Readit NewsStill, while this removes a primary concern of mine, there's still one major hurdle that cannot be bypassed as far as I can tell (yet): If you have shared parking, there's essentially no way to charge your car. Maybe if it's an outdoor parking lot you can rely on solar power somewhat, assuming you're in a good situation for that?
Still, my point is that my parking space isn't actually mine, so I can't modify anything in the garage. Assuming superconductors aren't figured out any time soon, this appears to be an impossible solve, which cuts their consumer market significantly.
Also, not exactly the same thing, but they could remove those warranties and instead get some nice replaceable battery cells in there. Let me turn a thing to unlock it, pull out that one cell, and replace it. But maybe I'm a little more wrench-y than their customers want to be?
I don't think superconductors solve anything in the EV charging space, and certainly wouldn't make L2/L1 charging easier to install for shared parking / street-side parking. An L2 charger uses something like a electric clothes dryer circuit, with 240V at 40A. Or somewhere in the 6-10 kW range, to recharge you overnight.
More modern EVs with full liquid thermal management and newer cell revisions and chemistries seem to be holding up much better over time.
Some chemistries like LFP have even greater cycle and calendar life in return for a bit less energy density. Ford and GM are both betting big on these for their future entry-level EVs and I think they will end up being a common choice where maximum range isn't the customer's primary concern.
Don't forget that beside the chemistry issue in hot environments, the original Leaf only had a 24 kWh battery, so you'd have a lot more cycles than say a 60 kWh or 90 kWh battery. If you assume it is good for 1,000 equivalent charge cycles, and assume you 3.5 miles/kWh, than your 24 kWh battery would be good for 84,000 miles. A 60 kWh pack would be good for 210,000 miles, and a 90 kWh pack is good for 315,000 miles. A new Chevrolet Silverado EV has a 200 kWh pack (which, if you can squeeze out 2 miles/kWh, would be good for 400,000 miles).
And with a small battery it is more likely that you'd need to charge up to 100% and discharge closer to 0%, which is also harder on the battery.
There was a cambrian explosion of tools to customize the look and feel. TweakXP pro is the one I remember. All pirated off-course.
If Firefox is anything to go off of, the most rational explanation here seems to just be that adding a >100,000 line multi-threaded C++ codebase as a dependency for something that parses untrusted user inputs in a critical context like a web browser is undesirable at this point in the game (other codecs remain a liability but at least have seen extensive battle-testing and fuzzing over the years.) I reckon this is probably the main reason why there has been limited adoption so far. Apple seems not to mind too much, but I am guessing they've just put so much into sandboxing Webkit and image codecs already that they are relatively less concerned with whether or not there are memory safety issues in the codec... but that's just a guess.
W. T. F. Yeah, if this is the state of the reference implementation, then I'm against JPEG-XL just on moral grounds.
In this age-of-big-data of ours, is there a way to quantify this for EVs? And how we can weigh that with the ease of backing out into a parking lot? Also, I'm curious on the percentage of EVs on the road that don't have rear traffic/pedestrian alerting or braking of some kind. Even my lowly S-trim Nissan Leaf has rear ultrasonic parking sensors.