David Booth behind the wheel of Jaguars I-Pace E-Trophy race car.Handout / Jaguar Opinionated. Knowledgeable. Irascible.Unflappable. Veteran Canadian automotive journalist and Drivings very own David Booth is all that, and more.Hes also been in the drivers seat for three decades of electric vehicle innovation and development. As such, he has a unique and well-informed perspective on the ongoing EV revolution one that Driving readers know all too well from his weekly, must-read Motor Mouth columns.In this weeks episode of Plugged In, we ask him about the future of EVs, how plug-in hybrids and hydrogen fuel cells fit into that landscape, and of course, his favourite subject to rant about: Tesla.Plugged In is available on Apple Podcasts, Spotify, Stitcher, and Google Podcasts.
Origin: Plugged In Podcast: Talking EVs, fuel cells, and Tesla with Motor Mouth
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Motor Mouth: Will Porsche’s Taycan challenge Tesla’s EV hegemony?
It just debuted two days ago, but Porsche has already taken some 30,000 deposits for its new Taycan. Not exactly Tesla numbers, but impressive nonetheless. Closer to home, more than 1,000 Canadians have plunked down $2,500 hoping to secure one of the first electrified Porsche four-doors to hit the street. Again, neither number rivals the multitudes that offered up deposits on Teslas Model 3, but Taycan does play in an entirely different snack bracket.A more appropriate context, then, might be to note that said deposits are roughly equal to the number of 911s that Porsche Canada sells in its best of years. In other words, September 4s worldwide launch of the Taycan was a very good day at the office for Porsche Canadas president and CEO, Marc Ouayoun.Now, never mind that a few of those chomping at the bit may well be put off by the Taycans price the base Turbo starts at $173,900 and the Turbo S is a wallet-stretching $213,900. If that means Porsche has finally brought profitability to the electric vehicle segment, so much the better.More important is that the company is depending on the Taycan to be successful, Detlev von Platen, Porsches executive board member for sales and marketing, telling the launch event attendees the company will be investing over US$6 billion in battery power over the next few years and expects more than 50 per cent of the companys cars to be electrified within the next decade. In other words, Porsche needs the Taycan to be successful.And more important than that is that the automotive industry needs the Taycan to be successful. So far, the electric vehicle segment has been all Tesla, the Silicon Valley upstart the only truly successful purveyor of battery power. Yes, I know Nissans Leaf remains the best-selling EV of all time, but, while semi-plentiful, its actually selling well below barely 10 per cent of initial projections what was predicted when it was introduced ten years ago.What the Tesla faithful don’t realize is their devotion is counter-productive to the propagation of EVsTesla, meanwhile, has become the poster child for planet-friendly motoring, Elon Musks decision whether it was brilliant insight or bulls%^t luck really doesnt matter to focus on the luxury segment proving to be providential. Whither goes Tesla, it now seems, goes the entire electric vehicle industry.The problem is that Mr. Musks influence and the cult-like devotion it has engendered is not good for anyone except Tesla shareholders.Whether youre a fan of long-range plug-ins or prefer fuel cells, it is not so much that Tesla is winning, but that Mr. Musk so dominates the conversation surrounding EVs that it stifles discussion into what a truly multi-platform zero-emissions future might look like.Now, to be certain, the company and man for they are one and the same deserve all the accolades they have received for a) creating the luxury EV segment where none existed and b) legitimizing the concept of the battery-powered car in the eyes of a formerly skeptical audience. For that, Mr. Musk will undoubtedly be lauded in history books as the founder of a movement.Um @Porsche, this word Turbo does not mean what you think it does Elon Musk (@elonmusk) September 5, 2019The problem is that said worship has gone too far, creating disciples for whom any dissent, any mention of competitive brands is seen as traitorous. In my 35 years in this biz, I have see nothing not the Ford-versus-Chevy wars, not Jeep Wrangler aficionados, not even one-per-centers devoted to their Hogs to match the cult-like allegiance Tesla enjoys amongst its minions.Unfortunately, that deference is stifling competition. Despite the deception that traditional automakers are dragging their heels on electrification, nothing could be further from the truth. The problem they all face is that, any time they introduce a (costly-to-develop) EV, they are met with the mildest of mehs.Initially, they were decried as too ugly (Chevys Bolt), too slow (the Kia Soul) or lacking in panache (pretty much everyone). But, then Jaguar came out with the I-Pace, offering both pedigree and panache. Yet they too were greeted with another giant yawn. Too slow, said the disciples, ignoring the fact theres more to a sporty automobile than Ludicrous acceleration. So I-Pace sales have crashed. Audis e-tron? Better, but hardly all-conquering, especially considering that the Model X with which it competes is the weakest model in Teslas lineup.And thats why the Taycan is so important. It meets every single objection even the most devoted of Teslarati could dream up. Brand image? None is stronger than Porsches. Build quality? Ditto. Beauty? The Taycan is the four-door 911 that Porsche always promised the Panamera would be. Ludicrously fast? My Lord, yes. Toss in handling that is all but a match for the best of supercars and you have a car that is markedly superior to the Tesla Model S it ostensibly competes with.Oh, the haters will no doubt point to its price
Origin: Motor Mouth: Will Porsche’s Taycan challenge Tesla’s EV hegemony?
