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Tesla & The Government: A Contentious Relationship Spurred By Lobbyists?



Tesla and the government

Photo by Carolyn Fortuna

Tesla and the US government have had a healthy relationship under the past two administrations. President Obama toured the SpaceX facility and Trump asked Tesla CEO Elon Musk to be part of his business advisory council. Yet the Washington Post (whose owner, Jeff Bezos, has an antagonistic relationship with Musk) described Tesla recently as “used to being touted and even coddled by a government eager to show off Silicon Valley’s ingenuity and the innovative spirit ushered in by a friendly regulatory climate.”

Okay, “touted” and “coddled” may be a bit strong, but it was clear that the US was proud of Tesla’s made-in-America success.

Now there’s a new sheriff in town, and US President Biden said in August that he wanted half of new cars sold in the country to be battery-powered by the end of the decade. Woo hoo! Go, Tesla, right?

Not so fast.

Joining President Biden for the public face of the announcement were executives from General Motors, Ford, and Stellantis, who made broad and noble statements about their commitments to electric transportation.

Electric vehicles (EVs), however, are only a merest hint of these companies’ US sales, with 1.5% for GM, 1.3% for Ford, and none yet for Stellantis so far this year. Tesla, which manufactures only battery electric vehicles, was excluded from the White House photo shoots and conversations. “Yeah, seems odd that Tesla wasn’t invited,” responded Tesla CEO Elon Musk in a tweet responding to a CleanTechnica article about it.

Has Tesla’s relationship with the US government gone sour?

 Tesla and the Government: Consequences of Lobbying Pressure?

The Washington Post contends that Tesla has had a long “honeymoon period with the government” which may be ending. The article stands firm that “the company was bolstered by federal tax incentives that drove growth and sales, emissions compliance credits that ushered in profitability, and relatively hands-off oversight that allowed it to put new technology in the hands of customers without much fear of regulators stepping in.”

Let’s deconstruct that statement a bit, shall we? The harsh tone masks the reality that tax incentives, emissions compliance credits, and hands-off oversight might actually have been a good thing. And, then again, has Tesla and the US government really had a special relationship that was substantively different than other US automakers?

Incentives Leave Out Non-Union Automakers

House Democrats last week unveiled a proposal to allow an extra $4,500 in consumer incentives to buy a new EV if it is union-made in the US. Tesla, Toyota, and Honda are criticizing the proposed $12,500 EV tax incentive for including so much extra cash for union-made cars and trucks produced in the US, rather than focusing on “American made” by itself. They say a $4,500 incentive for vehicles assembled in a union plant unfairly favors General Motors, Ford, and Stellantis.

The House Ways and Means committee’s package would:

  • extend a $7,500 tax credit to consumers for new EVs;
  • add in $4,500 for cars that are assembled using union labor in the US; and,
  • throw in $500 more if battery cells are manufactured in the US and no less than half of the vehicle’s component parts are made-in-the-USA.

Erin Hatch Thomas, communications director at the House Ways and Means Committee, said the proposal merely reflected the priorities of the committee. “The Democratic Caucus strongly values workers’ rights as well as American-based manufacturing, both of which this proposal encourages,” she said.

Tesla produces the most vehicle batteries and EVs in the US, but it is the only major US automaker whose production is not unionized. (Writer’s note: I am a staunch unionist, but I’d rather see the US government work with Tesla and its worker relations than reject the company stridently.)

Since Musk has long opposed unionization at Tesla, is the Biden administration’s distance from the all-electric carmaker a result of pro-union lobbying? Are the administration statements about supporting the Paris Accord and the necessary leveling of global warming to a limit of 1.5°C above pre-industrial levels subject to political convenience? Are lobbying influences at work to force Tesla into an outsider position? (Don’t say it’s so, Joe!)

Tesla CEO Elon Musk recently responded to the House proposal on Twitter.

In August, CleanTechnica editor Zachary Shahan wrote “it bears noting that Tesla is now an extremely popular and well known company.” He added, ” I don’t think Tesla needs a ‘Biden boost.’”

I wonder if, just a month later, that still can be said.

With the anti-Tesla discourse flying around the government these days — and the corollary of the data about supply chain complexities — should we be asking: Is Elon Musk correct in saying that the new proposed legislation is “the product of lobbyists” and does not “serve American taxpayers?”

