ONE Gemini Battery Nearly Doubles Tesla Model S Range
Time and again, the number one complaint we hear about EVs (besides non-existent mandates) is driving range. To some, even a Tesla Model S doesn't have enough range, even though versions of it now top 400 miles on a charge. Even the affordable Chevrolet Bolt gets 259 miles. What mileage would be enough for these naysayers? 500 miles? 600? How about 752 miles without needing a charge?
Our Next Energy—stylized as ONE and based out of Novi, Michigan—has achieved just that using a battery the same size as the Tesla Model S P100's battery pack. Dubbed "Gemini," the battery pack employs ONE's own battery management and controls, and it was installed in an otherwise unmodified the Model S.
The Trip
According to ONE, its upgraded Tesla Model S tester went on a road trip from its headquarters north up the "Mitten" of Michigan and back, traveling on highways and averaging about a speed of 55 mph. The semi-scientific trip hooked east over through Detroit using I-96 and then followed I-94 west to Ann Arbor before joining with State Route 52 to get back to I-95 and Lansing. Then the team took I-69 to stay on the west side before heading north on State Route 127 and merging with I-75 around Pere Cheney.
https://youtu.be/fWj2YCdoc9A
They continued north until they crossed over the Mackinac Bridge to get on State Route 2 for a bit before turning around somewhere close to Brevort. This time, they merged back with I-75 and stayed with it, going through Gaylord, close to Bay City, through Saginaw and Flint before arriving back at their Novi headquarters. The entire trip was 752 miles without needing to stop to recharge the Gemini battery and a total discharge rate of C/10, or about a 20 kW rate. (The drivers, of course, needed and took breaks.) According to ONE, the battery hovered at around 32 degrees and required no active cooling for the entire (apparently cold-weather) drive.
Dyno Evaluation
The eye-popping driving distance wasn't enough, however. After arriving back at ONE headquarters, the team put the Gemini-equipped Model S on a charger at a rate of 1C, or about a 200 kW charge rate. For now, that's all that has been tested and ONE has not tried a higher rate than that. Once at full capacity, the Model S was driven to a third party dyno facility, where it was put through a simulated 20 percent Urban Dynamometer Driving Schedule (UDDS) and Highway Fuel Economy Test (HWFET) drive cycles and 80 percent driving at a constant 55 mph. While observing roughly the same Wh per mile consumption, the dyno test was able to achieve 882 miles of range—only a 17 percent difference over what they saw during their real world drive.
No Exotic Materials
The Gemini isn't some wild idea battery using unobtainum minerals, nor is it some unusual chemistry. We asked Mujeeb Ijaz, president and CEO of ONE, what the battery was made of. "The production intent Gemini battery will be LFP (Lithium Iron Phosphate, also known as LiFePo4) for the traction battery portion," he said, "and a new cell ONE is designing for the range extender without cobalt, nickel, and graphite." We also asked about the weight of the cells and how many they were able to fit in the Model S, however, Ijaz stated that the cells were still experimental, but, "We had a total of 203.7 kWh at a system level."
The standard P100 pack is roughly 103.9 kWh, so they were able to double the capacity without needing a larger space and without much of a weight penalty, either, and that is the goal. "The ONE Gemini battery aims to eliminate range as a barrier to electric vehicle adoption by doubling the available energy on board in the same package space," said Ijaz. He and ONE feel that the current solution of adding more chargers just isn't entirely feasible, especially if you need to stop every 150 miles with smaller battery packs.
Market Expectancy
While the ONE Gemini battery isn't quite ready for market now, it's not far off. Ijaz said that ONE will have a production sample ready by 2023 with production of their Gemini battery pack by 2026. An exact cost of the Gemini hasn't been released yet, either, but ONE expects it to initially cost the same as current nickel-cobalt based lithium batteries. If all of this can be accomplished and put into production, the Gemini solves another portion of the "EV problem" detractors scream about, as well: the mining of cobalt.
