Sign In or Create an Account.

By continuing, you agree to the Terms of Service and acknowledge our Privacy Policy

Electric Vehicles

Give Us the Dumbphone EV

Simpler electric vehicles would not only be cheaper — they’d last longer too.

A man charging a very old car.
Heatmap Illustration/Getty Images

If you haven’t heard, the dumbphone is back. Vexed by their emotionally ruinous smartphone addiction, plenty of people, including those of the tech-savvy younger generations, are turning their backs on iPhones and Androids to embrace internet-free cellphones that walked right out of the 1990s.

The impossibility of TikTok is not the dumbphone’s only winning feature. Flagship smartphones are expensive and delicate. Despite Apple’s soft cooing about the iPhone’s beautiful facade, you must shield that design behind a plastic case at all times, lest you drop your $1,200 investment and ruin it. Dumbphones, though, are rugged and cheap. They do their job without fuss or pretense. They are an appliance, and they know it.

This attitude needs to come to electric cars.

Ever since the rise of Tesla, it’s become a popular cliche to say electric vehicles are just smartphones on wheels, closer in spirit to the devices of Silicon Valley than to the combustion cars of Detroit. The comparison is apt. In addition to running on a large lithium-ion battery, today’s EVs are typically controlled through massive touchscreens. They are reliant upon software that receives over-the-air updates to fix its bugs and upgrade its features, just like your phone.

Like your mobile device, today’s EVs tend to present themselves as closed boxes not to be tinkered with. Some people go to the trouble of fixing a cracked screen or a withered battery to keep their smartphone running longer. For the most part, though, the tech giants have convinced people over the past two decades that phones should be replaced, not repaired, once they start to show their age.

Positioning EVs as fancy gadgets was a natural strategy to get Americans to lust after them, and to differentiate them from the gas-powered vehicles that came from an analog age. And it’s not hard to see why electric car makers would be keen to copy the “replace-don’t-repair” dynamic that arose around phones (to say nothing of the subscription creep that will ask you to pay extra monthly fees for car features).

But there’s no rule that says it must be this way. Electric cars don’t have to be defined by smartphone aesthetics and touchscreens and proprietary software; they don’t have to present as impenetrable to the garage mechanic. There is a better world where they are not only less expensive but also purposefully modular and obviously repairable, where parts, including the battery, could be swapped in to keep the car on the road as long as possible. They could feel rugged, like an old Buick LeSabre that just runs forever, rather than fragile and disposable.

I’m not just harping on this because America needs a simpler, more affordable EV to help the transition to electric. It’s also a sustainability issue. Gas-powered cars have grown more reliable and long-lasting over the years, and their increasing longevity means the average auto could be expected to reach 12 years and 200,000 miles, with lots of fluids, belts, brake pads, spark plugs, and cracked gaskets replaced along the way. They just keep on chugging, and emitting.

Electric cars are mechanically simpler. So it’s possible that, if their major components could be easily replaced, the vehicles themselves could last even longer, like an electric car of Theseus. It’s been done, even with today’s EVs. A 10-year-old Tesla Model S in Europe reportedly just surpassed 2 million kilometers, or about 1.24 million miles on the odometer. The EV has been through four battery packs and 14 motors to reach that wild total.

Few EV owners will go this hard to keep their vehicle on the road, but plenty of them will be presented with a simpler choice. The battery warranty of a current EV typically expires at 100,000 miles, and guarantees only that the pack won’t suffer more than 30 percent degradation during that time. Afterward, you’re on your own. So when a battery goes kaput at 150,000 miles, or has lost half its original range, EV drivers will face the classic car conundrum: whether to sink more money into an old car or buy a new one.

If the cost of batteries and motors really does fall in the near future once EVs go mainstream and technology advances, then more people will choose the former. What would make that choice even easier, however, is the feeling that your vehicle was really built for the long haul — that, unlike your phone, it isn’t simply one software update it can’t handle from becoming obsolete.

The alternative vision of EVs is out there. When I was first covering the Maker Faire hacker festival a dozen years ago, there were already guys out there who’d teach you how to hack a first-generation Mazda into a dead-simple electric car. (In the garage at Caltech, where I work, there’s someone who’s clearly done the same to a 1980s Porsche.) Like replacing 14 motors in an old Tesla, this is much more than the ordinary car owner wants to undertake. But it shows what is possible.