Editor’s note: I should clarify that I mean Tesla doesn’t need a “Biden boost” among the general public, and part of that is because demand is so high for Teslas. However, clearly, Tesla’s reputation is not the greatest with some on the left (or the right, for that matter) and with certain policymakers who see Tesla as anti-worker. So, Tesla could indeed use a Biden boost with some groups. —Zach

Made in the USA! Um, Not Anymore

Red, white, and blue row of Teslas in Florida. Photo by Zach Shahan, CleanTechnica.

Many people want to support local manufacturing by buying products made in the USA. In actual practice, however, such buying decisions are more nuanced that one might think. In fact, an analysis titled “American-Made Index” produced some interesting results — Tesla has 2 of the top 3 vehicles, and Asian manufacturers hold 6 of the top 12 slots — none of whom are the beneficiaries of the House proposed incentives. (The Tesla Model S and Model X were not included in the analysis.)

  1. Tesla Model 3, assembled in Fremont, Calif.
  2. Ford Mustang, assembled in Flat Rock, Mich.
  3. Tesla Model Y, assembled in Fremont, Calif.
  4. Jeep Cherokee, assembled in Belvidere, Ill.
  5. Chevrolet Corvette, assembled in Bowling Green, Ky.
  6. Honda Ridgeline, assembled in Lincoln, Ala.
  7. Honda Odyssey, assembled in Lincoln, Ala.
  8. Honda Pilot, assembled in Lincoln, Ala.
  9. Honda Passport, assembled in Lincoln, Ala
  10. Toyota Tundra, assembled in San Antonio, Texas
  11. Ford Expedition, assembled in Louisville, Ky.
  12. Acura RDX, assembled in East Liberty, Ohio

Of course, this index looks at the top autos “assembled” in the US. The automotive industry is a complex international web of factories and suppliers. Analyzing the automobile sector is important for understanding the sector’s direct importance in terms of GDP and employment, its sensitivity to the economic cycle, and its extended role in the economy through supply chains.

To narrow the analysis, it’s prudent to study the current position of the automobile sector in light of the transition towards EVs. In view of the upcoming shift towards electric car technologies and autonomous driving, evidence suggests that countries in the EU are lagging behind China and the US when it comes to the production of electric parts used in the car sector.

But the US outsources a whole lot of its parts, too. Tesla is heading in the right direction, with new production facilities expected to come online in Austin, Texas, by the end of the year. Tesla has been steadily increasing its manufacturing footprint since opening its first factory 11 years ago.

Also, electric vehicles utilize rare earth elements that are sourced from a monopolized supply chain — most EV rare earth metals are sourced from China. Future critical metal demands are substantially affected by battery technology roadmap.

And then there’s the demand for lithium-ion batteries (LIBs), which is immense. Their market was pegged at $36.7 billion in 2019 and is projected to hit $129.3 billion by 2027. The ubiquity of LIBs stems from research-driven efficiency improvements and an extensive worldwide manufacturing and distribution industry that, through improvements in scale and processing, has driven down battery prices by 87% in the last decade. Although the US is one of the biggest consumers of LIBs, it only produces 12% of the annual 316 GWh of lithium cell manufacturing capacity. China remains the largest manufacturer and accounts for 73% of annual LIB production.

Clearly, manufacturing EVs has a whole lot more complicated supply chain than the House proposal is letting on.

Tesla’s and the Government — Benefits that Go Both Ways

In January 2010, the US Department of Energy issued a $465 million loan to Tesla Motors to produce specially designed, all-electric plug-in vehicles and to develop a manufacturing facility in Fremont, California, to produce battery packs, electric motors, and other powertrain components for powering specially designed all-electric vehicles. The concept over a decade ago was that the Model S, as the first zero-emission, zero-gas, full-size electric vehicle on the market, would serve as a model for other EVs that would follow. Tesla had already produced battery packs, electric motors, and other powertrain components that would power all-electric, plug-in vehicles — not only Teslas, but also those of other vehicle manufacturers.

Another benefit Tesla receives comes when it sells regulatory credits to other automakers, such as Stellantis, the result of state, federal, and even international regulations meant to lower vehicle emissions.

In 2020, Tesla received payroll related benefits from the government in the first half of the year to help reduce the impact of the coronavirus pandemic on its business, the electric carmaker said in a filing. “As part of various governmental responses to the pandemic granted to companies globally, we received certain payroll related benefits which helped to reduce the impact of the COVID-19 pandemic on our financial results,” the company said.

