John's Stuff - Personal Log 1294

September 15, 2024 - October 3, 2024

Last Updated: Mon. 11/04/2024

10-03-2024 No Harm, No Foul. Yesterday's exchange was fruitful: "I've had similar thoughts to theirs, so no harm, no foul. But in response to what you said, I don't recall Toyota doing that with the Prius -- maybe they did and I don't remember." I jumped back online to provide:

I like the way you put that... "no harm, no foul".

That was indeed the approach back then. The entire gen-1 (2001, 2002, 2003 models) offering was intentionally limited. It simply made no sense pushing what they knew would be substantially upgraded soon. That came from experience, since gen-0 (1998, 1999, 2000 models) were exclusive to Japan, upgraded substantially prior to rollout in the United States.

Toyota not only repeated that again with gen-1 of the plug-in model by limiting volume, they halted production altogether for 2016 knowing that gen-2 would be a major upgrade. They had also learned how outdated facts continue to be spread following rollout, efforts from antagonists to undermine by exploiting assumptions from those who don't closely follow the news.

We already know 2024 model of bZ4X got an upgrade, but how many others do? Getting a much better battery-heater combined with a coolant circulation improvement was a big deal. 2025 model is slated for a low-key upgrade too. Those mostly unnoticed efforts will fortify upgrades to the battery itself coming in gen-2. Don't forget there's an inverter with much improved efficiency in the works as well.
Put another way, Toyota prefers to take their time and that choice in the past has worked exceptionally well.

10-02-2024
Low Sales. I saw this coming: "If you're referring to the EV which shares a lot with the Subaru EV, sales are low for a reason..." As you could have guessed, that reason was just a wild guess which wasn't correct. That happens a lot. People try to come up with the best response they can based on nothing but conjecture. Oh well. At least it provides me with an opportunity to fill in some blanks, hoping that will stimulate some type of constructive outlook. This was today's attempt: The reason is Toyota is taking the same approach they did for Prius... produce in low-volume to refine the technology prior to offering gen-2 in high volume. Avoiding loss-leader sales has proven financially wise. There's nothing to gain from pushing prior to the market reaching beyond subsidy dependence.

9-30-2024
Lacked Feature? This was the outcome of a rather useful exchange: "If you're referring to the poor cold-weather charging performance in the first model year (2023) BZ4X and Solterra, my understanding was that they lacked a heat exchanger and the adjustment valve on the heating circuit that the 2024+ model years have. Why the first model year didn't have those features, I'm honestly not sure." Recognition of something having changed is progress. Unfortunately with that detail already lost, it's easy to see how future references could fall apart unless detail is passed along now. I did what I could in the past. But like all seasonal influences, most people simply don't pay attention until that season returns. We'll see how this goes: 2023 has a battery heater. It was small though, intended for basic warming. It worked fine for enabling cold temperature charging, but was underpowered to do the job quickly.

9-29-2024
EV Range Battery Guide. There was a share of a PDF download made available today. It highlighted chemistry, acceleration, speed, temperature, aging losses, depth of discharge, heat and fast charging. No where was any mention of efficiency. How is omission of consumption a wise choice when creating a guide about range? The most vital measure needed when doing trip planning is to know how quickly you will consume the electricity available. This is why apps like ABRP take advantage of a live-data feed to give you an accurate estimate. Expectations are just a wild guess without knowing mi/kWh. Ugh. This problem should be no surprise. Enthusiasts still obsess with battery capacity. How is that helpful while the trip is in progress? Needless to say, it was an incomplete attempt to convey what people want to know more about. I put it this way: Strange guide. It documents range influences, but completely misses how range is measured. We really don't need something that perpetuates the problem of energy waste. Switching from petroleum to electricity is great, but there is a dangerous of glorifying electricity guzzlers. In other words, we need more discussion on the topic of efficiency. Consumption rates measures, like mi/kWh, should be included in guide like that. We're not going to educate people by excluding a vital element of the ownership experience.