Motor Mouth: More ignorant grandstanding about motorcycling
In this file photo, one person was taken to hospital with critical injuries after a motorcycle collided with a van on Portage Avenue in Winnipeg on Saturday, June 2, 2018.Chris Procaylo / Winnipeg Sun I dont know Liz Braun. Despite the fact she works for Postmedia, as do I, our paths have never crossed. According to her company bio, though, she is the Suns film critic. Thats her official title. Unofficially, I take it shes also their general curmudgeon. That is all I know about Liz Braun.Oh, and maybe one last thing: She really has her head up her you-know-what when it comes to motorcycles and the people who ride them. That, it seems, did not stop her from writing the most salacious of screeds: Put your motorcycle in the garage and never take it out again, essentially a lecture on the dangers of motorcycling that denigrates both motorcyclists and motorcyclingIts always difficult to know where to start in debunking myths surrounding motorcycling, but the first thing that stands out about this article is trying to determine what exactly Ms. Brauns motivations were other than venting of spleen in writing Just leave the bike at home. Everyone who loves you will be grateful. One assumes (hopes?) that her quoting motorcycle fatality statistics might be some public service message to warn off unsuspecting souls unaware that riding a motorcycle is dangerous. But, heres a tip for Ms. Braun or, in fact, anyone looking to warn us bikers to the dangers of motorcycling: Our mothers beat you to it. Quite some time ago, in fact. Nothing you wrote or could write could match the talk we had when our dear mothers discovered we were hiding Cycle World under our beds or sneaking rides on cousin Bobs Honda Z50. We know motorcycling is dangerous, Liz. Just like boxing, no sentient being can don protective headgear and climb into the ring or onto the saddle without some understanding that the activity they are about to engage might have dire consequences. We understand the risks, accept the dangers, and most importantly, welcome the responsibility. Motorcyclists relish the fact that balancing on two wheels requires more skill than driving a cager. Its part of the reason we ride.More interesting, however, is that Ms. Braun introduces her entire rant by acknowledging that motorcyclists are not at fault in many of their, lets call them interactions with automobiles: In the off-chance you hadnt noticed, people dont stop at red lights any more, rarely signal lane changes fail to check their blind spot, tailgate, speed, drive under the influence and use their phones while operating their vehicle. In other words, the worse people drive, the bigger your risk.Now and this, as the kids say, Liz, is where the st just got real Im pretty sure that victim blaming is a bad thing. In fact, from what I read in the papers, it might be a really bad thing. I am neither, as many will note, a sensitive man, nor, as even more will attest, the brightest bulb in the socket, but even I know that were you to blame victims of assault for the clothes they wore, the professions they chose or, yes, even how much alcohol they had consumed, youd be ridden out of town on a rail. Actually, more like a razor blade. Seriously, Liz, you want us to stop our behaviour because males oops, that just slipped out drivers cant behave properly? Thats really your solution?I’m pretty sure that victim blaming is a bad thingMs. Braun does go on to provide a few tips from soon-to-be-retired Toronto Police Services Alex Crews on how to ride safe. Unfortunately, they fall into the been there, done that category of admonishments wear bright clothing, drive defensively, etc. that pretty much every motorcyclist already knows. (Note: the one good bit of advice Ms. Braun does quote is to pay attention at intersections; motorists are forever turning left in front of motorcyclists they didnt see.)If Ms. Braun had done just a little more homework by the way, Liz, motorcyclists are 13.5 times more likely to die than an occupant of a car, still egregious but not the 27 times you cite she might have had a few more effective tips to even out her diatribe. According to the Canada Safety Council, for instance, mandatory motorcycle training can reduce rider fatalities by as much as 46 per cent. Motorcycles with ABS are 37 per cent less likely to be in a fatal collision than those without. Indeed, I wrote my engineering thesis on the potential benefits (at the time, no bikes were so-equipped) of anti-lock brakes for motorcycles and came to the conclusion that ABS would be the single most effective safety technology for motorcycles. I guess not much has changed in 37 years.And what about a quick word, Liz, on the fact alcohol has an even greater effect on motorcyclists than car drivers that whole walk in a straight line balance thing and so reduces a riders care and control at comparatively minuscule blood/alcohol levels. In Ontario, for instance, 25 per cent of
Origin: Motor Mouth: More ignorant grandstanding about motorcycling
Motor Mouth: Which of these EV pickup concepts have the best chance of reaching production?