Tesla and the Government — Final Thoughts

Today, Tesla not only has the strongest brand recognition of all EV manufacturers — it also has a 74% market share for all EVs sold in the 3 years prior to 2020 in the US. The Model 3 and Model Y cars are the current top sellers in the US market. And think of it: Tesla reached these sales levels even after the federal tax credit available to owners of Tesla cars expired in July, 2018. Tesla is also the top seller of EVs globally.

Aside from the union-made incentive, members of the House Ways and Means Committee raised questions about the domestic content of the vehicles as well as the bill potentially benefiting the wealthy. Remember the American-Made Index from earlier in the article? The average price of the 12 cars cited was $38,536. The estimated average transaction price for a light vehicle in the United States was $42,258 in June 2021, according to the analysts at Kelley Blue Book — consistent with the actual assembled-in-America vehicles.

So this fact-checking brings us back to the beginning. Who’s really to benefit from pushing Tesla away from the House proposal incentives? It’s not the mass market of future Tesla consumers, that’s for sure, who want an EV from a company that’s been working out the proverbial bugs for the last decade.


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Never Mind the Torque Talk, Feel the Romance 



As relayed by Majella Waterworth to David Waterworth 

Conversations collected at the AEVA EV experience day in Cleveland, Queensland, 26th September 2021.

Two young men were enamored by our Tesla Model 3. Majella showed them the tech and then got the comment: “I couldn’t afford this and an expensive engagement ring for my fiancé.” Apparently, he was expected to pay 3 months’ salary — about  $10,000 — for the ring.  My wife, who is quite the expert on jewelry, suggested he look at estate jewelry. But he said if he bought something second hand he would be divorced before he got married.

Then there would be the expense of the date on which he would present the ring. So, she showed him Romance Mode, Netflix access, the quality of the music, and how the panoramic glass roof would be the piece de résistance of a very affordable romantic date. The lower boot in the back would be just right for the chilled champagne and beer, and the frunk would hold the pizzas. Now, that was a hit, and they all had a good laugh.

A young couple arrived and began asking the usual questions about range, charging, and price. They had a two-year-old and another on the way in less than 2 months. Majella suggested they check out the back seat, and when they saw the baby seats, they realized a Tesla could be a family car. They checked out the screens that shielded the glass roof and made the car more comfortable for the children. They were impressed by the space afforded by the frunk and the two boots – you need all the room you can get when you are out with two small children. Karaoke with the Disney tunes was a hit, as was the ability to use Spotify for more kids music.

They live in a unit block and were concerned about where they could plug in. Majella showed them the PlugShare app on her phone. Dad was really surprised at the amount of information available – type of plug, speed of charging, availability. He was impressed at how many charge points there were close to home. He loved the lightning bolt on the Tesla screen that showed where the Superchargers were and how to get to them. 

Photo by Zach Shahan/CleanTechnica.

Majella is a mother and grandmother. She has practiced her people skills over many years in retail. She is an amateur gemologist who enjoys faceting gemstones she has found herself.


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Bright Yellow Rivian R1T Spotted In NYC



Sam Sheffer shared a short video of a beautiful, bright yellow Rivian R1T to TikTok yesterday. The electric truck was spotted in New York City and Sam noted in the video captions that he had a longer video on his YouTube channel — although, at the time of this article publishing, it is not yet up. In his TikTok video, Sam started with the front of the truck and showed that the frunk opened and closed automatically (sorry, Earl, no frunkpuppy submission here).

As with Tesla, Rivian has cameras everywhere. There are also very cool and unique roof-rack latches that easily snap on and off and can also be moved to the back of the truck above the bed area. The tires are 20 inch tires.

“Now, Rivian says this is an adventure vehicle, so in case of emergency, check this out,” Sam says while opening the door to the truck and then pressing a button along the inside of the door. “Inside the door is a built-in flashlight. How cool is that? And if the flashlight wasn’t enough for you, inside the center console thing is a portable Bluetooth speaker that charges in here!”

The truck also has an automatic liftgate that is activated by the push of a button and a gear tunnel where you can put anything from skateboards to groceries in. He also gave an inside look at the cab and showed the displays and the wooden dash. The seats are made with vegan leather, he added.

