly reaches any speed within the range of posted limits; Kia estimates a 5.1-second 0-60-mph time, likely conservative given the 4.4-second sprint our test team recorded from an equally powerful Ioniq 5.The accelerator pedal's directness makes shifting the car's balance intuitive. It is easy to get the EV6 to squat down on its rear tires and leap out of corners. Toggling through Eco, Normal, Sport, and Snow drive modes changes the pedal's responses, from intentionally lazy in Eco to almost alarmingly aggressive in Sport. Those modes also change the torque balance between the front and rear drive motors, minimizing the front's involvement in Eco to maximize range and adjusting the split dynamically in Sport to optimize traction.Don't mistake those paddles on the steering wheel for shifters—they're toggles that allow the driver to choose the level of regenerative braking. The driver can completely switch off the regenerative effect (like engine braking), allowing the EV6 to keep momentum when the accelerator is lifted. When fully armed, the regenerative function allows for one-pedal driving—which Kia calls I-Pedal—by slowing the vehicle strongly, even on downhill gradients. In I-Pedal or any of the three levels below it, the driver can choose their desired braking effect while putting charge back into the battery.These options proved useful on varied roads. On straight, flat sections where a consistent speed should be maintained, we'd switch regen off to ease coasting. If the road turned downhill, we'd tap to a higher setting to keep speed from building and recharge. On twisty sections we'd alter the settings depending on the corner ahead, similar to dropping gears in a combustion car for engine braking. Through town, I-Pedal made it easy to keep with traffic and avoid the friction brakes. When we did press the brake pedal, transitions between regen and friction were typically imperceptible. There's also a Sport mode for that pedal, which firms it up and shortens its travel slightly.An Electric Carving KnifeAs we discovered in our earlier drive, ex-BMW engineer Albert Biermann's tuning acumen is evident in the EV6's handling. (The former BMW M boss took charge of Hyundai Motor Group's R&D department in 2018, and although he recently retired from that post, his legacy is sealed in the EV6's E-GMP platform; Kia calls it Biermann's capstone project.) The steering's quick ratio and relatively light effort make the vehicle easy to place on a road, especially given its width and wheelbase. How the steering and powertrain interact makes the EV6 feel pointy, engaging.Yet its claimed curb weight of 4,661 pounds is obvious. Like with other EVs packing an underfloor battery, the center of gravity is low, which minimizes body roll. Yet a feeling of inertia, of the car's weight straining against its tires, is a factor in any fast bend. The GT-Line examples we drove have no chassis changes over the lower Light or Wind trims, but their 235/45R20 tires give a clearer picture of available grip.Again that weight is felt in how the EV6 handles undulations, but its body motions are predictable and adeptly controlled. Ultimately, the EV6 comported itself enjoyably on the truly demanding roads Kia plotted for our drive route—and the dual-motor version we zeroed in on here helps offset that heft when punching out of corners. The Kia seems accurately positioned as a sporty counterpart to the Ioniq 5, while the upcoming Genesis GV60 should feel more luxurious.… And a Comfortable CruiserIn terms of highway cruising, the EV6 is one of the most relaxing vehicles we've sampled as of late. At such speeds it feels eminently settled and smooth. Wind noise is hardly intrusive, though it is noticeable only due to the absence of other mechanical sounds. The latest version of Kia's Highway Drive Assist, which we've found useful and effective in other contemporary Kias, makes things even easier for those willing to give up steering and accelerator control to a computer on the freeway.Although the sections of Highway 101 we traveled are coated in ultra-smooth pavement, most of the rest of the drive route's roads were not. Unlike our experience in the Ioniq 5, we felt textures and imperfections through the EV6's suspension and steering wheel, though it comes off more as a feeling of connection than harshness. Impacts are felt but comfortably rounded off. Genesis may opt for a plusher tune in its interpretation of E-GMP, but Kia's rendition balances ride and handling impressively.Sustainable, Autonomous, and Sporty?The EV6 is the tip of the brand's electric spear. Kia is readying a diverse range of electrified vehicles, and it plans to invest $25 billion into 11 new global EVs by 2026. Sustainability will be a focus, and to that end the EV6's interior contains the equivalent of