9-29-2024 Self Inflicted. Selling rental inventory. Hertz is clearing out most of their BEV fleet. Their failure was so colossal, it's now just a desperate effort to try to financially recover. Comments like this are being made: "I talked to some folks that rented an EV from them. They said they never explained to them how to charge and where, nor did they show them how to find a DCFC or the process. It's probably more of a self inflicted wound." It's strange that such a mistake wasn't obvious. Know your audience. You don't just hand keys to a newbie and hope for the best. Look at new owners for some perspective. Most do at least some research prior to purchase and still get caught off guard by the basics. How is someone who never really gave the EV driving experience much thought suppose to have a rewarding experience, something they'll hopefully want to repeat, without any guidance? Ugh. This was my comment on such blind hope:

Failure was inevitable from the very start, for that reason. Hertz assumed the market was ready... a narrative this audience here spreads. It's sad that DCFC is misrepresented to such an extreme. Reality is, being able to conveniently fast-charge is not available for the masses. Being able to rent an EV and do whatever you wanted with it was a fantasy. It will happen someday, but most certainly isn't realistic yet.

NEVI made that overwhelmingly clear. Submissions for funding brought attention to the absence of DCFC with the "every 50 miles" requirement. Success in Norway came about from the abundance of choices to charge. Even within metro areas, we see a majority of cities with nothing available. How can you teach potential renters about the charging process when most haven't ever even witnessed one being used?

It's too much to expect for a rental experience. The customer will have no idea what will be needed... and anxiety gets worse upon discovery. Payment method alone is a big deterrent. Each network has its own app. Each vehicle has its own charging quirks. And of course, the narrative focuses on speed rather than what really matters... efficiency. If people don't understand the impact of "mi/kWh", they will have an awful time with the scarcity of DCFC.
It was a disaster in the making. Preventing it would have been a monumental challenge, one that Hertz didn't even try to address.

9-26-2024
Prime Naming. It must have been a slow news day. Articles about Toyota dropping the "Prime" label from their plug-in hybrids sure made a splash online. I was surprised to see how much attention it got. Many of the media outlets had their own spin on what was actually happening and why. I found the most trusted video resource on the topic and posted the following in the comments section: Prime was a nod to those who helped promote that technology... dating back to November 2008, when the first time "Prius Prime" was suggested for naming. It was only used in North America. With Prius being the first model to become PHEV only (the only way to get it now in Europe) and PHEV models being introduced that might not be offered in the United States, standard naming was an obvious next step. That's progress. It makes referring back to history later easier too. Remember, before "Prime" was the "PHV" model.

9-26-2024
NACS Adapter. Today, it was rolled out for GM. I found commentary on the topic intriguing: "The adapter necessary to make a GM EV work with a Tesla plug, for instance, is available. But there's a waiting list, and the piece costs $225 - effectively a $225 early adopter penalty for buying your EV back before everyone agreed on how to cooperate." That is an odd take on the situation. If you purchased the vehicle with a NACS port, you would have to purchase an adapter to use CCS. Not all third-generation Tesla SuperChargers even support NACS for non-Tesla vehicles. I think about all the EVgo, CircleK and Electrify America stations I have access to here with CCS, along with the variety of dealer offerings. Not being able to use them would be a bummer. So, I'd gladly pay for an adapter. In my case, there was a survey from Subaru asking select owners if they would be willing to pay $175 to get the one for NACS. I would suspect Toyota's offer to be similar. And yes, I would pay that.

9-26-2024
Video: Amps & Volts (part 2). This is the second half of my commute. I parked at the charger in the ramp before work, then came back afterward to it fully charged after. You get to see the drive home starting at 100%. Being able to also watch captured detail about what activity takes place with the battery can provide interesting insight to operation of an EV. Hope you find it informative, as well as entertaining at 10X speed... Toyota bZ4X - Amps & Volts (part 2)

9-23-2024
Efficiency Downplay. I find the effort to downplay efficiency quite telling. At this point, they know range is not an indicator of consumption. Just like with a traditional vehicle, the bigger the gas-tank the farther you can drive. With an EV, the bigger the battery-pack the farther you can drive. Despite such an obvious cause & effect, some still try to portray how much electricity is required to travel a particular distance as unimportant. Today, that attempt was: "I would say that most modern BEVs are very similar in efficiency. It is a hard thing to measure because of all the variables, just like the ICE measurements of MPG. They almost never match the real world, either. Now, there are plenty of range test articles for virtually every BEV." It's not hard at all. In fact, it's quite simple to measure. The catch is, those numbers tell the real story and they don't like how that gives praise to Toyota for actually delivering something competitive in terms of efficiency. I thoroughly enjoy pointing that out, of course: The data shows otherwise. My BEV is an AWD bZ4X. Despite the large wheels (20") and the high ground-clearance (8.1"), it still averages better efficiency. I have been getting 3.8 mi/kWh. Around town, it delivers 4.4 mi/kWh.