While demonstrating the charging port, which has a light to help its owner see at night, he asked, “Is this a transformer or is this a truck?”

You can watch Sam’s video on TikTok here.


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US & Denmark Unveil Big Plans For Wind Power



Here’s the thing about renewables like wind and solar that many people don’t get. The “fuel” that makes them work is free. That is not to say the devices we construct to harvest energy from wind and solar don’t cost anything and don’t contribute some greenhouse gas emissions. But let’s not pretend that somehow all the concrete, steel, and piping that go into making a thermal generating plant are inexpensive and carbon free.

And yes, getting the power generated by renewables from where it is made to where it is used requires building new transmission lines. But they don’t leak oil and gas into our rivers and oceans the way pipelines do. Isn’t it odd how fossil fuel apologists question the need for new transmission infrastructure when it involves electricity from renewables but never do when it comes to electricity from thermal sources? One is a scourge while the other is a blessing? Does that make any sense?

The central point is, once the fuel for thermal generating plants gets consumed, we have to go out and find more of it. Prices for coal, oil, and gas aren’t stable. They fluctuate constantly — sometimes wildly — which makes it hard to make long term business decisions. The world is about to get a hard lesson in the true cost of relying on fossil fuels this winter. With unnatural gas in short supply, prices are expected to skyrocket. The cost of electricity in some places could double or triple as a result.

Yet the cost of sunlight never goes up. It is free and always will be. All we have to do is gather it up and distribute it efficiently and humans will have all the electrical energy they could possibly need forever.

Wind Is Solar

Wind is just solar energy in a different format. Think about it. Wind is air moving from one place to another. And what causes the air to move? Temperature differences. And what causes temperature differences? The sun. Whether we are talking about a breeze that fills the sails of a boat or the jet streams that encircle the globe, the sun is the ultimate source of all air movements on Earth.

Denmark Opts For Wind Islands

Denmark has been experimenting with offshore wind power since 1991. It’s no wonder two of the world’s largest wind turbine companies — Vestas and Ørsted — are both Danish. For years, it has thought about constructing artificial islands in the North Sea and the Baltic Sea to serve as bases for offshore wind farms. Now the government has officially sanctioned the idea. The Danish government will own 50.1% of the islands with private partners owning the rest.

The island in the North Sea will have a capacity of 3 GW, which is equal to the electricity consumption of three million households and twice the amount of energy provided by all offshore wind turbines in Denmark today. It also corresponds to approximately half of Denmark’s total electricity consumption. The capacity will be expanded in phases to a maximum of 10 GW, which could cover the electricity consumption of 10 million households and contribute to the further electrification of Denmark and its neighboring countries.

In the Baltic Sea, the artificial island will be located offshore near the island of Bornholm. Electricity from the offshore installation will be distributed from Bornholm to electricity grids on Zealand and neighboring countries. The turbines off the coast of Bornholm will have a capacity of 2 GW, corresponding to the electricity consumption of two million households.

The decision to establish the two energy islands was reached under the climate agreement of 22 June 2020, which was entered into by the Danish Government, the Liberal Party, Danish People’s Party, Social Liberal Party, Socialist People’s Party, the Red-Green Alliance, Conservative Party, Liberal Alliance and the Alternative.

The US Offshore Wind Initiative

Offshore wind is popular because the equipment can be placed well out to sea where it is invisible to people on land. We don’t object to a welter of poles, wires, and transformers cluttering up our built environment but heaven forfend we have to deal with the sight of a spinning turbine. Eeeek! Also, wind speeds tend to be more stable and predictable out over the ocean than they are on land, which makes offshore wind more reliable.

This past week, the US government announced plans for seven major offshore wind farms along both coasts and in the Gulf of Mexico. They are part of a plan by the Biden administration to create 30 GW of offshore wind energy by 2030 — enough for 10 million homes. Sharp eyed readers will note Danish authorities expect that much electricity to power 30 million homes, which tells you something about how much electricity the average home in the US uses compared to homes in the rest of the world.

Interior Secretary Deb Haaland said her department hopes to hold lease sales by 2025 for areas off the coasts of Maine, New York and the mid-Atlantic, as well as the Carolinas, California, Oregon and the Gulf of Mexico. The projects could avoid about 78 million metric tons of carbon dioxide emissions while creating up to 77,000 jobs, according to The Guardian.

