First never believe anything Pike says as they are mostly wrong. Not sure who is paying them off or if they are just incompendent. Likely getting paid to give a customers viewpoint/bias.
Next as an EV designer, builder and driver one should never design a larger battery pack without cooling. Cars get 60C just sitting in the summer sun turned off. Just ask anyone in the south.
EV's shouldn't have more than 100-150 mile range as after that a ICE generator is far more cost effective and gives unlimited range. All my EV's have or will have a 40lb generator giving unlimitede range. 80 mile range is probably the sweet spot.
A123's have so little resistance they put out huge amounts if specific power with little heat generation. I agree this is just a small improvement mostly gained by higher battery weight/kwhr. This means more material though as they said, Iron, alum, Lithium, plastic, etc is cheap with most under $4/lb and averaging about $6/lb. Most Lithium batts are about 22 lbs so it's just not that costly.
I buy complete A123 battery pack systems/BMS, etc for about $700/kwhr custom made from cylinder cells that can and has done 170mph and 7.9sec 1/4 mile though that was recently broken to 200mph and 6.9sec EV IIRC.
Beth, you are right there. Time is an issue. It takes time to prove a technology does in practice what it does in the lab. I think they have something here, and it is a good trend. Let's see if investors think so too.
On paper, or maybe even in limited testing, it seems like A123 has made a big leap with its lithium-ion cells in terms of reducing cooling requirements. Nevertheless, there is still a lot of skepticism that the company will have to over come. Commercializing these efforts will take a lot of time and money, which is something A123 and its battery maker competitors don't necessarily have.
In a bid to boost the viability of lithium-based electric car batteries, a team at Lawrence Berkeley National Laboratory has developed a chemistry that could possibly double an EV’s driving range while cutting its battery cost in half.
Using Siemens NX software, a team of engineering students from the University of Michigan built an electric vehicle and raced in the 2013 Bridgestone World Solar Challenge. One of those students blogged for Design News throughout the race.
Robots that walk have come a long way from simple barebones walking machines or pairs of legs without an upper body and head. Much of the research these days focuses on making more humanoid robots. But they are not all created equal.
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.