9-23-2024 Republishing Articles. One month later, the same article comparing Model Y to a few select alternatives was published. (Some choices were curiously omitted, which was another red-flag.) It's presented as new. But in reality, it was first published on the writer's website. We see it again later on Facebook. Turns out, their replacement comment application has been such a disappointment that a new venue was tried. It was successful too. That new audience like the content. So, I contributed to it there with my own comment:

This article treats choices as if the market is still only the domain of early-adopters. Reach beyond that audience fails because focus remains on priorities mainstream consumers don't deem high. Importance of speed & capacity are not vital like these reviews portray.

Look at everyday vehicle reviews for perspective. Notice how most feature some type of operating cost reference? With hybrids & PHEV competing against ICE, that is especially important. There's nothing provided for BEV comparison. How much does it cost to drive a particular distance?

Absence of efficiency reference is a problem. Supposedly efficiency is a strength of BEV; yet, mi/kWh data is never mentioned. Some BEV guzzle electricity. Using more equates to greater expense for both energy & time. Think about it. If you are a new owner depending upon a dryer-outlet for home charging, how much electricity is consumer will be a very big deal. At a DC fast-charger, you will require more electricity for the same trip than a more efficient BEV.
Watch for when articles finally address efficiency. Sadly, they remain rare still.

9-22-2024
Video: Amps & Volts (part 1). This video provides a look into what happens as you drive with regard to the battery, focusing on the topic of amps & volts. I captured data from a morning commute with my bZ4X. You can see how the dashboard correlates with detail not normally available. With a tablet and an ODB-II reader, I was able to record that extra information to share. The drive is presented at 10X speed with explanation of what you are seeing. Hope you enjoy watching it... Toyota bZ4X - Amps & Volts (part 1)

9-21-2024
Video: Summer Commute (round trip, part 2). This is the second half of a round trip, to work and back driving my Toyota bZ4X AWD. Returning home is not as favorable. There's more traffic, which means waiting more stops and longer. Afternoon warming means I have to run the A/C too. On this particular day, that warm air resulted in a rather strong headwind to contend with as well. All of which equates to lower efficiency. Overall efficiency came to 4.4 miles/kWh for the complete 36.8 mile round trip. That's pretty good for an AWD electric vehicle with 20-inch wheels and an 8-inch ground-clearance... Toyota bZ4X - Summer Commute (round trip, part 2)

9-21-2024
Video: Summer Commute (round trip, part 1). This is the first half of a round trip, to work and back driving my Toyota bZ4X AWD. It's a commute capturing what happens when you drive in favorable summer conditions... at 10X speed. There's a camera in the window, one focusing in on the dashboard, and one for presentation of ODB-II data. All that is blended together to provide a comprehensive documentary video, complete with some captions pointing out helpful information. How you find it informative... Toyota bZ4X - Summer Commute (round trip, part 1)

9-20-2024
DC Home Charging. Online banter has fizzled. Antagonists are running out of material. That's why I have been focusing heavily on video capture, preparing to go on the offensive. Adding to the chaos those troublemakers are now trying to deal with is the new offering Dodge is planning. Their plug-in hybrid pickup (with a very large battery) will include DC fast-charging. That isn't supposed to be an option PHEV should include, according to their narrative. They don't want to address such a possibility directly though. Instead, it's in the form of: "Surely you won't be charging your Ramcharger at home on your non-existent 400-volt DC fast charger." I found that quite amusing, since I had just come across information to mess up that mindset: So far, there is at least one kickstarter is working on the ability to tap home-storage for DC output . It's an interesting idea that could a new perspective to the home charging equation. In other words, assumptions about PHEV and BEV are based on limitations that may not be a barrier in the future. A larger-capacity PHEV certainly with DC adds a new twist to consider. Keep in mind how many claims there were of never plugging in.

