Honda and Toyota both slow played full electrification, emphasizing non-plug-in vehicles even as plug in models started moving real volumes.

But Toyota was at least putting a real push in increasing their hybrid lineup, and lining up increasing amounts of electric drivetrains (batteries, motors, regenerative braking chargers, etc.) in their supply chain.

In 2025, Honda sold 1.4 million vehicles in North America, 430,000 of which were electrified vehicles (50,000 of those being the GM-manufactured Prologue and ZDX), mostly non-plug-in hybrids. Honda has refused to bring a plug-in hybrid to market. Looking at the actual manufacturing, Honda has only partially electrified something like 25% of their vehicles.

Meanwhile, Toyota moved 2.5 million vehicles, 47% of which were electrified. About 50,000 of them were plug-in hybrids and 22,000 were full electric. That’s not a lot, but at least they developed their own EVs, have a supply chain for literally millions of (small) batteries and regenerative chargers and electric motors in finished cars.

When it comes time to really put out EVs, Toyota is in a much better position to survive the transition than Honda is.

Today’s new cars are tomorrow’s used cars. What happens in the new car market now will directly affect what is available on the used car market 5, 10, 15 years from now.

I wonder how much energy is in a liter of sunshine.

Photovoltaic panels capture energy from the photons that hit it, at a finite speed of light.

At Earth’s distance from the sun, solar radiation is about 1450 W/m^2 . Each watt is 1 joule/second. And a liter, which is 1000 cubic centimeters, would basically represent a volume that is the 0.1cm of space above a 1 square meter panel (100 cm x 100 cm x 0.1 cm = 1000 cubic centimeters).

So how much energy hits a 1 square meter panel in the time it takes for light to travel 0.1 cm? Light travels at 3.0 x 10^8 m/s, or 3.0 x 10^10 cm/s, so we’re talking about the light that hits a panel over the course of about 3.3 x 10^-12 s. At 1450 joules per second, times 3.3 x 10^-12 s, we get 4.83 x 10^-9 joules.

4.8 nanojoules in a liter of sunshine. That’s way less than a liter of gasoline/petrol!

Then again, using a solar panel you’re able to capture a column of light 3.0 x 10^8 meters tall using that 1 square meter panel. So you’re catching 3.0 x 10^11 liters per second worth of sunlight, which makes the relative low energy per liter still add up to a lot.

Gasoline needs a precise air/fuel ratio to ignite

Yes, and it forms fumes in those ratios as soon as it spills. A puddle of gasoline is flammable. And once it ignites, it creates a runaway condition where the heat output of the reaction ignites the fuel around it, too.

If you have fast charging, why do you need a big battery?

Road trips. Being able to drive 4-5 hours between stops is better than being able to drive 2-3 hours, even if you don’t have to stop for all that long. Small fuel tanks are annoying in gasoline powered vehicles, even if a fill up can be less than 3 minutes.

Isn’t that also true of literal gasoline?

A 15-gallon tank of gasoline has about 1800 megajoules or 500 kWh stored, ready to combust when mixed with oxygen and heat.

You crash test the actual modules and make sure it doesn’t short when encountering highway crash forces, same as you do for gasoline tanks.

1100kW means 18.3 kWh/minute, which for a 3 mi/kWh car is 55 miles (almost 90km) added to a car’s range in just one minute of charging. For a 4 mi/kWh car, that’s about 73 miles (almost 120 km) in a minute. That’s wild.

A gasoline pump delivers about 10 gallons per minute, so for a 25 mpg car, a gasoline pump gets about 250 miles (400 km) per minute, so there’s still a gap. But the gap is shrinking.

The spec say 1.8x3-3.5m

Are you talking about the entire width and length of the vehicle? The roof is smaller than the total footprint. Especially because the width of the vehicle includes the mirrors sticking out.

10% seems rather low.

No, it’s pretty high for the use case you describe. Utility scale solar with panels pointed toward the sun tends to achieve about 20-25%, with some American desert installations at 30%.

Home balcony solar tends to get 10% in places like Germany, with the higher latitude and higher likelihood of overcast skies.

Putting it on a vehicle roof would be lower than that.

So 2 kwh per day is optimistic.

i don’t really need more than 30km a week.

So why buy a vehicle at all? Seems like the resources that go into an underutilized vehicle would be better used for things like paying fares on taxis.

