Probably just a matter of time.
Since 2016, the Dalhousie team has actually been conducting its research on improving lithium-ion batteries exclusively for Tesla, but this paper divulges exactly how they came up with a recipe for a million-mile electric car battery by optimizing all of the ingredients, which includes artificial graphite, and then improving the nanostructure of the lithium nickel manganese cobalt oxide to create a crystal structure that’s less likely to crack and degrade performance. The exact recipe allows all of Tesla’s competitors to improve their own battery tech, so what’s going on?
According to Wired, who spoke to former researchers who worked in the Dalhousie lab, by publishing the most important details of this research, it provides a new performance benchmark for all of the other R&D labs working on improving battery tech, so, ideally, a million miles of battery life is just the beginning. But Elon Musk is not one to simply give away valuable research without a backup plan, and as Wired points out, just days after this paper was published, Tesla was awarded a patent for a new electric vehicle battery featuring nearly the exact same chemical makeup as the ones detailed in the research paper. One of the inventors listed in the new patent was physicist Jeff Dahn, who just so happens to lead Dalhousie University’s battery lab.
The exact details of Tesla’s newly patented lithium-ion battery aren’t known, but former researchers who worked alongside Dahn believe there’s a very good chance it already outperforms the battery detailed in the research paper. It’s also unknown when Tesla would put the new battery into production, but there will undoubtedly be plenty of fanfare when Musk officially debuts it to the world.
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Pump?
Musk’s whizzy new battery can’t come soon enough:
Someone forgot to charge…lol
Alternator not working. Motion should charge the battery.
For the UAW, there’s no avoiding the harsh reality of a wider transition taking hold across the auto industry: Building electric vehicles requires far fewer workers, making it near-impossible to avoid job losses and wage cuts. In addition, fewer parts are needed, and many of them are imported.
That means the union, which represents about 225,000 workers at U.S. auto makers and suppliers, faces a fight to stay central in the industry’s electric-focused future.
Electric cars have fewer moving parts and are less complex to assemble, requiring roughly 30% fewer workers to build compared with a gas-engine vehicle, analysts and industry executives say. Morgan Stanley estimates widespread adoption of electric vehicles globally could eliminate 3 million auto-industry jobs.
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Autonomous Tesla taxis here we go !
Bumper cars.
Along these lines, electric cars don’t need to be serviced as often thanks to fewer moving parts, regenerative braking that preserves pads, and no requirement for oil changes, etc.
The adoption of electric cars will disrupt auto manufacturing, dealerships, and servicing. It explains why traditional auto manufacturers have dragged their feet for so long.
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No different if someone had forgotten to put gas in their car and ran out of gas during pursuit!
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He has received Nobel Price today !
Dr. Goodenough also faces rivals backed by billion-dollar budgets. Tesla Inc. is working with Panasonic Corp. on a cobalt-free battery and said that it has reduced its use of the metal in the batteries of its new Model 3 electric car. British entrepreneur James Dyson is developing car batteries that he says will be safer, quicker to charge and more powerful.
Dr. Goodenough’s own research happened far from a fancy corporate headquarters, in a paper-strewn office at the University of Texas in Austin, where he is a professor of engineering. The physicist hand-writes his research and doesn’t own a cellphone, shunning the modern, mobile technology that his batteries made possible. He drives a 10-year-old Honda, which he hopes will last as long as he does.
Dr. Goodenough says his motivation to develop new battery technology comes from a desire to help electric cars wean society off its dependence on combustion engines, like his Honda’s. Currently, the batteries that power a Nissan Leaf—the world’s first mass-market electric passenger car—need to be recharged every 151 miles, against the 300 to 400 miles before a gasoline-powered car has to fill up.
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Tesla’s Autopilot Could Save the Lives of Millions, But It Will Kill Some People First
The complicated ethics of Elon Musk’s grand autonomous vehicle experiment.
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Breaking slowly
Time to say we are all wrong and pile into Tesla? 
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