“Tesla’s Model S takes on average 87 days to sell after being listed and the sale price was on average 3 to 5% closer to the list price than most other vehicles.
What is interesting here is that they can not only look at the same segment, like with retained value in the previous study, but also at less expensive vehicles and see just how quick Tesla vehicles move off the lots.
For the study, Alex Klein, VP of Data Science at Autolist, analyzed data from over 10 million vehicles and came to the conclusion that the Model S outperforms even the top performing GM and Ford vehicles.”
One of our cars is crawling along these days and though we we’re not excited about buying another vehicle, we are excited about what type of vehicle it will be. Yes, you guessed it, an electric! After years of researching, a few drives here and there, and much advocacy, we’re planning to dive in head first.
Since we haven’t bought a car in years, there’s a lot of ground to cover. And adding in the electric vehicle (EV) component arguably compounds the legwork required to make sure we getting a good deal and minimizing obsolescence. The search got underway in Albany, NY when I drove a Nissan Leaf. In short, I was really impressed with how it handled. It felt like a solid car without all the noise and rumbling of a combustible engine — something you have to experience to appreciate. We’ve been looking for a used one in Upstate NY but not seeing too much inventory. I’ll have more updates soon.
How green electric cars really are, then, will depend mainly on where they are driven. In France, which obtains more than half its power from nuclear stations, they look like a good bet. In China—which is keen on electric cars, but produces some 80% of its electricity from coal—rather less so.
Most of us usually don’t use wealth and climate change in the same sentence. Jigar Shah and the Carbon War Room’s Ann Davlin were at SXSWECO yesterday to convince us things are changing. Their session,”Creating Climate Wealth,” showcased how individuals and businesses can capitalize on the climate chaos.
Davlin, who worked with Al Gore and at The Pentagon, started the discussion by reminding the audience that our society, even business, has had climate opportunities teed up before.
“This really isn’t all uncharted territory,” said Davlin. “A lot of today’s climate wealth environment was established by the success of the Carter administration.”
Most of us can associate the administration with solar panels on the White House, but Davlin highlighted the other policy and infrastructure decisions which helped set up many of the standards still used today.
“Everything from energy efficiency and vehicle emissions to power purchase agreements (PPAs) and the adoption of the Renewable Portfolio Standard (RPS), has some connectivity to the efforts of lawmakers decades ago,” said Davlin.
“All the pieces are coming together, and we’re at a point where we can move forward. Carter won bi-partisan support for favorable policies and it lead to job creation and clean energy momentum.”
Davlin cited the residential PACE market, aimed at funding energy improvements, as another engine of growth and carbon reduction. She urged the group to think about the balance between an economic and ecologic argument.
“The capital is there, it’s more about how do we go in and approach a particular investor segment,” said Davlin. “We need to think about describing the impact in either financial terms or climate terms,” she added.
Shah opened up with a dig at our obsession with technology, questioning the value of the next new app.
“We have this weird fascination about technology,” said Shah. “The reality is that new technology is not fascinating in our industry.”
Instead, it’s about “infrastructure.” Shah noted that even with a seemingly unending technology cycle, energy costs for the average American family have increased about $4000 per year per family.
“Nobody tells they’re mom that I work in infrastructure,” he joked. But it’s easier to understand the notion of infrastructure when he describes it in the context of how the solar industry built out its own processes and practices. He mentioned how early power purchase agreements (PPAs) drove demand and led to more stable and innovative financing models that have continued to spur along the solar industry.
The conversation also addressed the opportunities in the electric vehicle (EV) industry and more broadly, the transportation industry.
“So what’s the climate wealth strategy for getting people in EVs,” asked Shah.
He mentioned recent data from Triple AAA that shows U.S car owners spend about $900 per month to own a vehicle. Besides more predictable maintenance costs for EVs, Shah thinks transportation companies and manufacturers will continue to move towards a cost per mile model.
“What you’ll see is an increase in “cost-per-mile” entrepreneurs as more time transfers to that model,” he said. “Then the question is what do you do with all the wasted space, like unused parking spots and emptier garages.”
The parking spot problem is in the industry’s headlights, sometimes referred to as one of the last mile problems in transportation. He was asked about what cities can do address it and some of the other planning challenges.
“Basically, 1000 entrepreneurs need to be knocking on doors and getting contracts, and then those need to get financed” he said.
Once autonomous vehicles are factored in, things get more interesting. Both panelists said the insurance industry is already adapting to that, preparing for the increasing loads of data from vehicle-based systems. They imagined a scenario that’s not so different from what healthcare providers might glean from health trackers to adjust our premiums.
Davlin also mentioned how microgrids, small-scale stations that can operate independently, are getting pushback from municipalities. Drawing from her pitches to Wall Street and private equity firms, Davlin reinforced how assumptions can’t be made that stakeholders understand the bigger picture. She described some scenarios where energy efficiency funding had to be reframed around a more resilient and risk-based approach.
Shah was then asked about the value proposition for solar, and how it plays into more climate opportunities.
“Solar is now an $80 billion a year industry with rooftop systems being added about every three to four minutes,” said Shah. “The industry needs to take responsibility for creating the next model for utilities.”
The panelists were also asked what city officials could do to spark more business-driven climate strategies.
Shah singled out transportation and waste management as two of the biggest pieces looming for cities. To magnify the cost reduction opportunity, he said the the average U.S. city transports its waste roughly 350 miles for disposal.
He also used the recent food waste ban in Massachusetts to show how waste reduction can create growth. Because of that policy, says Shah, 1200 anaerobic digesters will be built over the next five years, which will create jobs and reduce transportation costs..
Waste water management is also a part of the portfolio, especially with many treatment facilities across the U.S. nearing capacity. Things like pre-treatment, desalination, and other filtering applications are spurring the water management sector.
“A lot of these solutions have two year payback periods,” said Shah. “At that point, you’re basically forcing people to save money.”
As the session closed, a Nike representative in the audience asked the panelists to share specifics on the top things corporations could do to impact these climate wealth strategies. Davlin cited what Nike itself was doing as a member of the Sustainable Leather Working Group.
“Nike is actually dictating how the life of an animal is managed, everything from how it is fed, to how it is slaughtered,” said Davlin.
“What that means is more job creation, and a more visible and sustainable supply chain, ” she added,
Shah jumped in on the supply chain piece, saying the “greening of supply chains” is the toughest challenge for multinational corporations.
“You have to change the contracts and configure them to reward your best suppliers,” he said. Part of the challenge is that adjustments to supplier agreements can impact short-term profits. But Shah urged companies to look past contracts and get more creative to drive growth, saying a company’s strategic partners can be rewarded in many ways.
“There’s still constraints to being driven through the Chief Sustainability Officer (CSO). But you have to make some financial commitments before any long-term strategy can really materialize,”said Shah
The Chevy Volt is still outselling other EVs, even Tesla’s Model S. It’ll be interesting to see how battery technology accelerates and how it impacts pricing.
“investment pundits think that Tesla Motors is on the verge of achieving something big: A battery cheap enough to make electric vehicles cost-competitive with conventional cars..Motley Fool is reporting that the company is on the right track towards developing a battery that costs only $100 per kilowatt-hour — a cost widely believed to be the threshold where electric vehicles can finally be cost-competitive.”
And besides the obvious price difference, Nissan doesn’t have limits on distribution, something Tesla’s fighting in several states.
Give it a few years and we’ll be laughing even harder at the Lexus ad below.
The Tesla Model S had a range of 205 miles in one of the coldest environments on Earth. Range anxiety is slowly fading.