We'll still need lithium, but new recycling techniques have proven to be able to extract that from current batteries with a reduction of wastewater and the energy needed for its extraction, eliminating or, at the very least, reducing the need to mine for new lithium deposits. ONE also said that it is "currently developing a proprietary range-extender cell, which deletes the graphite materials used in conventional anodes and contributing to a significant reduction in cost." It's also working on a new cathode material that "can be sourced at less than $0.46/lbs versus conventional batteries at around $10/lbs." Just more proof that owning an EV won't be as expensive or even as "environmentally unfriendly" as EV haters like to portray it.
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volvo c40-recharge Full OverviewProsFabulous design and detailingProvocatively quick accelerationMakes brake pedal almost obsolete ConsSupercar-esque rear visibilitySoftware needs polishingMediocre range and chargingLaunching to 60 mph in 4.2 seconds, the 2022 Volvo C40 Recharge electric SUV vaulted itself into a tie for the title of quickest Volvo ever. And this fastback crossover EV's acceleration never ceases to amuse. It reacts instantly to pressure on the go pedal, angling its grilleless front end slightly skyward as the motors hum happily along.But the C40 Recharge isn't the only electric SUV with sports-car-rivaling speed. The Tesla Model Y outperforms it in each of our testing criteria—and in criteria that matter greatly to everyday living. So why would the C40 Recharge be worth consideration in an expanding field of electric luxury SUVs? Simple: Because it's cool.Volvo's Second Electric SUV (Sort Of)What is the C40, anyway? Begin with the Volvo XC40, which went on sale in the United States for 2019 and quickly climbed to the top of our subcompact luxury SUV rankings. For 2021, Volvo revealed the XC40 Recharge, a battery-powered version of the XC40 and the first of many all-electric vehicles due from the Swedish brand. Then, following fashionable trends, Volvo reworked its conventional SUV to wear a sleek fastback roofline. The result is the C40 Recharge.Fundamentally, the C40 Recharge and XC40 Recharge are the same machine. Both are based on Volvo's CMA architecture and feature a battery pack with 75 kWh of usable capacity beneath the floor. In each, a dual-motor AWD powertrain spins out an impressive 402 hp and 487 lb-ft of torque. Although both recharge at a maximum of 150 kW, the C40 ekes out a slight range advantage, scoring 226 miles instead of 223 in EPA certification. The XC40 Recharge has a lower starting price, at $52,795, but equipping it in high-end Ultimate trim (the only trim offered on the C40 for 2022) brings it to within $600 of the C40. Both are currently eligible for $7,500 in federal tax incentives.Think of it this way: The C40 Recharge is to the XC40 Recharge what the BMW X4 is to the X3 or the Audi E-Tron Sportback is to the E-Tron. However, the XC40 can be had with either gasoline or electric power. The C40 Recharge is exclusively an EV—if you want its good looks, you have to go electric.Statement- (and Sale-) Making StyleIndeed, design is a primary selling point for the C40, and starting with the XC40 could only mean great things for its vogueish adaptation. The sleek greenhouse contrasts against chunky lower body panels, all hunkered down on aero-emphasizing 20-inch wheels. Its unique headlights and taillights perform an LED animation whenever it's locked or unlocked. Aerodynamic elements at the top and bottom of that raked rear glass add a touch of sportiness.Aesthetic allure persists inside the C40, which alters the XC40's attractive and functional cabin with a few key enhancements. That's not leather on the steering wheel or suede on the seats; the C40's materials are entirely animal-free, but they look and feel convincingly upscale. Our test car's cosmopolitan blue carpeting perfectly matched its exterior paint. An especially stylish detail is the trim panels, which are formed to resemble the topography of Sweden's Abisko National Park. At night, backlighting shines through them at varied brightnesses, creating an ambiance quite unlike any other car's.As an artistic exercise, the C40 succeeds, standing out with its sculptural stance and delightful flourishes. Even better, it's really fun to drive.A Very Unassuming DragsterAs stated above, the C40 is rapid. In