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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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Though it might not be as comprehensive or as permanent as renewables advocates have feared, it’s also “just the beginning,” the congressman said.
President-elect Donald Trump’s team is drafting an executive order to “halt offshore wind turbine activities” along the East Coast, working with the office of Republican Rep. Jeff Van Drew of New Jersey, the congressman said in a press release from his office Monday afternoon.
“This executive order is just the beginning,” Van Drew said in a statement. “We will fight tooth and nail to prevent this offshore wind catastrophe from wreaking havoc on the hardworking people who call our coastal towns home.”
The announcement indicates that some in the anti-wind space are leaving open the possibility that Trump’s much-hyped offshore wind ban may be less sweeping than initially suggested.
In its press release, Van Drew’s office said the executive order would “lay the groundwork for permanent measures against the projects,” leaving the door open to only a temporary pause on permitting new projects. The congressman had recently told New Jersey reporters that he anticipates only a six-month moratorium on offshore wind.
The release also stated that the “proposed order” is “expected to be finalized within the first few months of the administration,” which is a far cry from Trump’s promise to stop projects on Day 1. If enacted, a pause would essentially halt all U.S. offshore wind development because the sought-after stretches of national coastline are entirely within federal waters.
Whether this is just caution from Van Drew’s people or a true moderation of Trump’s ambition we’ll soon find out. Inauguration Day is in less than a week.
Imagine for a moment that you’re an aerial firefighter pilot. You have one of the most dangerous jobs in the country, and now you’ve been called in to fight the devastating fires burning in Los Angeles County’s famously tricky, hilly terrain. You’re working long hours — not as long as your colleagues on the ground due to flight time limitations, but the maximum scheduling allows — not to mention the added external pressures you’re also facing. Even the incoming president recently wondered aloud why the fires aren’t under control yet and insinuated that it’s your and your colleagues’ fault.
You’re on a sortie, getting ready for a particularly white-knuckle drop at a low altitude in poor visibility conditions when an object catches your eye outside the cockpit window: an authorized drone dangerously close to your wing.
Aerial firefighters don’t have to imagine this terrifying scenario; they’ve lived it. Last week, a drone punched a hole in the wing of a Québécois “Super Scooper” plane that had traveled down from Canada to fight the fires, grounding Palisades firefighting operations for an agonizing half-hour. Thirty minutes might not seem like much, but it is precious time lost when the Santa Ana winds have already curtailed aerial operations.
“I am shocked by what happened in Los Angeles with the drone,” Anna Lau, a forestry communication coordinator with the Montana Department of Natural Resources and Conservation, told me. The Montana DNRC has also had to contend with unauthorized drones grounding its firefighting planes. “We’re following what’s going on very closely, and it’s shocking to us,” Lau went on. Leaving the skies clear so that firefighters can get on with their work “just seems like a no-brainer, especially when people are actively trying to tackle the situation at hand and fighting to save homes, property, and lives.”
Courtesy of U.S. Forest Service
Although the Super Scooper collision was by far the most egregious case, according to authorities there have been at least 40 “incidents involving drones” in the airspace around L.A. since the fires started. (Notably, the Federal Aviation Administration has not granted any waivers for the air space around Palisades, meaning any drone images you see of the region, including on the news, were “probably shot illegally,” Intelligencer reports.) So far, law enforcement has arrested three people connected to drones flying near the L.A. fires, and the FBI is seeking information regarding the Super Scooper collision.
Such a problem is hardly isolated to these fires, though. The Forest Service reports that drones led to the suspension of or interfered with at least 172 fire responses between 2015 and 2020. Some people, including Mike Fraietta, an FAA-certified drone pilot and the founder of the drone-detection company Gargoyle Systems, believe the true number of interferences is much higher — closer to 400.
Law enforcement likes to say that unauthorized drone use falls into three buckets — clueless, criminal, or careless — and Fraietta was inclined to believe that it’s mostly the former in L.A. Hobbyists and other casual drone operators “don’t know the regulations or that this is a danger,” he said. “There’s a lot of ignorance.” To raise awareness, he suggested law enforcement and the media highlight the steep penalties for flying drones in wildfire no-fly zones, which is punishable by up to 12 months in prison or a fine of $75,000.
“What we’re seeing, particularly in California, is TikTok and Instagram influencers trying to get a shot and get likes,” Fraietta conjectured. In the case of the drone that hit the Super Scooper, it “might have been a case of citizen journalism, like, Well, I have the ability to get this shot and share what’s going on.”
Emergency management teams are waking up, too. Many technologies are on the horizon for drone detection, identification, and deflection, including Wi-Fi jamming, which was used to ground climate activists’ drones at Heathrow Airport in 2019. Jamming is less practical in an emergency situation like the one in L.A., though, where lives could be at stake if people can’t communicate.
Still, the fact of the matter is that firefighters waste precious time dealing with drones when there are far more pressing issues that need their attention. Lau, in Montana, described how even just a 12-minute interruption to firefighting efforts can put a community at risk. “The biggest public awareness message we put out is, ‘If you fly, we can’t,’” she said.
Fraietta, though, noted that drone technology could be used positively in the future, including on wildfire detection and monitoring, prescribed burns, and communicating with firefighters or victims on the ground.
