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The future or snake oil ?

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I hope its a success. If so, Mr Jackson stands to become an extremely rich man:rock:
 
The concept is interesting. Single-use disposal battery as opposed to rechargeable battery. Never been tried on a car before... I am assuming he also covered the recycling side of things.
 
Well, it sounds good. maybe he will be offered multi millions $$ for his company/technology with the aim of taking it forward. When he refuses because he suspects it is 'Oil' money that is being offered and he suspects they will bury his technology until their oil runs out he one day die's in mysterious circumstances.

Don't laugh. It has happened before.
 
From the article it states 7 pence per mile for an aluminium powered car, it also states one to give a Tesla a greater range (let's be generous and say 500 miles) would cost £5000, that's £10 per mile. What am I failing to see?
 
Still reading it after falling across this earlier today.
Worrying that he was being shut down by the industry (allegedly)

It's not 1st April, and I am reading into the science, but if correct this looks to be another stream alongside the hydrogen hope....
 
What am I failing to see?

The numbers. It states 1,500 miles for £5,000. Still far too expensive though.

To answer the thread title: "The future or snake oil?", as this is the Daily Mail, my guess would be the second.
 
The numbers. It states 1,500 miles for £5,000. Still far too expensive though.

To answer the thread title: "The future or snake oil?", as this is the Daily Mail, my guess would be the second.
Cost of production will go down over time?
 
If it's an easy swap... maybe you could keep a few spare ones at home? Then replenish when needed.
 
There are warehouse ' driver-less forklift trucks out there that change their own batteries when low, no human hand involved ,so it could be feasible to have a 'drive-in' station where batteries are changed while - u - wait.

The infrastructure cost would probably be prohibitive .
 
Hi,
I worked on an electric bus project back in around 1998.
A company in the UK was developing an electric bus for the 2000 Sydney Olympic Games.
The technology they were pursuing was replaceable electrolyte.
Bus depot has two large tanks of electrolyte.
Bus with low battery charge turns up at depot.
Hooks pipe up to fuel filler cap.
Discharged electrolyte sucked out of the batteries.
This pumped into tank to be recharged at the depot.
New - fully charged electrolyte pumped into bus.
Bus drives off with full batteries!
The electrolyte was apparently corrosive - so needed special filler cap and filler hose system to prevent spillage.
The above was back in 1998 - no idea why this technology has not progressed - as it gives you the ability to “refill” a dead electric vehicle like a fossil fueled vehicle!
Cheers
Steve
 
There are warehouse ' driver-less forklift trucks out there that change their own batteries when low, no human hand involved ,so it could be feasible to have a 'drive-in' station where batteries are changed while - u - wait.

The infrastructure cost would probably be prohibitive .

How soon before you are replacing batteries faster than you can recharge the removed ones - mid morning?
 
SNAKE OIL ! a shame but the whole thing smells.
 
Hi,
I worked on an electric bus project back in around 1998.
A company in the UK was developing an electric bus for the 2000 Sydney Olympic Games.
The technology they were pursuing was replaceable electrolyte.
Bus depot has two large tanks of electrolyte.
Bus with low battery charge turns up at depot.
Hooks pipe up to fuel filler cap.
Discharged electrolyte sucked out of the batteries.
This pumped into tank to be recharged at the depot.
New - fully charged electrolyte pumped into bus.
Bus drives off with full batteries!
The electrolyte was apparently corrosive - so needed special filler cap and filler hose system to prevent spillage.
The above was back in 1998 - no idea why this technology has not progressed - as it gives you the ability to “refill” a dead electric vehicle like a fossil fueled vehicle!
Cheers
Steve
And the old 'discharged' corrosive (and perhaps toxic?) electrolyte is reprocessed or disposed of how? That's the problem the problem with this approach; storage of new electrolyte and managing the old stuff.
 
I wish him well, but the archives of New Scientist and similar are full of the next great breakthrough in battery technology.
 
And the old 'discharged' corrosive (and perhaps toxic?) electrolyte is reprocessed or disposed of how? That's the problem the problem with this approach; storage of new electrolyte and managing the old stuff.

According to the article linked in the original post the electrolyte is safe, so safe he drinks some when demonstrating it. As for storage, we manage it in relative safety for highly flammable petrol at filling stations. Easy access too.
 
And the old 'discharged' corrosive (and perhaps toxic?) electrolyte is reprocessed or disposed of how? That's the problem the problem with this approach; storage of new electrolyte and managing the old stuff.
Hi,
On the bus project, the electrolyte was recharged daily at the depot and then used to refill subsequent buses, once it was sufficiently charged.
The advantages were that you could quickly refuel the buses like a normal diesel/petrol vehicle, recharge the electrolyte at night on cheaper off-peak tariffs and you could keep reusing the electrolyte (we were never told how many cycles it could go through).
I don’t see a realistic future in non-rechargeable batteries as discussed in the DM article.
Cheers
Steve
 
According to the article linked in the original post the electrolyte is safe, so safe he drinks some when demonstrating it. As for storage, we manage it in relative safety for highly flammable petrol at filling stations. Easy access too.
Don't have to dispose of the used petrol though, but point taken. Would be interesting to know about the whole electrolyte supply chain too, so as to evaluate the overall benefits beyond the enablement of quickly refreshing discharged batteries.
 

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