acceleration testing it's essentially even with XC40 Recharge, hitting 60 mph in 4.2 seconds, 100 mph in 10.6 seconds, and the quarter mile in 12.8 seconds at 109.0 mph. It whooshes from 45 to 65 mph in just 1.9 seconds. These results are shockingly similar to certain V-8-powered muscle cars.Out and about, the C40's driver has a sensation of imperious power that belies the SUV's style-centric image. Its accelerator pedal is ultraprecise, letting you zip ahead instantly with just a few millimeters of foot movement. Some EVs dampen accelerator response for smoothness, but the C40 seemingly doesn't, giving it an extremely linear, almost raw feel. Don't take this to mean that it's difficult to drive the C40 normally, though. Any challenge to that lies with your self-discipline, not the pedal's programming.Accelerator is perhaps a misnomer for the right-side pedal, as it so effectively controls deceleration, too. When one-pedal drive mode is engaged, you can subtract speed with exactitude by relaxing your ankle. Doing so activates the motors' regenerative braking effect, converting kinetic energy into deceleration while sending charge back to the battery. With how intuitive it becomes, and that it can bring the C40 to a complete stop, pushing the brake pedal becomes a rarity. If you do, you'll find it firm and strong. Even so, we recorded a 125-foot stop from 60 mph, longer than the 118-foot distance posted by the XC40 Recharge.Given that both Volvos roll on identical EV-spec Pirelli tires, high track temperatures that test day were a likely culprit in those and other performance discrepancies.The C40 averaged 0.78 g on the skidpad, while the XC40 Recharge held on to 0.84 g. Both went around the figure eight in 26.3 seconds, at 0.72 and 0.70 g average, respectively. On the road, the C40's handling is dialed more toward simplicity than involvement; its steering is light and a bit dull. Despite suspension tuning on the firmer side, it's generally comfortable and retains a solid, planted feel, aided by its low, heavy battery pack.Here's the thing, though: The Tesla Model Y—in many ways, still the EV SUV benchmark—outperforms the C40 across the board. However it's configured, it's quicker to 60, stops shorter, and holds the road better. Comparing their battery capabilities further dims the value of the Volvo.Looks Only Go So FarEven if you have the ability to charge at home, the C40's 226-mile range rating isn't competitive when you consider the Model Y Long Range can cover more than 100 additional miles. Its 150-kW charge rate is slow, too, now that rivals like the Genesis GV60 can absorb electrons at 235 kW. These factors shouldn't deter you entirely, but carefully consider how you'll use this EV. Last year, Volvo was able to boost the XC40 Recharge's range from 208 miles to 223 using only a software update, so it's possible that eventually even more miles could be coded in.Hopefully, other over-the-air updates will address the software bugs we experienced on our C40 test car. At different times, a tire pressure warning wouldn't reset, the backup camera wouldn't come on, and only the rear doors would unlock. There's also the matter of its Google-designed infotainment, which has useful functionality and voice-recognition capabilities but doesn't react as quickly as other automakers' systems or your smartphone.The C40's hardware—that is to say its very shape—creates compromises, too. Maximum cargo capacity is 49.0 cubic feet, down from the XC40 Recharge's 57.5-cubic-foot measurement. Visibility through the raked rear window is more problematic, in that it's terrible. We're surprised that a company as safety-focused as Volvo would sign off on letting its customers drive with such a limited view of what's behind; the C40 is a perfect candidate for a digital rearview mirror. At least the C40's standard blind-spot monitoring works well, as do its other driver assist systems.Too Cool to CareFinite differences in specs or our test data aren't what'll sell a person on the C40. The reason to choose this EV over any other—ones that go farther, carry more, or perform better—is because of the experience it delivers. Unlike some of its competitors, C40 is not a prosaic zero-emissions mobility appliance. With its great looks, funky interior, and frisky road manners, there's no getting bored of the C40. This small electric SUV is too cool for that.Looks good! More details?2022 Volvo C40 Recharge Twin Specifications BASE PRICE $59,845 PRICE AS TESTED $60,540 VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 201 hp (fr), 202 hp (rr); 402 hp (comb) TORQUE (SAE NET) 243 lb-ft (fr), 243 lb-ft (rr); 486 lb-ft (comb) TRANSMISSIONS 1-speed automatic CURB WEIGHT (F/R DIST) 4,742 lb (52/48%) WHEELBASE 106.4 in LENGTH x WIDTH x HEIGHT 174.8 x 73.7 x 62.8 in 0-60 MPH 4.2 sec QUARTER MILE 12.8 sec @ 109.0 mph BRAKING, 60-0 MPH 125 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 26.3 sec @ 0.72 g (avg) EPA CITY/HWY/COMB FUEL ECON 94/80/87 mpg-e EPA RANGE, COMB 226 miles ON SALE Now Show All
