Maybe you have seen the latest Nissan commercials touting the company’s “electrified” offerings, including the $43,190-to-start Ariya – whatever that means – which is the company’s newest loss-leader now that the Leaf is on its way out.
What’s most interesting about the commercial isn’t the car – nor the pitiful attempt to impart excitement into something as fundamentally boring as a vacuum cleaner. The latter having the merit of working better than a broom and a dustpan.
But back to the interesting part.
If you look closely, you’ll see the confession – in faded font, appearing just barely: Tailpipe emissions-free, it says.
And so it is.
Take note of the shifting – of the shifty – verbiage. Of a piece with the way a “vaccine” was redefined to mean something that reduces symptoms – like aspirin. As opposed to something that prevents you getting sick.
The question arises: Why is Nissan telling the truth about EVs? Could it be on account of lawyers telling Nissan that advertising vehicles that are not “zero emissions” is provably fraudulent? Perhaps Nissan is trying to asterisk – and fast-voice-at-the-end-of-the-commercial itself into a position of safety from being sued by a customer – by a class of them – on account of having sold them a lie?
Because it is inarguable that EVs – their manufacture and use – result in emissions. And not merely the innocuous one; i.e., carbon dioxide. Obtaining the necessary raw materials that go into an EV – specifically lithium and cobalt – creates toxic emissions and lots of them. For instance, about 25,000 pounds of brine to get the lithium needed to manufacture one EV battery. All of that water must be drawn from an aquifer or lake or some other source before it is contaminated such that nothing living could live in it or drink it or use it for anything other than toilet water, which is essentially what it has become.
Factor out those 25,000 pounds of toxic brine times just the 15,000 or so Ford F-150 Lightning pick-ups made so far. Keeping in mind that lithium is non-renewable and so non-recyclable.
Once used, it is used up.
Meaning, more will be needed. A lot more.
One EV battery also entails the digging up of about 30,000 pounds of ore to get the needed Cobalt. If you thought VW’s TDI diesels were “dirty,” take a road trip to see the open pit mines in the Congo, where legions of desperately poor people – often teenagers and even younger children – are digging out the raw ore that goes to make EV batteries (as well as batteries for almost all modern battery powered devices).
This is bad enough. But it’s actually a lot worse.
An EV’s life cycle is shorter than a conventionally-powered car’s because of the shorter lifespan of its battery relative to the rest of the car.
All batteries lose their ability to hold a charge over time but batteries that are heavily and regularly discharged all the time lose it faster. The paradox here is that in order for an EV to be useful for other than short-distance driving and in order to avoid waiting many hours for a charge, it must be discharged heavily, regularly and subjected to the load of frequent very-high-voltage “fast” charging, both of which will age it faster, reducing its capacity to hold a full charge sooner. The only fix for a dying battery pack is a new battery – which is likely to become necessary years before a non-electric car would need a new engine and transmission (the cost of both still being less than the cost of one EV battery) compounding the environmental problem.
Non-EVs can and often do serve for more than 20 years before a major drivetrain failure occurs and even then, the repair – a new engine or transmission – is still often worth the cost because it is not disproportionate to the worth of the vehicle itself.
It is why the average age of cars – not-electric ones – currently on the road is almost 13 years old and it is common for cars 15 years and older to be in regular use.
The Nissan ad also concedes, sotto voce, what Rush Limbaugh said many years ago about EVs being elsewhere emissions vehicles. If you accept the shibboleth that carbon dioxide is an “emission,” which is of a piece with accepting the shibboleth that a drug that doesn’t prevent people from getting or spreading a contagious sickness is a “vaccine.”
But the point here is that if you do accept it – this idea that a non-reactive background gas that plays no (as in zero) role in the formation of smog, that has no (as in zero) negative effect on air quality is indeed an “emission,” taken to mean pollution, then why is it “environmentally” sound to emit it elsewhere?
Why is it acceptable to emit it in quantities far greater than absolutely necessary to power the most basic A to B transportation appliance – as opposed to extremely high-performance EVs that tout “ludicrous” speed capabilities that require energy hog battery packs and electric motors?
If there is a crisis – as we are endlessly lectured by EV pushers – then it is unconscionable that EVs are allowed to cause the emission of more than the bare minimum of the dread gas, carbon dioxide.
Once the EV pushers (they are the same people who pushed “vaccines”) succeed in pushing non-EVs off the road, it will be “discovered” that EVs aren’t as good for the “environment” as initially thought.
Or rather, as initially sold.
That they do, indeed, cause “emissions” to be “emitted.” Not at the tailpipe, of course – but that matters – in an “environmental” sense – as little as whether one dumps oil in the river a little farther upstream from where people drink the water. Put simply: If Carbon Dioxide Bad then EVs are not good.
And they, in turn, will be taken off the road. Or rather, most of us will be. That is what EVs are ultimately all about. Or rather, what they are for.
Just as “masks” were for “vaccines.”
. . .
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