In addition to offshore wind, the interior department is working with other federal agencies to increase renewable energy production on public lands, Haaland said, with a goal of at least 25 gigawatts of onshore renewable energy from wind and solar power by 2025.

The government’s wind initiatives will face a host of technical and political challenges. Who will ever forget a certain ex-president telling a group of fawning admirers that wind turbines “kill all the birds”? Yet the same people don’t bat an eye when offshore oil rigs (many of which are visible from land) spill millions of gallons of crude oil into the ocean, when pipelines threaten the water supply of millions of people, or fracking turns domestic drinking water toxic. Can you say “hypocrites,” boys and girls? Yeah, we knew you could.

The government is taking steps to address those concerns, however. The DOE announced last week it allocate $11.5 million to study the risks offshore wind development may pose to birds, bats, and marine mammals. It will also monitor changes in commercial fish and marine invertebrate populations at an offshore wind site on the east coast and spend $2 million on visual surveys and acoustic monitoring of marine mammals and seabirds at potential wind sites on the west coast.

“In order for Americans living in coastal areas to see the benefits of offshore wind, we must ensure that it’s done with care for the surrounding ecosystem by coexisting with fisheries and marine life – and that’s exactly what this investment will do,” Energy Secretary Jennifer Granholm announced.

The Takeaway

The bottom line is what is known in the industry as the levelized cost of electricity — the triple net, absolute measure of what it costs to generate kilowatt of electricity. Water seeks its own level, nature abhors a vacuum, and business craves the lowest cost option. Today, the LCOE of wind and solar energy is lower than thermal generation and getting cheaper all the time. And why not? The cost of fuel for renewables is zero. It doesn’t get much cheaper than that!

Fossil fuel adherents will fuss and fume about national security, energy independence, and the wonders of military might, but the truth is renewables not only slash carbon emissions, they can enhance national security, provide energy independence, and eliminate much of the need for standing armies to any country and all for free. What could we possibly be waiting for?


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Cool & Fun Alternatives Manufacturers Can Use To Lower Insurance Premiums For Fast EVs (Part 2)



In Part 1, I explored the problem of high insurance rates for EVs, and the problems that can come with giving insurance companies even more data. Long story short, there are life-and-death level privacy risks that come from having your personal data out there, the data isn’t as good as we think, and insurers will eventually want even more of our data or money.

In this article, I want to explore the problem a little more so we can see why alternative approaches are necessary, and then go through some of the options I’ve come up with.

I May Be Wrong, But I’m Not Alone

I know not all readers will agree with what I’ve had to say in Part 1, and some will think I’m being extreme or paranoid. Keep in mind that I’m not saying that you personally shouldn’t be able to purchase such insurance or share your personal data with whoever you want. I think customer choice is a great thing, and you should be able to choose that option if you’re comfortable with it and think it suits you.

Even if us “luddites” who don’t want telematics-based insurance are 100% wrong and 200% stupid, around a third of insurance customers aren’t comfortable sharing telematics data, so addressing this concern with alternatives is still a smart move. Leaving a third of the market to a company’s competition isn’t a great move, and if a manufacturer’s insurance monitoring programs are really saving lives, having 1/3 of the population sit those out leaves a lot of chances to improve safety on the table.

Manufacturers and insurers should come up with alternative approaches that we can choose from depending on our comfort level. That way, people comfortable with the risks of telematics-based insurance can still use it, while people like me can have alternatives to choose from. Plus, you can do telematics plus alternatives, and save even more!

On top of this, public support for innovative insurance programs can be improved when people aren’t reading about how something like a “safety score” could lead to bad driving. People don’t like to feel like guinea pigs, especially when it’s for an experiment they didn’t sign up to be part of. Once again, even if these concerns are unfounded, they should still be considered if a manufacturer doesn’t want the government coming down on them.

Things Any Alternatives Must Do

High performance vehicles often come with high insurance premiums because the history of other owners with the same make and model isn’t so great. Big wrecks, a high number of small wrecks, or anything else that drives the average cost of claims for that make and model up leads to a high “symbol,” and high premiums for the owners of that vehicle type.

Telematics helps insurers offer lower rates because (in theory) they don’t have to guess at who is more likely to do something irresponsible with a vehicle that has 2–5 times the power of the average family sedan they had a good driving record in before.