A 2022 Toyota GR86 owner is apparently being punished for posting a photo of their car drifting at a testing and tuning event. The GR86 suffered an engine failure, allegedly due to oil starvation—a relatively common and known issue on this model—but the owner was rejected under the Toyota warranty after the photo of the car drifting turned up in the automaker's investigation. Evidently, Toyota initially rejected the warranty claim because of evidence the car was driven at an off-street event, which seems ridiculous considering the encouraging nature of the model's marketing materials.The story comes from Blake Alvarado on Facebook posting to the SCCA Official Members group, whose GR86 suffered its engine failure after just 13,770 miles on the road and two oil changes. Alvarado says a post-failure engine teardown revealed grey sealant material in the oil pickup, an issue that is now being tracked in a spreadsheet by GR86.org, which currently lists five suspected instances of the issue causing engine failure, not including similar claims dating back all the way to 2013, as Alvarado says.But, Toyota wouldn't know firsthand about the cause of Alvarado's engine failure, as he says the assigned field technician never checked the engine in determining his warranty claim. Here's what happened, according to the Facebook post: "Instead either he or someone at the dealer looked me up on social media. They showed me a photo of me taken at a local Test & Tune event (untimed, non-competition) in late March (I was testing different setups and playing around with tire pressures. This was the only time the car was driven in the way the photo shows). They also showed me an onboard video of me driving in someone else's white GR86 (mine is Black)."Based on this "evidence," his warranty claim was denied and Alvarado was instead quoted an $11,000 repair estimate, or told he had to remove his car from the dealership. His attempt to negotiate with the dealer's service manager was denied, so Alvarado had the car towed to a Subaru specialty shop where he was quoted $7,000 for a low-mileage engine replacement.The real kicker in this situation is Toyota's own marketing materials. As Alvarado points out, Toyota's marketing frequently mentions the GR86 being "track tested," and even let new owners sign up for a complimentary NASA track day as a promotion, which is used for the Toyota Supra, as well. MotorTrend reached out to Toyota, and a spokesperson provided the following response:"Toyota takes its customer concerns seriously. We work hard to deliver a rewarding ownership experience, and we stand behind the quality of our products. A vehicle's warranty excludes damages from activities such as misuse, improper maintenance, or modifications. Toyota is currently looking into the case you referenced and will continue to work with the customer directly on this issue. As always, we encourage customers who experience any issues with their vehicle to contact their authorized Toyota dealer or call the Toyota Brand Engagement Center (1-800-331-4331) when a dealer is not able to resolve a matter."Alvarado urges other enthusiasts to be wary about posting photos and videos of their warranty-covered cars out of extra precaution, as you never know how an automaker is going to respond to vehicles being driven in any manner other than daily duty.But Wait, There's More!Update, August 4, 2022: Speaking to The Drive, Alvarado has confirmed that Toyota's executive office reached out to him after all of the social media coverage of his blown engine and has ultimately decided to cover the issue under warranty. The Drive reports a Toyota representative said Alvarado and others should be able "to use the vehicle at future autocross and track day events without putting [the] warranty in jeopardy.
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