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Those 21-inch rims — and America’s opulent car culture — are doing more harm than good.
The biggest complaint drivers have about electric vehicles is their range. They might be far cleaner, much cheaper to operate and maintain, and not subsidize murderous dictators, but they can typically go only 200-350 miles on a charge (though some expensive models can top 500 miles). And because the U.S. car charging network is still being built out, that can mean having to carefully plan one’s road trip, having to wait in line at a charger, and so on.
So it’s strange that so many EVs are outfitted with snazzy features that badly sap their range. In particular, the fancy low-profile rims that are very common on American EVs knock their range down by as much as 15 percent. It’s just the most obvious example of how America’s addiction to big, fast cars is an unnecessary obstacle to the EV transition.
Jason Fensky explains the physics of the rim problem at Engineering Explained. All else equal, larger diameter wheels are heavier, which means more rotating mass, which means more energy needed to spin them. A larger diameter means more air resistance (particularly when they come with fancy angular decorations), and more resistance still because they typically come with wider tires. Wider tires in turn worsen rolling resistance, eating up still more energy. According to Tesla, moving from 20-inch rims to 18-inch ones on a Model 3 improves range by nearly 15 percent, under typical conditions.
This matters especially for EVs because batteries are considerably less energy-dense than diesel or gasoline. (Their range is as good as it is because electric motors are vastly more efficient than internal combustion engines.) Where you can compensate easily enough for inefficient wheels in a gas-powered car by adding a couple gallons to the fuel tank, additional battery capacity means a huge weight penalty, which itself saps range.
What’s more, low-profile tires have a considerably worse ride quality because there is less rubber to absorb shocks, and with no protruding sidewall, it’s very easy to damage those fancy rims when parking or driving too close to a curb.
The problem is compounded by the EV manufacturer habit of producing absurdly fast models. Zero-to-60 times for today’s crop of electric automobiles are routinely under five seconds and occasionally at three seconds or less. Now, I can’t blame people for enjoying the thrill of explosive electric acceleration — it’s surely one of the reasons EVs have gained market share — but that is preposterous speed. Sixty miles per hour in three seconds is faster than a 2020 Ferrari Portofino, equipped with a twin-turbocharged V8 making 591 horsepower.
We can see all these problems coming together with the Rivian R1T. This pickup truck starts with a dual-motor setup making “only” 600 horsepower and a 0-60 times of 4.5 seconds, with a range of 270 miles on the base battery. You can increase the range to 350 miles with the medium battery, and 400 miles with the biggest one. But if you option the quad-motor drivetrain making 835 horsepower with the medium battery (the only option available at time of writing) range is cut from 350 to 328 miles. And sure enough, if you pick the 21-inch wheels instead of the 20-inch, range is cut again to 303 miles.
Those battery upgrades are also extremely expensive, because they’re so large. The base battery is 105 kilowatt-hours, while the medium is 135 and the large 180 kilowatt-hours, and so the different options will set you back $6,000 and $16,000 respectively. That huge battery is also why the R1T has a base curb weight of over 7,000 pounds.
The R1T has gotten rave reviews because of its ridiculous speed and high build quality. But it is Caligula-esque levels of pointless excess to be driving a large truck around that is faster than a Ferrari sports car. Let’s be real: In ordinary road conditions nobody ever has a legitimate need to hit 60 miles per hour in three seconds. People who even use that capability outside of a race track are in the best case scenario impressing their friends on a highway on-ramp, or else they are breaking the law somehow.
It should also be noted that the heavier a car is, the more dangerous it is to other cars or pedestrians in an accident, because momentum is proportional to mass.
This isn’t the only way to go, of course. Consider the recently discontinued Chevy Bolt, with a 200 horsepower motor and a 63 kilowatt-hour battery. But that smaller drivetrain and battery means its weight comes in under 3,600 pounds, which together with relatively sensible 17-inch wheels (though I’d go even smaller) enables a perfectly respectable range of 259 miles. (That’s just 30 miles short of the Hummer EV, whose battery is 3.4 times larger.) Smaller and cheaper parts also mean the Bolt’s starting price is also $27,500, compared to the R1T’s $74,000 — and because the Bolt requires far less energy and fewer raw materials to produce, it is far better for the climate.
American drivers are simply spoiled by technology. Two hundred horsepower and 266 pound-feet of torque is plenty for 95 percent of the tasks American drivers actually perform with their cars — indeed, more than is strictly necessary. I remember when my family bought a Honda Accord in 2003, with its 160 horsepower four-cylinder engine, and it felt downright zippy.
It will take more than an article to cure America’s addiction to big cars. But right now, EV shoppers can take a simple and easy step to ease their range anxiety: skip the fancy wide rims.