“We don’t want to see this turn into the FAA saying, ‘Hey everyone, no more drones in the United States because of this incident,’” Fraietta said. “You don’t shut down I-95 because a few people are running drugs up and down it, right? Drones are going to be super beneficial to the country long term.”
But critically, in the case of a wildfire, such tools belong in the right hands — not the hands of your neighbor who got a DJI Mini 3 for Christmas. “Their one shot isn’t worth it,” Lau said.
Editor’s note: This story has been updated to reflect that the Québécois firefighting planes are called Super Scoopers, not super soakers.
Plus 3 more outstanding questions about this ongoing emergency.
As Los Angeles continued to battle multiple big blazes ripping through some of the most beloved (and expensive) areas of the city on Friday, a question lingered in the background: What caused the fires in the first place?
Though fires are less common in California during this time of the year, they aren’t unheard of. In early December 2017, power lines sparked the Thomas Fire near Ventura, California, which burned through to mid-January. At the time it was the largest fire in the state since at least the 1930s. Now it’s the ninth-largest. Although that fire was in a more rural area, it ignited for some of the same reasons we’re seeing fires this week.
Read on for everything we know so far about how the fires started.
Six major fires started during the Santa Ana wind event last week:
Officials are investigating the cause of the fires and have not made any public statements yet. Early eyewitness accounts suggest that the Eaton Fire may have started at the base of a transmission tower owned by Southern California Edison. So far, the company has maintained that an analysis of its equipment showed “no interruptions or electrical or operational anomalies until more than one hour after the reported start time of the fire.” A Washington Post investigation found that the Palisades Fire could have risen from the remnants of a fire that burned on New Year’s Eve and reignited.
On Thursday morning, Edward Nordskog, a retired fire investigator from the Los Angeles Sheriff’s Department, told me it was unlikely they had even begun looking into the root of the biggest and most destructive of the fires in the Pacific Palisades. “They don't start an investigation until it's safe to go into the area where the fire started, and it just hasn't been safe until probably today,” he said.
It can take years to determine the cause of a fire. Investigators did not pinpoint the cause of the Thomas Fire until March 2019, more than two years after it started.
But Nordskog doesn’t think it will take very long this time. It’s easier to narrow down the possibilities for an urban fire because there are typically both witnesses and surveillance footage, he told me. He said the most common causes of wildfires in Los Angeles are power lines and those started by unhoused people. They can also be caused by sparks from vehicles or equipment.
At more than 40,000 acres burned total, these fires are unlikely to make the charts for the largest in California history. But because they are burning in urban, densely populated, and expensive areas, they could be some of the most devastating. With an estimated 9,000 structures damaged as of Friday morning, the Eaton and Palisades fires are likely to make the list for most destructive wildfire events in the state.
And they will certainly be at the top for costliest. The Palisades Fire has already been declared a likely contender for the most expensive wildfire in U.S. history. It has destroyed more than 5,000 structures in some of the most expensive zip codes in the country. Between that and the Eaton Fire, Accuweather estimates the damages could reach $57 billion.
While we don’t know the root causes of the ignitions, several factors came together to create perfect fire conditions in Southern California this week.
First, there’s the Santa Ana winds, an annual phenomenon in Southern California, when very dry, high-pressure air gets trapped in the Great Basin and begins escaping westward through mountain passes to lower-pressure areas along the coast. Most of the time, the wind in Los Angeles blows eastward from the ocean, but during a Santa Ana event, it changes direction, picking up speed as it rushes toward the sea.
Jon Keeley, a research scientist with the US Geological Survey and an adjunct professor at the University of California, Los Angeles told me that Santa Ana winds typically blow at maybe 30 to 40 miles per hour, while the winds this week hit upwards of 60 to 70 miles per hour. “More severe than is normal, but not unique,” he said. “We had similar severe winds in 2017 with the Thomas Fire.”
Second, Southern California is currently in the midst of extreme drought. Winter is typically a rainier season, but Los Angeles has seen less than half an inch of rain since July. That means that all the shrubland vegetation in the area is bone-dry. Again, Keeley said, this was not usual, but not unique. Some years are drier than others.
These fires were also not a question of fuel management, Keeley told me. “The fuels are not really the issue in these big fires. It's the extreme winds,” he said. “You can do prescription burning in chaparral and have essentially no impact on Santa Ana wind-driven fires.” As far as he can tell, based on information from CalFire, the Eaton Fire started on an urban street.
While it’s likely that climate change played a role in amplifying the drought, it’s hard to say how big a factor it was. Patrick Brown, a climate scientist at the Breakthrough Institute and adjunct professor at Johns Hopkins University, published a long post on X outlining the factors contributing to the fires, including a chart of historic rainfall during the winter in Los Angeles that shows oscillations between wet and dry years over the past eight decades.
But climate change is expected to make dry years drier and wet years wetter, creating a “hydroclimate whiplash,” as Daniel Swain, a pre-eminent expert on climate change and weather in California puts it. In a thread on Bluesky, Swain wrote that “in 2024, Southern California experienced an exceptional episode of wet-to-dry hydroclimate whiplash.” Last year’s rainy winter fostered abundant plant growth, and the proceeding dryness primed the vegetation for fire.
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Editor’s note: This story was last update on Monday, January 13, at 10:00 a.m. ET.