Tesla is apparently back in the race to make an affordable American EV, though it’s impossible to ever imagine the little Tesla being a dumbphone on wheels. Others, like Ford, are still trying. Perhaps with its EVs to come, the big Detroit brand can channel the spirit of the Ford Escort I drove in college: a plucky underdog that keeps on running, no matter how many people back into you in that icy parking lot.

Blue

You’re out of free articles.

Subscribe today to experience Heatmap’s expert analysis 
of climate change, clean energy, and sustainability.
To continue reading
Create a free account or sign in to unlock more free articles.
or
Please enter an email address
By continuing, you agree to the Terms of Service and acknowledge our Privacy Policy
Energy

All the Nuclear Workers Are Building Data Centers Now

There has been no new nuclear construction in the U.S. since Vogtle, but the workers are still plenty busy.

A hardhat on AI.
Heatmap Illustration/Getty Images

The Trump administration wants to have 10 new large nuclear reactors under construction by 2030 — an ambitious goal under any circumstances. It looks downright zany, though, when you consider that the workforce that should be driving steel into the ground, pouring concrete, and laying down wires for nuclear plants is instead building and linking up data centers.

This isn’t how it was supposed to be. Thousands of people, from construction laborers to pipefitters to electricians, worked on the two new reactors at the Plant Vogtle in Georgia, which were intended to be the start of a sequence of projects, erecting new Westinghouse AP1000 reactors across Georgia and South Carolina. Instead, years of delays and cost overruns resulted in two long-delayed reactors 35 miles southeast of Augusta, Georgia — and nothing else.

Keep reading...Show less
Blue
Q&A

How California Is Fighting the Battery Backlash

A conversation with Dustin Mulvaney of San Jose State University

Dustin Mulvaney.
Heatmap Illustration

This week’s conversation is a follow up with Dustin Mulvaney, a professor of environmental studies at San Jose State University. As you may recall we spoke with Mulvaney in the immediate aftermath of the Moss Landing battery fire disaster, which occurred near his university’s campus. Mulvaney told us the blaze created a true-blue PR crisis for the energy storage industry in California and predicted it would cause a wave of local moratoria on development. Eight months after our conversation, it’s clear as day how right he was. So I wanted to check back in with him to see how the state’s development landscape looks now and what the future may hold with the Moss Landing dust settled.

Help my readers get a state of play – where are we now in terms of the post-Moss Landing resistance landscape?

Keep reading...Show less
Yellow
Hotspots

A Tough Week for Wind Power and Batteries — But a Good One for Solar

The week’s most important fights around renewable energy.

The United States.
Heatmap Illustration/Getty Images

1. Nantucket, Massachusetts – A federal court for the first time has granted the Trump administration legal permission to rescind permits given to renewable energy projects.

  • This week District Judge Tanya Chutkan – an Obama appointee – ruled that Trump’s Bureau of Ocean Energy Management has the legal latitude to request the withdrawal of permits previously issued to offshore wind projects. Chutkan found that any “regulatory uncertainty” from rescinding a permit would be an “insubstantial” hardship and not enough to stop the court from approving the government’s desires to reconsider issuing it.
  • The ruling was in a case that the Massachusetts town of Nantucket brought against the SouthCoast offshore wind project; SouthCoast developer Ocean Winds said in statements to media after the decision that it harbors “serious concerns” about the ruling but is staying committed to the project through this new layer of review.
  • But it’s important to understand this will have profound implications for other projects up and down the coastline, because the court challenges against other offshore wind projects bear a resemblance to the SouthCoast litigation. This means that project opponents could reach deals with the federal government to “voluntarily remand” permits, technically sending those documents back to the federal government for reconsideration – only for the approvals to get lost in bureaucratic limbo.
  • What I’m watching for: do opponents of land-based solar and wind projects look at this ruling and decide to go after those facilities next?

2. Harvey County, Kansas – The sleeper election result of 2025 happened in the town of Halstead, Kansas, where voters backed a moratorium on battery storage.

Keep reading...Show less
Yellow