9-16-2024
Mandate Flop. Reading this was great: "The EV mandate is a flop. It wasn't well thought out in terms of ownership logistics." That claim is utter nonsense. There was nothing to flop. No mandate has ever been in place. That same person doubled down when called out by posting: "Not all car buyers live in residences where battery charging stations can be installed. Where do they plug in at night?" It was an obvious effort to redirect attention away from being told they were just making stuff up. It was a desperate attempt to draw a conclusion that whatever potential EVs may have exhibited is now gone. I remember seeing the same thing with hybrids. They would present cherry-pick facts, then dismiss based on the narrative that created. In this case, we don't even get that. Nothing at all was provided, not even any context. It was entirely fictional. Something supposedly failed. Where? When? What? Who? Gotta like when no evidence exists and closing statements are being made. I jumped into that mess with: What mandate? The first required sales don't begin until 2030, with most at either 2032 or 2035. There is nothing to flop yet.

9-15-2024
Lying By Omission. Yet another article appeared focusing entirely on Toyota's effort with hybrids. The portrayal is that Toyota has neglected EV investment because they believe hybrids are the answer. Nothing about a plug option is ever mentioned. Reality doesn't fit that narrative. BEV purists know the solution cannot skip a step. We are not ready for vehicles without a gas-engine backup. Some people will need that still. They require infrastructure which has not been built yet. It will happen, but telling you that the market really isn't currently able to support everyone is unacceptable. They don't want to face facts. They don't want to break the status quo with choices. Diversity is unacceptable. Ugh. Sadly, they keep trying anyway. Denial isn't helpful. Oh well. They have to deal with it whether they like it or not: Same old rhetoric, misrepresent Toyota by omission. Pretend the transition to PHEV isn't happening by never mentioning that effort. Reality is, we see Prius, RAV4, Crown and CH-R all working their way into markets with a plug. That is indeed what that idea of diversity reinforces. ICE is being phased out. It's too bad some feel the need to protect other legacy automakers lagging behind with their transition efforts by portraying Toyota as an antithesis.