You’re better off just charging with 100% utility solar/wind from the grid and paying money for it, rather than trying to combine a mediocre solar array in a costly way that kills your vehicle efficiency.

Plus there are probably some efficiency losses in an inverter taking the DC output of the solar-charged battery and generating an AC waveform expected by the car’s ICCU, to be redirected into charging the cells of the actual car.

Yeah, that’s why I used a capacity factor of 10%, which is pretty normal for fixed solar panels. That should be enough to account for clouds/weather, nighttime, etc.

Looking at that roof, it looks like it’s about 3m x 1.5m, for 4.5 m^2. Typical solar panel gets about 200W/m^2 at max sunlight.

So that’s a peak generation of 900W. With a 24 hour day and a capacity factor of 10%, that’s about 2.16 kWh of energy per day. For a van like that, with the weight and aerodynamics of a bulky solar system on the roof and the systems for storing that energy in another battery and cleanly providing that power in a way that the car charging system can accept? I’d be skeptical that’s good for more than 8km per day, on a sunny day.

The Slate truck doesn’t exist yet, at least not as a street legal mass produced vehicle. They’re aiming for a late 2026 launch, but they’re not there yet.

I’m curious whether voltage even matters, and what the wattage of each burner is, and what the total power max for the whole stove is.

A typical US stove draws either 40A or 50A at 240V, so that’s a max power of about 12,000W. But each burner is usually limited to something about 5000-7500W.

With induction, the heat is efficiently placed right into the pan, so actual performance probably matches a lower nominal power resistive stove (or gas stove).

Almost every American home has 240V coming in, with 2 hot wires with 120V AC exactly 180° out of phase with each other, and a neutral wire that’s supposed to be roughly ground voltage. The standard is to split the 240V into 120V for each circuit at the actual breaker panel, by feeding each normal circuit in the house one hot and one neutral wire. But setting up a particular circuit for 240V service is trivial by using both hot wires.

And the actual distribution grid itself, before it hits the transformer that steps it down to 240V right before actual customer meters, is going to be much, much higher voltage in any country. Higher voltage means less line loss, so power lines use high voltage. That part doesn’t differ significantly between countries.

Anyway. That’s why most American electric stoves and ovens are actually 240V.

The feeling comes from real world experiences with electric cars, which for 90% of Americans is primarily dealing with Tesla. Stupid door handles, stupid steering wheels, stupid touchscreen based controls. It’s a real complaint, and if it’s coming from Americans it’s primarily complaining from the dominant electric car brand they’ve had experience with, which is an American brand with American made cars.

But this is a distrust that is primarily applied to Tesla, an American car company whose cars are made in America. You’re not making any sense.

One way I get around this is to put a thermal mass like a cast iron pan under the pot I want to cook slowly since it evens out the pulses but then it heats extremely slowly.

Yeah, at that point it’s just like a shitty resistive heating stove with extra steps.

Yes but how is it xenophobia?

This is Xenophobia wrapped up in our emotions around cars

What? Tesla is like the worst offender for this.

Especially since the US is a rich country.

There’s basically no correlation between a country’s wealth and its EV uptake. High EV adoption countries include rich countries like Norway and poor countries like Nepal. Low adoption countries include rich countries like Japan and poor countries like Albania.

For context, this sounds like they’re pausing production for the “body on battery” BT1 platform for their largest electric trucks (the Hummer and Silverado).

Their much more popular “skateboard” BEV3 platform is still selling at pretty good numbers with the Chevy Blazer and Equinox EVs, the Cadillac Lyriq/Optiq/Vistiq EVs, and the Honda Prologue EV and the last of the now-discontinued Acura ZDX badged with those brands (but ultimately running the same GM platform underneath). Plus the BEVII platform should be selling well again with the relaunch of the Chevy Bolt this year (after a 2 year hiatus).

Customer rejection of the largest electric pickup trucks shouldn’t be seen as a long term failure of EVs in the American market, and shouldn’t even be understood as a failure of GM’s ability to compete in the EV market. They’re selling over 150,000 EVs per year, and have a continued pipeline of new EVs coming, which is a lot more than most manufacturers can say (even including the traditional manufacturers that embraced EVs early, like VW and Hyundai and Nissan).