Its only a matter of time before pickup trucks become electrified.Brendan McAleer / Handout / Driving / GMC It was inevitable. Inescapable, really. Money, as they say, follows markets and there’s simply no market bigger right now than the gargantuan pickups that have, quite literally, taken over North America. Marry that predilection with the headlines surrounding pretty much anything electric and it’s amazing we’re not already awash in plug-in pickups. Actually, if Tesla’s biannual financial funk gets any deeper, Elon Musk may start taking deposits soon. Cynicism regarding Musk’s business practices aside, Tesla’s success has emboldened all manner of startups — Rivian, Atlis, and others — to build their own electric colossus, each vying to stuff more lithium-ions into their truck beds than the next. Even General Motors and Ford are leaping — OK, taking baby steps — into the segment themselves, worried the proverbial rock-and-hard-place that is consumer demand for ever more trucks versus increasingly stringent emissions standards may eventually limit how many profit-producing pickups they’ll be allowed to sell. So Motor Mouth decided to evaluate the major players in this burgeoning market; one eye trying to determine which ones will actually get produced, the other gauging their chances of success. And to measure each player’s chances, we have introduced a new rating system — the Motor Mouth Vapourware Index. Using our new VI index is easy: Our best score of zero represents an absolute certainty of success — a “dead cert,” if you will — while the maximum 10 denotes approximately the same probability of anyone actually driving, say, a Faraday Future vehicle. Tesla pickup — as inevitable as an inappropriate Elon Musk tweet A fan rendering of Tesla’s upcoming pickup truck Stephen William Mason There is little doubt Tesla will produce a pick-me-up sometime in the future. And, whatever its guise, it will likely be a grand success, loyal Teslarati likely to park one right beside the Range Rover that’s never seen a dirt road or the Ferrari that’s never been to a racetrack. Exactly what will power these “cyberpunk Blade Runners” — quite literally Musk’s description for his new pickup — remains speculation, but he has promised a range of 500 miles (800 kilometres), meaning — if the Model X is any indication — it eats up about 40 kWh every 160 kilometres of driving. We’re looking at about 200 kWh of lithium ion. That’s US$40,000 worth of battery, which means there will be precious little change from CDN$100,000. Nonetheless, look for them to be a plague at high-end craft meets. Motor Mouth VI: 0 Rivian R1T — the new darling of the plug-in set 2019 Rivian R1T Electric Truck Handout / Rivian Rivian is the one manufacturer threatening Tesla’s stranglehold on EV hype, its marketing just the right combination of exaggeration and outright hyperbole. Beyond the standard puffery — the R1T’s 180 kWh battery has inspired truly headline-grabbing embellishments — there’s some pretty nifty design, like the innovative ski pass-thru that reveals inventiveness beyond mere emissions reduction. Ford has invested heavily in Rivian, and R1T test mules were actually disguised as F-150s to prevent detection, which begs the question: Will Rivian produce electrified pickups under its own badge, or will the guppy get swallowed by the whale? Whatever the case, the R1T (or something using its technology) will hit streets. Motor Mouth VI: 4 as a standalone marque, 1 as a rebadged Ford Workhorse W-15 — perhaps a little too practical for its own good The Workhorse electric truck concept. Handout / Workhorse Workhorse is in negotiations to buy the shuttered Lordstown plant from General Motors, so one has to assume it intends to produce something that resembles its much-ballyhooed W-15. That said, the deal — contrary to Donald Trump’s recent tweet — is not final, rendering the promise of 2019 deliveries somewhat fanciful. Nonetheless, Workhorse stands out in this crowd with its decision to use a more practical plug-in hybrid powertrain. Oh, its 60-kWh battery does promise 80 miles (128 kilometres) of electric-only driving, but its BMW-supplied range extender allows 310 miles (500 kilometres) more gasoline-fueled range. The W-15 is set to start at about US$50,000 and will have the capacity to power your house in an emergency. Indeed, the only knock on the Workhorse may be that it is both practical and affordable, both qualities the EV crowd seems to find unappealing. Motor Mouth VI: Eventually 1, but a 7 going by the initial promise of this year Bollinger B2 — modest goals mean this “electrified Hummer” has an off chance to make it to market The Bollinger B2 electric truck Handout / Bollinger Unlike the rest of the plug-in pickups discussed here, the Bollinger is not looking to impress nouveau-riche dilettantes. It boasts but 200 miles (320 kilometres) of range despite carrying no less than a 120-kWh of Li-ion in its
Origin: Motor Mouth: Which of these EV pickup concepts have the best chance of reaching production?