approximately 100 beverage bottles' worth of recycled plastic, as well as vegan leather upholstery. But the brand admits that it still has things to learn in making its battery sourcing and manufacturing processes greener end to end.Autonomy is the buzzword of the day, yet it's intriguing how Kia has delivered such a driver-focused vehicle while touting its goals in this area. The brand assures us that self-driving cars won't dominate its lineup. Drivers who enjoy driving will still have options—to be sure, they have one now in the 2022 Kia EV6—but inevitably future electric Kias will push harder on supported-driving technologies. Until that day, the EV6 will shine not for its futuristic tech but rather for its delightful dynamic characteristics and, get this, its affordability. The EV SUV starts at under $35,000—kind of—and is available for sale in Kia dealerships in all 50 states.Looks good! More details?2022 Kia EV6 BASE PRICE $42,115-$57,115 VEHICLE LAYOUT Front- and rear-motor, RWD/AWD, 5-pass, 4-door SUV MOTORS 168-hp/258-lb-ft AC permanent-magnet electric; 225-hp/258-lb-ft AC permanent-magnet electric; 99-hp/188-lb-ft front and 225-hp/258-lb-ft rear AC permanent-magnet electric, 320-hp/446-lb-ft comb TRANSMISSIONS 1-speed automatic CURB WEIGHT 4,000-4,700 lb (mfr) WHEELBASE 114.2 in LENGTH X WIDTH X HEIGHT 184.3 x 74.0 x 60.8 in 0-60 MPH 5.1-8.0 sec (mfr est) EPA CITY/HWY/COMB FUEL ECON 116-136/94-101/105-117 mpg-e ENERGY CONSUMPTION, CITY/HWY 29-31/25-33 kWh/100 miles CO2 EMISSIONS, COMB 0.00 lb/mile (at vehicle) ON SALE IN U.S. Now Show All
The investment in automotive electrification has ramped up sharply in recent years, with new advances in battery chemistry, motor and controller technology, and charging infrastructure being announced almost weekly. We've generally spared our readers the chemistry lesson required to describe every new battery electrolyte formula to come along, but we've passed along the most novel, interesting, and promising of concepts that promise to advance electrification. Here are highlights from just the past two years.Maybe Pair Capacitors and Batteries?Chemical batteries are great at storing energy. They just can't do it extremely quickly. Capacitors can accept and release huge amounts of energy quickly but can't hold this energy for very long. Capacitors on cars aren't new—Mazda introduced its i-ELOOP energy recovery capacitor on the 2014 Mazda6 sedan. But in November 2019 we reported on a joint research effort by Lamborghini and the Massachusetts Institute of Technology, to triple the energy storage capacity of ultracapacitors, by replacing the porous activated carbon used in most capacitors with a new powder composed of metal-organic framework compounds comprising primarily of nickel, copper, and molecular carbon that effectively doubles the surface area inside the same volume/mass of powder, which is how it doubles the energy density. Research continues, and although ultracapacitors will likely never replace chemical batteries, this Lambo/MIT ultracapacitor could greatly reduce the mass of the energy-storage battery required, guaranteeing both nimble handling, ferocious acceleration, and track-worthy regenerative braking.Mine the SeafloorA perennial and legitimate argument against complete electrification is the question of ethical and environmentally sensitive sourcing of the various metals and other materials required. So in June 2020 we reported on the discovery of naturally occurring polymetallic nodules that line the Pacific Ocean's abyssal deep seafloor in the Clarion-Clipperton zone (lying roughly between Mexico and Hawaii). These potato-sized blobs are typically composed of 29.2 percent manganese, 1.3 percent nickel, 1.1 percent copper, and 0.2 percent cobalt. They form naturally and sit in the silt, where they can be fairly easily scraped up using a drag bucket of sorts. This area is recognized as the planet's largest known source of battery metals and is thought to be capable of supporting production of 280 million EVs. But the metals supply and mining industries are awaiting a green light from various organizations studying environmental impact on fisheries, etc.The State of the Solid-State BatterySolid-state batteries promise to solve myriad nasty battery problems: Liquid or gel electrolytes are flammable and can freeze, so they need costly warming, cooling, and safety monitoring. Additionally, fast charging can result in the formation of lithium metal spikes that can pierce the battery's permeable "separator," short-circuiting the cell. One downside of solid-state is that lithium formation on the anode causes the cell to physically expand, which must be accounted for in the pack design. In December 2020 we reported on California-based QuantumScape's promising new solid-state battery, which claimed