I looked at the sales price on battery manufacturers websites.
I also follow the EVDL, the EV Discussion List at evdl.org. There are not only many home-builders of EVs on that list (who have ordered their packs from various sources) but also professional designers of battery packs and EV drivetrain components. I can recommend consulting the list and its archives when you have any question about EV related issues. Since most on that list are vendor-neutral and have no fish to fry other than to finish their own home-conversion, they will share their experiences and knowledge freely without being locked into a certain relationship or beneficial relationship to any one supplier or technology. Very refreshing. And free.
My message to you: don't believe everything you hear, do you own research. Especially when something is so blatently impossible that it can't pass the sniff test.
It is possible that you simply referenced old data (Li-Ion prices have come down quickly in the past few years) or you got data from one of the outlets that, unfortunately, try to spread FUD about EVs. Getting fresh data will clean out any and all of these issues and avoids you spread FUD or outdated information. The onus is on you to verify the information you post. Especially if you receive info from parties that have an interest in what you post. My professional work has no relation to EVs, so I have no interest in manipulation in any particular direction, but I do have an aversion against lore and less-than-true stories. So if I see something presented as fact that I know is not true, I will respond.
To cvandewater: The information we use comes from MIT, Lawrence Berkeley Labs, University of California, Center for Automotive Research, Lux Research, Pike Research, GM, Toyota and Argonne National Labs, among others. Your information is probably better, though.
Whether we refer to the Volt as a hybrid or an electric is a matter of semantics. It burns gasoline, which is hybrid-like. It drives the wheels through electric motors, which sounds electric. At 70 mph, it employs an unusual power split in which power moves from the IC engine to a generator-motor to a ring gear in the planetary gear set. That sounds hybrid-like. So which one is it? Hybrid? Electric? Who cares. Call it whatever you like. We all know how it works.
This is especially true with all of the pneumatically-controlled poorly maintained HVAC systems in office buildings. Many of these buildings are heating and cooling at the same time. THAT's energy efficiency!
Commercial and residential buildings make up nearly 40% of CO2 emmissions in the USA. Transportation makes up 33% and these EVs will only supplant at bes a very small % of that 33% as these EVs would only be able to target "passanger cars" for replacement or about 36% of the transportation CO2 emmisions. If (that's a BIG if) they replace all passanger cars w/ an EV the overall impact would be around 12% but most of that would get shifted to a coal fueled power plant. Realistically, maybe 10% of the passenger cars would get replaced by an EV for a 3.3% reduction in CO2 emmissions from transportation but, the majority of that savings would shift to a power plant (most likely fueled by fossil fueled power plant 60% are coal fueled). You might gt a reduction of about 0.3%
The Volt is a hybrid. It's ICE engages directly to drive the wheels under certain conditions like when your cells are drained and/or you're driving over a certain speed or demand additional power. This electric, genset, ICE combination is what makes it so complex.
For the $41,000 the Volt costs you can buy a brand new car, take it's engine out, put in an electric motor, controller and batteries that drive 100 to 150 miles on a single charge. That's all at retail prices. OEMs should be able to make a true electric car for much less than that and not require taxpayers to pay for their R&D projects like we're doing now. They have everyone thinking that the batteries are so expensive that the Gov needs to pay THEM to give us an electric car. Here's an electric car conversion example. All retail prices with no volume discounts:
HPEV AC50 motor and Curtis controller: $4,400 (36) 200Ah LifePo4 cells: $9,000 2011 Chevy Aveo: $12,000 Misc stuff like cables, charger, etc: $5,000 Labor & beer: $10,600
So why can't GM make a reasonably priced electric car then?
IMHO, any argument regarding EVs that includes lead acid batteries in the equation has little validity. LA batteries are not a viable power source for an electric car; for a golf cart maybe but not for a real car.
Pollution emission in an ICE does not start at it's tailpipe, it starts way back at the oil drill rig. End-to-end measurement shows that even if you get 100% of your electric power from dirty coal, you will still emit less pollution than when using gasoline. But, in fact, most of us don't get all of our electric power from coal but instead from solar, wind, hydro and nuclear.
New versions of BASF's Ecovio line are both compostable and designed for either injection molding or thermoforming. These combinations are becoming more common for the single-use bioplastics used in food service and food packaging applications, but are still not widely available.
For industrial control applications, or even a simple assembly line, that machine can go almost 24/7 without a break. But what happens when the task is a little more complex? That’s where the “smart” machine would come in. The smart machine is one that has some simple (or complex in some cases) processing capability to be able to adapt to changing conditions. Such machines are suited for a host of applications, including automotive, aerospace, defense, medical, computers and electronics, telecommunications, consumer goods, and so on. This radio show will show what’s possible with smart machines, and what tradeoffs need to be made to implement such a solution.