For any alternative solution to work at reducing what you pay for insurance, it must (A) lower the actual number of wrecks and the costs of those wrecks for the make and model in the wild and/or (B) help insurers to see that you’re personally a less risky driver. Ideally, both should happen.

Idea #1: Tutorial Mode For New Owners

One of the biggest problems with fast cars is that it’s a lot easier to get in over your head. People who have been driving a gas car with only 100–300 horsepower don’t know how different a vehicle’s dynamics can be with 500+ horsepower and full, instant torque from zero RPM. Thus, even experienced drivers can make big, big mistakes.

If manufacturers offered an optional “Tutorial Mode” for new owners, insurers would likely approve a discount for drivers that went through the tutorial and gradual got used to the higher power levels a performance EV offers.

The car can start out offering only a small fraction of its full potential power for a set number of miles, while offering safety tips through the infotainment system. With a reasonably good driving score (with plenty of leeway for the occasional need to do things like stomp the brakes), the vehicle can unlock higher levels of power a little at a time until the driver finishes the tutorial and has full power at their disposal.

No data, other than that the driver passed the tutorial program, would need to be sent to insurers, so privacy concerns wouldn’t be an issue if one chose to use these “training wheels.”

Idea #2: In-Person Training For New Owners

The Jurassic Park-like entrance to the Bronco Off-Roadeo.

Earlier this year, I had a lot of fun going to Ford’s “Bronco Off-Roadeo” near Austin, Texas. The event is meant for new Bronco and Bronco Sport owners to get familiar with the off-road capabilities of their vehicles in a controlled environment with professional instructors. Perhaps more importantly, the training time is included in the price of the vehicle.

Not only was it a fun experience and a great show that Ford put on, but I left the event knowing a lot more about how the new Ford Bronco works, and where the vehicle’s features would work best. I didn’t leave there knowing everything, but anyone would be a safer off-roader after attending such an event.

The gathering area for the training drives.

There’s no reason that other manufacturers, including the manufacturers of high-performance EVs, couldn’t do the same. Insurance companies already give discounts for additional driver training, so this would be a great approach.

Idea #3: In-Car Virtual Reality Training

In-person training is expensive, especially if a customer has to travel to the event. Fortunately, modern technology gives us other options, and today’s EVs are well-suited to this kind of thing.

It may surprise some readers that the United States Air Force uses the DCS World flight simulator software to train A-10 Warthog pilots. The simulator runs on a normal gaming computer, using off-the-shelf VR goggles like the Oculus Quest. Add a decent set of controls (joystick, throttle, and a few other odds and ends–all available for cheap on Amazon), and you can provide a person with a simulation of flying that’s close enough to the real thing for the Air Force to allow it to serve as training time.

Here’s the thing: Tesla already uses the vehicle’s controls for in-car games. Beach Buggy Racing 2 Tesla Edition uses the car’s steering wheel and pedals to control the video game car on the car’s center display.

Tesla’s computing hardware is also up to the task of powering advanced VR software, especially the newer ones. So, that’s not going to get in the way. Add some power-steering-based wheel force feedback and modified sim racing software to the car, work any adjustable suspension to add realism, plug in a pair of VR goggles, and you can have a very robust and realistic car simulator software.

The gaming potential of using a Tesla as a sim racing rig is cool on its own, but it could also serve as a great virtual environment for safety training. While parked, the driver can experience all sorts of driving situations we would rather not ever see on the real streets, and learn to effectively deal with them to avoid collisions.

This could enable every Tesla to come with a months-long advanced driver training course that drivers could go through in their spare time to get insurance discounts. If other manufacturers’ in-car computers are sufficient to do this, any EV could potentially serve as a training area.

I’ve personally tried DCS World, and found the experience very realistic. I’ve also done Star Wars Squadrons in VR, and while I have no idea what flying a TIE fighter is really like, it did feel very realistic. But, none of my personal experience is anywhere close to what an Air Force flight instructor or a professional race car driver has. If today’s VR is good enough for them, it should be good enough for anybody.

Do You Have More Ideas?

I’m going to hand this back to the readers now. Do you have any ideas that EV manufacturers could use to improve safety? Do you have any other ideas to reduce insurance costs without introducing potential dealbreakers like monitoring or tracking?

I’d love to hear about them in the comments!

Featured image by United States Air Force (Public Domain)


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