to boost range by 80 percent and to function at temperatures ranging from -20 to 80 degrees C, all of which attracted a huge investment from the Volkswagen Group. In the months since, we've reported on Toyota's in-house solid-state battery program, which is likely to see production in hybrid vehicles first, and on Factorial Energy of Massachusetts inking a development deal with Hyundai-Kia, claiming its battery can boost range by 20-50 percent.Gallium-Nitride Semiconductor Chips to Speed ChargingIf the long Chipocalypse, currently still crippling auto sales as we write this, has any silver lining, it might be that as the industry tools up to produce more chips, some of that new production can be dedicated to gallium-nitride, rather than silicon-based chips. This semiconductor material, which enabled the first white LED lights and powered Blu-ray disc readers, is able to simultaneously withstand higher voltages and present a smaller resistance to electric current flow relative to either the silicon (Si) or silicon carbide (SiC) materials. Lower resistance means less heat buildup, which can allow smaller devices to deliver greater power flow and faster switching, which in the case of an EV's onboard power inverter can equate to faster charging and/or greater range. Our July 2021 coverage of Texas Instruments and Odyssey Semiconductors GaN chips noted that engineering samples were to be available in late 2021, which should mean production might commence after a few years of development."Cylinder-Deactivation" for Electric MotorsIt's hard to believe, but the same concept that boosts fuel economy of a piston engine by shutting several cylinders down and making the functioning cylinders work harder can be applied to electric motors, as well. Tula Technologies, the folks who pioneered the Dynamic Fuel Management system in use on more than a million GM trucks and SUVs, has introduced Dynamic Motor Drive. During certain high-speed light-load conditions, where electric motors are not quite as efficient, DMD pulses brief bursts of higher torque to meet the steady-state need, which conserves energy by reducing heat buildup in the rotor core and the power inverter. The power savings are minimal on mainstream permanent-magnet and AC-induction type motors, but they're significant on the cheapest synchronous reluctance motors, which are only used in industrial applications today. The technology promises to eliminate some of the noise and "torque-ripple" vibration that currently disqualifies these motors from EV use. It could also make them more efficient than AC induction and sidestep supply-chain worries inherent in permanent-magnet motors.Lower Cost Via Simplified ManufacturingThis tech story ran in conjunction with our 2022 Lucid Air Car of the Year coverage, describing the nascent Tesla Model S fighter's many innovations aimed at efficient, lower-cost manufacturing. The battery pack, for example, consists of two injection moldings. One incorporates the sides, top, and all power-delivery busbars, and the other includes the cooling plate. Because this only needs to contact the ends of each cylindrical cell, dramatically less heat-conducting glue is needed than in the radially cooled Tesla packs. The Lucid packs can be robotically assembled in a dark plant. The motor's hairpin-style square-section winding consists of just 24 individual wires that are woven for ease of assembly into the stator and the need for only 24 solder connections. And extreme downsizing of the power inverter, final drive units, and more yield impressive weight savings that pay off in cost and range improvements.Lithium-Sulfur Triple ThreatSilicon Valley battery-tech company Lyten came out of stealth in September and revealed a battery chemistry boasting triple the traditional lithium-ion batteries' energy storage per pound. That's because a sulfur atom can host two lithium ions, while a typical NMC-oxide cathode can only manage 0.5-0.7 ions. But during charging, those lithium ions sometimes bring sulfur atoms along with them when they migrate to the other electrode, and this depletes the battery. Lyten's secret is to cage each sulfur atom in one of the millions of tiny boxes afforded by their proprietary 3-D graphene sheets. And because carbon is more conductive than sulfur, power flows better than in previous lithium-sulfur batteries. The company says it has demonstrated 1,400 charge/discharge cycles (sufficient for EV use) and that it plans to select a factory site in Q1 of 2022 to support incorporation of LytCells for use in vehicles by the 2025 or 2026 model year. Most experts we spoke with find that timing to be overly optimistic, but perhaps looming local content requirements the USMCA trade agreement calls for in 2023 will inspire overtime development, as all LytCell materials