10-03-2024	No Harm, No Foul. Yesterday's exchange was fruitful: "I've had similar thoughts to theirs, so no harm, no foul. But in response to what you said, I don't recall Toyota doing that with the Prius -- maybe they did and I don't remember." I jumped back online to provide: I like the way you put that... "no harm, no foul". That was indeed the approach back then. The entire gen-1 (2001, 2002, 2003 models) offering was intentionally limited. It simply made no sense pushing what they knew would be substantially upgraded soon. That came from experience, since gen-0 (1998, 1999, 2000 models) were exclusive to Japan, upgraded substantially prior to rollout in the United States. Toyota not only repeated that again with gen-1 of the plug-in model by limiting volume, they halted production altogether for 2016 knowing that gen-2 would be a major upgrade. They had also learned how outdated facts continue to be spread following rollout, efforts from antagonists to undermine by exploiting assumptions from those who don't closely follow the news. We already know 2024 model of bZ4X got an upgrade, but how many others do? Getting a much better battery-heater combined with a coolant circulation improvement was a big deal. 2025 model is slated for a low-key upgrade too. Those mostly unnoticed efforts will fortify upgrades to the battery itself coming in gen-2. Don't forget there's an inverter with much improved efficiency in the works as well. Put another way, Toyota prefers to take their time and that choice in the past has worked exceptionally well.
10-02-2024	Low Sales. I saw this coming: "If you're referring to the EV which shares a lot with the Subaru EV, sales are low for a reason..." As you could have guessed, that reason was just a wild guess which wasn't correct. That happens a lot. People try to come up with the best response they can based on nothing but conjecture. Oh well. At least it provides me with an opportunity to fill in some blanks, hoping that will stimulate some type of constructive outlook. This was today's attempt: The reason is Toyota is taking the same approach they did for Prius... produce in low-volume to refine the technology prior to offering gen-2 in high volume. Avoiding loss-leader sales has proven financially wise. There's nothing to gain from pushing prior to the market reaching beyond subsidy dependence.
9-30-2024	Lacked Feature? This was the outcome of a rather useful exchange: "If you're referring to the poor cold-weather charging performance in the first model year (2023) BZ4X and Solterra, my understanding was that they lacked a heat exchanger and the adjustment valve on the heating circuit that the 2024+ model years have. Why the first model year didn't have those features, I'm honestly not sure." Recognition of something having changed is progress. Unfortunately with that detail already lost, it's easy to see how future references could fall apart unless detail is passed along now. I did what I could in the past. But like all seasonal influences, most people simply don't pay attention until that season returns. We'll see how this goes: 2023 has a battery heater. It was small though, intended for basic warming. It worked fine for enabling cold temperature charging, but was underpowered to do the job quickly.
9-29-2024	EV Range Battery Guide. There was a share of a PDF download made available today. It highlighted chemistry, acceleration, speed, temperature, aging losses, depth of discharge, heat and fast charging. No where was any mention of efficiency. How is omission of consumption a wise choice when creating a guide about range? The most vital measure needed when doing trip planning is to know how quickly you will consume the electricity available. This is why apps like ABRP take advantage of a live-data feed to give you an accurate estimate. Expectations are just a wild guess without knowing mi/kWh. Ugh. This problem should be no surprise. Enthusiasts still obsess with battery capacity. How is that helpful while the trip is in progress? Needless to say, it was an incomplete attempt to convey what people want to know more about. I put it this way: Strange guide. It documents range influences, but completely misses how range is measured. We really don't need something that perpetuates the problem of energy waste. Switching from petroleum to electricity is great, but there is a dangerous of glorifying electricity guzzlers. In other words, we need more discussion on the topic of efficiency. Consumption rates measures, like mi/kWh, should be included in guide like that. We're not going to educate people by excluding a vital element of the ownership experience.
9-29-2024	Self Inflicted. Selling rental inventory. Hertz is clearing out most of their BEV fleet. Their failure was so colossal, it's now just a desperate effort to try to financially recover. Comments like this are being made: "I talked to some folks that rented an EV from them. They said they never explained to them how to charge and where, nor did they show them how to find a DCFC or the process. It's probably more of a self inflicted wound." It's strange that such a mistake wasn't obvious. Know your audience. You don't just hand keys to a newbie and hope for the best. Look at new owners for some perspective. Most do at least some research prior to purchase and still get caught off guard by the basics. How is someone who never really gave the EV driving experience much thought suppose to have a rewarding experience, something they'll hopefully want to repeat, without any guidance? Ugh. This was my comment on such blind hope: Failure was inevitable from the very start, for that reason. Hertz assumed the market was ready... a narrative this audience here spreads. It's sad that DCFC is misrepresented to such an extreme. Reality is, being able to conveniently fast-charge is not available for the masses. Being able to