Motor Mouth: The Rivian paradox raises a few questions
In a surprising twist of the ‘country bumpkin goes to town’ fable, it turns out the hit of the recent auto show in New York — possibly the most congested inner city in the world, and certainly the most cosmopolitan — was a great, giant, hulking pickup truck. Oh, Toyota’s Highlander probably drew more cameras. And any time Subaru introduces a new Outback it’s a media event. But in terms of the sheer number of “have you seen the (fill-in-the-blank)?” questions generated per square metre of booth space, it was Rivian, an upstart electric truck maker from Plymouth, Michigan, that was the talk of the town. The only issue is that so many of those questions remain unanswered. While the company talked loudly and proudly about the $1,000 deposits it had taken on its R1T pickup and R1S SUV, beyond the generic “our powertrains are very efficient,” there was little detail on how the EV startup was achieving its signature marketing message, namely the whopping 400-mile (640-kilometre) range attributed to its top-of-the-line R1T. Lacking the requisite detail, I did a bit of basic number crunching to see if there might be some illumination to how the company is achieving such game-changing range and exactly what it will cost for us to haul our cordwood emissions-free. Here’s what I came up with: The mid-range 135 kWh version — there’s a 105 kWh base model, and the 400-miler boasts a whopping 180 kWh — is, for now, the only model for which Rivian is providing specific details. It will, says the company’s spec sheet, weigh 2,670 kilograms (5,886 pounds). Now, it’s impossible to know how exact these specifications are. Rivian’s own director of communications, Michael McHale, says that the numbers are mere “guidelines.” But a fairly educated guess would be that, of those 2,670 kilograms of unladen weight, its 135 kWh of lithium ion accounts for about900 kg. That, thanks to my trusty calculator, leaves some1,770kg of full-sized truck. Applying the same calculus for a typical gas-powered pickup, like a Ford F-150 SuperCab4x4,gives you about 1,950 kilograms of engine-less truck (arrived by assigning 250 kg for the Ford’s twin-turbo V6, but not deducting the weight of the transmission to account for the Rivian’s four electric motors). That makes the R1T almost 200 kilograms lighter than what you’ll remember is Ford’s newly lightened aluminum-bodied truck. Doing the same numbers for the Ram 1500 or Chevy’s Silverado just widens the gap. In other words, unless the Rivian’s frame is made of carbon fibre, McHale’s “guidelines” may indeed be fluid. More importantly, the point of all this geeky guesswork is thatthe top-of-the-line, big-battery version is probably going to weigh over 3,000 kilograms. Meanwhile, some really basic math (for which I don’t need a calculator) reveals that its 180kWh and 400-mile combination work out to 45 kWh depleted every 100 miles driven.While hardly spectacular — a 2017 Chevy Bolt needs only about 28 kWh — it isabout the same as Audi’s new e-tron and just a little worse than a Tesla’s Model X 100D, both of which will weigh at least 500 kg —possibly even 700 — less than the topline R1T. In other words, right out of the gate, for Rivian’s proposed numbers to work the company’s engineers would already have to be slightly ahead of Tesla, the industry leader in electric powertrain efficiency, and way in front of Audi, that paragon of German automobile engineering. It might also be worth mentioning that, at current prices, the batteries for this long-range pickup will cost somewhere in the region of US$35,000. This is, for those looking for some context, about $7,000 more than a base Ford F-150. Yes, for the entire truck. As Motor Mouth has noted, there’s a growing market for upscale pickups, but at almost $90,000 Canadian for the base truck — the 105 kWh model is supposed to start at US$69,000 when it goes into production in about 18 months — that would make the 180 kWh Rivian a $100,000+ pickup here in Canada. Even at US$125 per kWh — the consensus basement of lithium ion’s economies-of-scale pricing — that’s US$22,500 for the batteries alone, not far off the US$24,300 Ford is asking for its all-new Ranger, which thanks to its fuel-sipping 2.3-litre EcoBoost four-cylinder engine, also ekes out about the same 400 miles from a tankful. Oh, and by the way, by the time you factor in the weight of that giant battery, the compact Ranger’s payload will probably dwarf the long-range R1T’s cargo-carrying capacity. What makes the cargo-carrying ability even more interesting is that Rivian has also applied for a patent for a “removable auxiliary” battery that would extend range even farther. Though Rivian doesn’t specify how big this battery would be — the patent applications mentions a boost of anywhere from 10 to 20 kWh — it does say that said battery, which fits into the cargo bed like a bolt-in tool box, “may weigh several hundred pounds or more.” Both cargo and payload capacity, one assumes, would be
Origin: Motor Mouth: The Rivian paradox raises a few questions
All about car 