are abundantly available in North America."Massless" Structural BatteriesOne way to get weight out of battery electric vehicles is to force the batteries to "multitask," by serving as part of the vehicle's structure. Raw, uncoated carbon-fiber strands are great electrical conductors, and because they typically include tiny voids that can easily accept lithium ions, they function well as a battery's negative electrode. Apply a lithium-iron-phosphate/graphene-oxide coating to said fibers, and you've got a structural cathode. Now researchers at Chalmers University of Technology in Sweden think they've found a suitable polymer electrolyte with a cross-linking monomer that enhances the material's structural rigidity while still conducting lithium ions. The team is targeting an energy density about one-third that of mono-tasking dead-weight lithium-ion. Still, studies indicate that replacing roughly 70 percent of the interior and exterior panels and 60 percent of the body structure of a Tesla Model S (85 kWh) or BMW i3 with SBC, should lower mass by 26 and 19 percent with range dropping by 36 and 17 percent, respectively. Alternatively, doubling the thickness and mass of these SBC panels to bring the cars back to mass parity should boost range by 20 percent in the Tesla and 70 percent in the BMW (while adding foot room). Cost estimates for this brand-new technology are not yet available.Lead image: Mina De La O/Getty Images
It seems that Ford is ready to do nearly anything to protect the upcoming F-150 Lightning EV pickup from negative news or a poor customer experience. The automaker is hoping to head off a big potential doozy that's endemic to hotly anticipated new car debuts: Egregious dealer markups on new F-150 Lightnings. Dealers are being warned against asking for additional deposits or any other presale payments. It also puts in a new "no-sale" provision upon purchase for the customers, to prevent folks from flipping their Lightnings for a quick buck.Extra Deposits The warning memo to the Ford dealers—that was originally screenshot and posted on the F150Gen14.com forum before it was deleted at the request of Ford—is more of a way to protect the brand from negative reviews from customers after much of the debacle from new Bronco sales. That is, customers put up a deposits to reserve their new Ford 4x4s on Ford's site only for franchise dealers to come back and demand more money before they would sell that customer a new Bronco.Ford already has a tool on their franchise dealer agreement under "Paragraph 6(i)" that states: "The Dealer shall conduct dealership operations in a manner that will reflect favorably at all times the reputation of the dealer, other company (Ford) authorized dealers, the company, company products and trademarks and trade names used or claimed by the company or any of its subsidiaries." This includes a provision that the dealer "shall avoid in every way any 'bait,' deceptive, misleading, confusing, or illegal advertising or business practices." Any dealer caught doing this by Ford will have their allocation of F-150 Lightnings "redirected" for the entirety of the 2022 model year.Scalper PreventionA later portion of the Ford memo answers the potential scalper issues seen with many limited products, be it by design or by supply issues. The "No-Sale Provision" laid out by Ford prevents new owners of the 2022 F-150 Lightning from immediately reselling their new truck after getting it from the dealer. Ford said its dealers may add the following paragraph to their closing documents or as a new, standalone document."Purchaser hereby agrees that it will not sell, offer to sell, or otherwise transfer any ownership interest in the vehicle prior to the first anniversary of the date hereof. Purchaser further agrees that seller may seek injunctive relief to prevent the transfer of title of the vehicle or demand payment from purchaser of all value received as consideration for the sale or transfer." In other words, you buy the Lightning, you're stuck with it for a full year from your purchase date. It's a similar solution tried by Ford for the GT supercar, but we also know how that actually worked.However, the one problem Ford didn't address in this letter? Anti-consumer markups. We understand the need for markup due to market demand and that it's a part of the capitalist marketplace. It's the markup of nearly half or even double the price of MSRP is what ruins the dealership experience for consumers and gives the biggest blackeyes to the automakers. This also needs to be curved, but it seems like this isn't a priority for any OEM with a franchise dealership model, at the moment. So prepare to possibly pay more for your Lightning, but not in the form of extra deposits or the like.
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