rent an EV and do whatever you wanted with it was a fantasy. It will happen someday, but most certainly isn't realistic yet. NEVI made that overwhelmingly clear. Submissions for funding brought attention to the absence of DCFC with the "every 50 miles" requirement. Success in Norway came about from the abundance of choices to charge. Even within metro areas, we see a majority of cities with nothing available. How can you teach potential renters about the charging process when most haven't ever even witnessed one being used? It's too much to expect for a rental experience. The customer will have no idea what will be needed... and anxiety gets worse upon discovery. Payment method alone is a big deterrent. Each network has its own app. Each vehicle has its own charging quirks. And of course, the narrative focuses on speed rather than what really matters... efficiency. If people don't understand the impact of "mi/kWh", they will have an awful time with the scarcity of DCFC. It was a disaster in the making. Preventing it would have been a monumental challenge, one that Hertz didn't even try to address.
9-26-2024	Prime Naming. It must have been a slow news day. Articles about Toyota dropping the "Prime" label from their plug-in hybrids sure made a splash online. I was surprised to see how much attention it got. Many of the media outlets had their own spin on what was actually happening and why. I found the most trusted video resource on the topic and posted the following in the comments section: Prime was a nod to those who helped promote that technology... dating back to November 2008, when the first time "Prius Prime" was suggested for naming. It was only used in North America. With Prius being the first model to become PHEV only (the only way to get it now in Europe) and PHEV models being introduced that might not be offered in the United States, standard naming was an obvious next step. That's progress. It makes referring back to history later easier too. Remember, before "Prime" was the "PHV" model.
9-26-2024	NACS Adapter. Today, it was rolled out for GM. I found commentary on the topic intriguing: "The adapter necessary to make a GM EV work with a Tesla plug, for instance, is available. But there's a waiting list, and the piece costs $225 - effectively a $225 early adopter penalty for buying your EV back before everyone agreed on how to cooperate." That is an odd take on the situation. If you purchased the vehicle with a NACS port, you would have to purchase an adapter to use CCS. Not all third-generation Tesla SuperChargers even support NACS for non-Tesla vehicles. I think about all the EVgo, CircleK and Electrify America stations I have access to here with CCS, along with the variety of dealer offerings. Not being able to use them would be a bummer. So, I'd gladly pay for an adapter. In my case, there was a survey from Subaru asking select owners if they would be willing to pay $175 to get the one for NACS. I would suspect Toyota's offer to be similar. And yes, I would pay that.
9-26-2024	Video: Amps & Volts (part 2). This is the second half of my commute. I parked at the charger in the ramp before work, then came back afterward to it fully charged after. You get to see the drive home starting at 100%. Being able to also watch captured detail about what activity takes place with the battery can provide interesting insight to operation of an EV. Hope you find it informative, as well as entertaining at 10X speed... Toyota bZ4X - Amps & Volts (part 2)
9-23-2024	Efficiency Downplay. I find the effort to downplay efficiency quite telling. At this point, they know range is not an indicator of consumption. Just like with a traditional vehicle, the bigger the gas-tank the farther you can drive. With an EV, the bigger the battery-pack the farther you can drive. Despite such an obvious cause & effect, some still try to portray how much electricity is required to travel a particular distance as unimportant. Today, that attempt was: "I would say that most modern BEVs are very similar in efficiency. It is a hard thing to measure because of all the variables, just like the ICE measurements of MPG. They almost never match the real world, either. Now, there are plenty of range test articles for virtually every BEV." It's not hard at all. In fact, it's quite simple to measure. The catch is, those numbers tell the real story and they don't like how that gives praise to Toyota for actually delivering something competitive in terms of efficiency. I thoroughly enjoy pointing that out, of course: The data shows otherwise. My BEV is an AWD bZ4X. Despite the large wheels (20") and the high ground-clearance (8.1"), it still averages better efficiency. I have been getting 3.8 mi/kWh. Around town, it delivers 4.4 mi/kWh.
9-23-2024	Republishing Articles. One month later, the same article comparing Model Y to a few select alternatives was published. (Some choices were curiously omitted, which was another red-flag.) It's presented as new. But in reality, it was first published on the writer's website. We see it again later on Facebook. Turns out, their replacement comment application has been such a disappointment that a new venue was tried. It was successful too. That new audience like the content. So, I contributed to it there with my own comment: This article treats choices as if the market is still only the domain of early-adopters. Reach beyond that audience fails because focus remains on priorities mainstream consumers don't deem high. Importance of speed & capacity are not vital like these reviews portray. Look at everyday vehicle reviews for perspective. Notice how most feature some type of operating cost reference? With hybrids & PHEV competing against ICE, that is especially important. There's nothing provided for BEV comparison. How much does it cost to drive a particular distance? Absence of efficiency reference is a problem. Supposedly efficiency is a strength of BEV; yet, mi/kWh data is never mentioned. Some BEV guzzle electricity. Using more equates to greater expense for both energy & time. Think about it. If you are a new owner depending upon a dryer-outlet for home charging, how much electricity is consumer will be a very big deal. At a DC fast-charger, you will require more electricity for the same trip than a more efficient BEV. Watch for when articles finally address efficiency. Sadly, they remain rare still.
