This technology can help to reduce in the medium term the massive demand a transition to long range BEVs only, where the need for rapid increases in output is phenomenal, far, far greater than those required to go to a very high proportion of solar and wind in the grid;

https://www.greencarcongress.com/2019/06/20190624-uk.html

' The metal resource needed to make all cars and vans electric by 2050 and all sales to be purely battery-electric by 2035. To replace all UK-based vehicles today with electric vehicles (not including the LGV and HGV fleets), assuming they use the most resource-frugal next-generation NMC 811 batteries, would take 207,900 tonnes cobalt, 264,600 tonnes of lithium carbonate (LCE), at least 7,200 tonnes of neodymium and dysprosium, in addition to 2,362,500 tonnes copper.

This represents just under two times the total annual world cobalt production, nearly the entire world production of neodymium, three quarters the world’s lithium production and at least half of the world’s copper production during 2018. Even ensuring the annual supply of electric vehicles only, from 2035 as pledged, will require the UK to annually import the equivalent of the entire annual cobalt needs of European industry.

The worldwide impact: If this analysis is extrapolated to the currently projected estimate of two billion cars worldwide, based on 2018 figures, annual production would have to increase for neodymium and dysprosium by 70%, copper output would need to more than double and cobalt output would need to increase at least three and a half times for the entire period from now until 2050 to satisfy the demand.'

The level of demand is currently forcing materials prices higher for both renewables and batteries, and putting a real crimp in the story of ever falling costs

Davemart,
Interesting post. Though, your comment the most resource-frugal next-generation NMC 811 batteries is not correct. Cobalt-free batteries are the most resource frugal and many are available and not only LiFePo (there are NMx, ORNL has NMFeAl, and Zinc Air).
Solid State batteries and recycling will reduce demand for Lithium Carbonate as well as new sources of supply from Bromine in Arkansas , Geothermal salts, and Ocean extraction.
In 2018 Honda hybrid motors started using magnets that do not contain dysprosium and terbium. Other automakers also have done this as well.
For some reason you left out Platinum Group Metals which have had resource issues for he past two decades. Check out this article: "Is automotive demand for platinum increasing or decreasing?"11Aug2020 (https://www.cmegroup.com/education/articles-and-reports/is-automotive-demand-for-platinum-increasing-or-decreasing.html#).
They make a real good point:
"The economic theory of substitution suggests that manufacturers will substitute a cheaper input for a more expensive one, up to a point where it is no longer economically logical to do so. That point can be price/cost driven, as rising demand for the initially cheaper alternative drives up prices of that input or related to the impact of substitution on the performance of the output product."

@gruyf

The report I quoted was from 2019, so the precise details are not current.

Nor did I personally analyse or quote any other documents, as in my view it highlights the issues with sufficient clarity.

For the platinum group metals as far as that pertains to FCEVs it appears that the loading in them will approach that in ICE catalytic converters soon enough that little if any additional resources are needed, even if PEMs remain the choice of fuel cells for cars and trucks.

I would agree that substitution and non magnetic engines etc will be used, and that there will be a huge expansion of capacity also.

But it takes time to build a mine and the logistic chain, and in my view the projected time lines for 100% long range BEVs are not realistic.

The PEUGEOT e-EXPERT Hydrogen Van looks like it will accomplish what Peugeot describes as an “answer to the expectations and needs of professional customers...".
It combines the 100 kW drive of the Stellantis Group with a 45 kW fuel cell from Symbio. This combination might also work with the larger Peugeot e-Boxer electric van maybe with the e-Boxer 37 kWh battery and a larger H2 tank for even greater range.
The Peugeot Boxer is built at the same plant as the Fiat Ducato, so maybe this could come to the USA as the Chrysler Ram ProMaster (which btw is already used by the USPS).

I was surprised to see Scania on the other hand have stopped fuel cell work and intend to focus on BEV trucks. So their 29 tonne truck has a 300 kWh battery and range of 150 miles - 0.5 miles per kWh. And going to 500 kWh or more in their 40 tonne trucks. 10 cars worth. Where do they think the lithium is going to come from? Meanwhile Oxis Energy are going bankrupt so their goes 16 years work on Lithium Sulphur which had reached a claimed 400 Wh/kg and no cobalt or nickel.

As for motors, there's no good reason not to use induction motors. That's what the EV1 used. Bill Moore made a very interesting observation in his book about what he saw when he tested the EV1 on the freeway.

Emphyrio

Scania is part of the VAG group, whose boss has gone on a BEV only trip, to the dismay of some of those at sub brands like Audi

They are to my knowledge the only major manufacturer of trucks to try to avoid using hydrogen, which for heavy loads, long distances and fast charging/refueling is in a different class, as Daimler for instance notes on page 41 in this report:

https://www.daimler.com/dokumente/investoren/praesentationen/daimler-ir-presentation-daimler-truck-strategy-day-may-2021.pdf

When VAG gets a bee in their bonnet, they force compliance throughout the group, as they did with 'clean diesel' where the faking was due to inappropriate pressure on the subordinates, who if they could not make it, were forced to fake it, as no excuse was allowed for not hitting impossible targets.

GCC, 10/30/2020:
TRATON and Hino will combine their unique strengths to develop electric vehicles including battery electric vehicles (BEV), fuel cell vehicles (FCV), and relevant components as well as creating common EV platforms including software and interfaces.
So Scania can just use the best fuel cell components from Toyota. Also, the Hyundai Xcient is the world’s first mass-produced, heavy-duty truck powered by hydrogen and delivered to Switzerland. Hyundai is using AKASOL battery packs, the same supplier for Daimler eCitaro buses. Looks like they expect to be a force in EU trucking.
For long range Class 8 trucks, rail, and heavy duty equipment FCEV looks like a good bet.

Mahle is inductively coupled, Tesla is induction

Read about both you'll see

@SJC

You whine about EP being rude.

Stop being a total nause, if you still have the capability.

And you think that your comment is mannerly?

If you stop making arrogant and utterly uniformative posts, presumably only made to demonstrate how clever you are, then you would not be called out on them.