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Did a battery plant disaster in California spark a PR crisis on the East Coast?
Battery fire fears are fomenting a storage backlash in New York City – and it risks turning into fresh PR hell for the industry.
Aggrieved neighbors, anti-BESS activists, and Republican politicians are galvanizing more opposition to battery storage in pockets of the five boroughs where development is actually happening, capturing rapt attention from other residents as well as members of the media. In Staten Island, a petition against a NineDot Energy battery project has received more than 1,300 signatures in a little over two months. Two weeks ago, advocates – backed by representatives of local politicians including Rep. Nicole Mallitokis – swarmed a public meeting on the project, getting a local community board to vote unanimously against the project.
According to Heatmap Pro’s proprietary modeling of local opinion around battery storage, there are likely twice as many strong opponents than strong supporters in the area:
Heatmap Pro
Yesterday, leaders in the Queens community of Hempstead enacted a year-long ban on BESS for at least a year after GOP Rep. Anthony D’Esposito, other local politicians, and a slew of aggrieved residents testified in favor of a moratorium. The day before, officials in the Long Island town of Southampton said at a public meeting they were ready to extend their battery storage ban until they enshrined a more restrictive development code – even as many energy companies testified against doing so, including NineDot and solar plus storage developer Key Capture Energy. Yonkers also recently extended its own battery moratorium.
This flurry of activity follows the Moss Landing battery plant fire in California, a rather exceptional event caused by tech that was extremely old and a battery chemistry that is no longer popular in the sector. But opponents of battery storage don’t care – they’re telling their friends to stop the community from becoming the next Moss Landing. The longer this goes on without a fulsome, strident response from the industry, the more communities may rally against them. Making matters even worse, as I explained in The Fight earlier this year, we’re seeing battery fire concerns impact solar projects too.
“This is a huge problem for solar. If [fires] start regularly happening, communities are going to say hey, you can’t put that there,” Derek Chase, CEO of battery fire smoke detection tech company OnSight Technologies, told me at Intersolar this week. “It’s going to be really detrimental.”
I’ve long worried New York City in particular may be a powder keg for the battery storage sector given its omnipresence as a popular media environment. If it happens in New York, the rest of the world learns about it.
I feel like the power of the New York media environment is not lost on Staten Island borough president Vito Fossella, a de facto leader of the anti-BESS movement in the boroughs. Last fall I interviewed Fossella, whose rhetorical strategy often leans on painting Staten Island as an overburdened community. (At least 13 battery storage projects have been in the works in Staten Island according to recent reporting. Fossella claims that is far more than any amount proposed elsewhere in the city.) He often points to battery blazes that happen elsewhere in the country, as well as fears about lithium-ion scooters that have caught fire. His goal is to enact very large setback distance requirements for battery storage, at a minimum.
“You can still put them throughout the city but you can’t put them next to people’s homes – what happens if one of these goes on fire next to a gas station,” he told me at the time, chalking the wider city government’s reluctance to capitulate on batteries to a “political problem.”
Well, I’m going to hold my breath for the real political problem in waiting – the inevitable backlash that happens when Mallitokis, D’Esposito, and others take this fight to Congress and the national stage. I bet that’s probably why American Clean Power just sent me a notice for a press briefing on battery safety next week …
And more of the week’s top conflicts around renewable energy.
1. Queen Anne’s County, Maryland – They really don’t want you to sign a solar lease out in the rural parts of this otherwise very pro-renewables state.
2. Logan County, Ohio – Staff for the Ohio Power Siting Board have recommended it reject Open Road Renewables’ Grange Solar agrivoltaics project.
3. Bandera County, Texas – On a slightly brighter note for solar, it appears that Pine Gate Renewables’ Rio Lago solar project might just be safe from county restrictions.
Here’s what else we’re watching…
In Illinois, Armoracia Solar is struggling to get necessary permits from Madison County.
In Kentucky, the mayor of Lexington is getting into a public spat with East Kentucky Power Cooperative over solar.
In Michigan, Livingston County is now backing the legal challenge to Michigan’s state permitting primacy law.
On the week’s top news around renewable energy policy.
1. IRA funding freeze update – Money is starting to get out the door, finally: the EPA unfroze most of its climate grant funding it had paused after Trump entered office.
2. Scalpel vs. sledgehammer – House Speaker Mike Johnson signaled Republicans in Congress may take a broader approach to repealing the Inflation Reduction Act than previously expected in tax talks.
3. Endangerment in danger – The EPA is reportedly urging the White House to back reversing its 2009 “endangerment” finding on air pollutants and climate change, a linchpin in the agency’s overall CO2 and climate regulatory scheme.