9-22-2024	Video: Amps & Volts (part 1). This video provides a look into what happens as you drive with regard to the battery, focusing on the topic of amps & volts. I captured data from a morning commute with my bZ4X. You can see how the dashboard correlates with detail not normally available. With a tablet and an ODB-II reader, I was able to record that extra information to share. The drive is presented at 10X speed with explanation of what you are seeing. Hope you enjoy watching it... Toyota bZ4X - Amps & Volts (part 1)
9-21-2024	Video: Summer Commute (round trip, part 2). This is the second half of a round trip, to work and back driving my Toyota bZ4X AWD. Returning home is not as favorable. There's more traffic, which means waiting more stops and longer. Afternoon warming means I have to run the A/C too. On this particular day, that warm air resulted in a rather strong headwind to contend with as well. All of which equates to lower efficiency. Overall efficiency came to 4.4 miles/kWh for the complete 36.8 mile round trip. That's pretty good for an AWD electric vehicle with 20-inch wheels and an 8-inch ground-clearance... Toyota bZ4X - Summer Commute (round trip, part 2)
9-21-2024	Video: Summer Commute (round trip, part 1). This is the first half of a round trip, to work and back driving my Toyota bZ4X AWD. It's a commute capturing what happens when you drive in favorable summer conditions... at 10X speed. There's a camera in the window, one focusing in on the dashboard, and one for presentation of ODB-II data. All that is blended together to provide a comprehensive documentary video, complete with some captions pointing out helpful information. How you find it informative... Toyota bZ4X - Summer Commute (round trip, part 1)
9-20-2024	DC Home Charging. Online banter has fizzled. Antagonists are running out of material. That's why I have been focusing heavily on video capture, preparing to go on the offensive. Adding to the chaos those troublemakers are now trying to deal with is the new offering Dodge is planning. Their plug-in hybrid pickup (with a very large battery) will include DC fast-charging. That isn't supposed to be an option PHEV should include, according to their narrative. They don't want to address such a possibility directly though. Instead, it's in the form of: "Surely you won't be charging your Ramcharger at home on your non-existent 400-volt DC fast charger." I found that quite amusing, since I had just come across information to mess up that mindset: So far, there is at least one kickstarter is working on the ability to tap home-storage for DC output . It's an interesting idea that could a new perspective to the home charging equation. In other words, assumptions about PHEV and BEV are based on limitations that may not be a barrier in the future. A larger-capacity PHEV certainly with DC adds a new twist to consider. Keep in mind how many claims there were of never plugging in.
9-16-2024	Mandate Flop. Reading this was great: "The EV mandate is a flop. It wasn't well thought out in terms of ownership logistics." That claim is utter nonsense. There was nothing to flop. No mandate has ever been in place. That same person doubled down when called out by posting: "Not all car buyers live in residences where battery charging stations can be installed. Where do they plug in at night?" It was an obvious effort to redirect attention away from being told they were just making stuff up. It was a desperate attempt to draw a conclusion that whatever potential EVs may have exhibited is now gone. I remember seeing the same thing with hybrids. They would present cherry-pick facts, then dismiss based on the narrative that created. In this case, we don't even get that. Nothing at all was provided, not even any context. It was entirely fictional. Something supposedly failed. Where? When? What? Who? Gotta like when no evidence exists and closing statements are being made. I jumped into that mess with: What mandate? The first required sales don't begin until 2030, with most at either 2032 or 2035. There is nothing to flop yet.
9-15-2024	Lying By Omission. Yet another article appeared focusing entirely on Toyota's effort with hybrids. The portrayal is that Toyota has neglected EV investment because they believe hybrids are the answer. Nothing about a plug option is ever mentioned. Reality doesn't fit that narrative. BEV purists know the solution cannot skip a step. We are not ready for vehicles without a gas-engine backup. Some people will need that still. They require infrastructure which has not been built yet. It will happen, but telling you that the market really isn't currently able to support everyone is unacceptable. They don't want to face facts. They don't want to break the status quo with choices. Diversity is unacceptable. Ugh. Sadly, they keep trying anyway. Denial isn't helpful. Oh well. They have to deal with it whether they like it or not: Same old rhetoric, misrepresent Toyota by omission. Pretend the transition to PHEV isn't happening by never mentioning that effort. Reality is, we see Prius, RAV4, Crown and CH-R all working their way into markets with a plug. That is indeed what that idea of diversity reinforces. ICE is being phased out. It's too bad some feel the need to protect other legacy automakers lagging behind with their transition efforts by portraying Toyota as an antithesis.