Nice addition to the portfolio of pure electrics that exist on the market today. Interesting that Ford is emphasizing its scalable manufacturing infrastructure upon delivery of the vehicle to production. I'm curious whether manufacturing capabilities are a key concern as more of these electric vehicles roll out. Is it that people are worried that the OEMs have built up too much dedicated production capabilities, i.e., potential inventory for pure electrics or that there's concern enough vehicles can't be built if demand escalates?
This is a very gutsy and welcome move by Ford. They have done a very nice job in both weathering the economic 'downturn' and a very nice job with their new product offerings. Their plans for the new Focus Electric are really nicely structured as a production item.
I am a bit offput by the price but, hey, it is what it is. And I think that the flexibility that Ford appears to have built into their production planning is superb.
I was also a bit taken aback by the price tag on this car. But, like everything, just wait long enough and the price will come down. Of course, by then, we will want the newer, potentially better thing that is replacing it.
I was particularly surprised to see Leno on this collection of photos. The second-to-last slide with the cutaway was a good shot of the differences between internal combustion and electric cars. From you earlier articles pointing to difficulties with EV batteries -- and from the price tags -- it seems we still have a ways to go before EVs are fully arrived.
At a trade show this summer, Ford had vaious components of the Focus EV on display. I was puzzled by the fact that the motor only turns one direction, and relies on a mechanical transmission to reverse. What about four-quadrant motor controllers? Wouldn't that be more efficient then gears?
I don't believe that they will sell many at that price. One thing I wish car companies would do is have the option for a smaller capacity battery. Call it the "city range option". This would lower the price and improve the performance (like acceleration) of the vehicle. I guess I am unusual in that I do not have "range anxiety". My commute is about 6.5 miles each way and even if I run an errand on the way home, and, or go out for lunch I could easily make do with a 20 mile total range. So I really only need half the battery capacity that they are putting in cars like the Leaf and Focus. If I needed to make a longer drive for some reason I could trade vehicles with one of the other members of my household (we are a four car family and we all have relatively short daily commutes) for the day.
I do not understand in what way this FORD FOCUS is better than NISSAN LEAF, GM CHEVY VOLT AND MITSBUSHI ELECTRIC?.
Yes, you are correct. One can not have two cars, one for short trips and one for long trips. I own Chevy Volt # 3337. It is technologically advanced in many respects. With extended range and price GM could not sell much.
I like the car, but need to improve in many folds if GM wants to be the master and leader in PHV ( PLUG IN HYBRID VEHICLES).
As a present owner, EV AND PHV car makers, should improve the followoing:
1) EV Range minimum of 100 + miles,
2) Charging should not be more than 30 minutes. DC charges should be standard. And all GAS SATION MUST HAVE CHARGING STATIONS.
3) For Extended range like GM CHEVY VOLT, the MPG should be minimum 50+ per gallon.
4) It should be five seater.
5) Over and above all the price should be competetive and should not be prohibitive for general population.
If the car maker wants to really replace the PRESENT IC engines, they should consider the above otherwise they are wasing the capital or re-inventing the wheel.
One mor thing in COLD WEATHER THE RANGE GOES DOWN DRASTICALLY IF YOU WANT TO DRIVE IN COMFORT.
Both of them Beth. Whatever they need, EV's when oil prices get high and gas/hybrid with lower oil prices.
The beauty of Ford's approach is it's low cost to impliment. Sadly they didn't pass that savings on to the customers from the price. They also had EV drive companies do most of the EV design parts, saving money. If they didn't change it, they also don't have REE in the motor either, made by Azure/Solectria.
One thing that isn't good is the extra weight they have to push because it's not built as an EV. Though it was designed from the start for an EV option with about 400lbs lighter and other features.
As for it being superior to the Leaf, not true. The Leaf was designed as an EV. All they need for faster charging is a bigger charger. And they Leaf once A Better Place gets going, will be able to swap battery packs in less time than filling up with gas. SF, Tokyo, Denmark and Isreal are getting then now. It's also a 5 passenger, not 4 like the Focus. And the $6k price difference Nissan is far better.
Any1 your needs can be served by any Ev conversions out there or convert a VW Bug of which there are many kits. For between $1-6k depending on how much you do, can be a very cost effective EV.
Interestingly if GM would just build it's Ultra-Lite showcar EV in medium tech composites could be built for under $15k using lead batteries and DC EV tech. The rear power pod could be swapped between EV and ICE as needed was a nice touch.
Please keep in mind that the MPGe formula, now being used officially, is a pretense that heat engines that make the electricity are able to convert heat to electricity at a power plant and transmit to a plug without loss of energy.
One of the images that stood out to me in this slide show was the guy plugging his EV into an electric outlet somewhere in downtown SmallVille. We can talk all we want about EVs, but what about the charging infrastructure to make them a reality? I live in small town USA and I can tell you there are no charging stations. I'm assuming any one in this neck of the woods driving an EV has installed the proper power facilities at home. How much progress are we making on this important aspect of EV adoption?
Are they robots or androids? We're not exactly sure. Each talking, gesturing Geminoid looks exactly like a real individual, starting with their creator, professor Hiroshi Ishiguro of Osaka University in Japan.
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 discussion will examine what’s possible with smart machines, and what tradeoffs need to be made to implement such a solution.