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I dimly recalled an old cartoon about why some powerful people don't like renewable energy, and was able to find it online. Snopes attributes it to Mike Peters / Dayton Daily News, says it dates back to the 1970s.
1970s Mike Peters Dayton Daily News.jpg
 
I dimly recalled an old cartoon about why some powerful people don't like renewable energy, and was able to find it online. Snopes attributes it to Mike Peters / Dayton Daily News, says it dates back to the 1970s.
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Yes, reflecting on your cartoon, apropos my car, since it is an EV, I could own the source of energy (via roof panels) and that was my intention, to hasten the time for the vehicle to become net carbon neutral. But as it happens the utility is providing solar generated electricity, with (as of 2026) eight solar generating plants within a few miles, comprising over one million panels, so adding panels on my roof would change little, and the cost being low enough that rooftop solar (especially with the artificially high prices in the U.S.) would have a very long time for a return on investment, as I pay (this month, anyway) about 12.3 cents/kWh.

In my opinion, when purchasing a car, energy and environmental issues are part of the package. I like fast, high performance cars, one of the reasons I bought a Tesla, but I would not purchase a car with the equivalent performance that produced 22 pounds of CO2 per gallon (as all ICE vehicles do). That would not be a rational choice in 2026, as should be obvious from this summer of fires and cruel heat.
 
I don't think it's too unusual for diesel cars to hit 200,000 miles or more without major issues. However, we don't generally drive as many miles in Europe, places are typically closer together. To some extent, by the time the engine is worn out, the rest of the car is generally way past it's best, shocks, bushings, switch gear, worn interiors, etc. and it becomes uneconomical to fix.

Since the 70s, there have been significant advances in oil, metallurgy and manufacturing tolerances. Even some pretty high powered, high revving motorcycle engines last pretty well, if you keep on top of the oil changes and maintenance.
I thought that you might find this interesting (I feel that 350,000-400,000+ is what gas engines can go and this video is a teardown and measurement of a diesel that went beyond the typical 500,000 that we get out of diesel engines (it went 892,316 miles) and they want to know why it did not make 1 million miles:
Apr 1, 2025
Today we inspect and measure this Ford 6.7L Powerstroke with 892,316 miles to see how much wear this engine has. And what we end up finding will blow your mind! Thank you to insane diesel for bringing this engine to us so we could tear it down and take a look inside, as well as educating us on exactly how this engine looks this good after that many miles.
 
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Florida.

majority appears to espouse right wing reactionary politics, but the utility company is interested in making money, and professes to care about the environment.
My power bill this month (for a house that my 92 year old [very active]) mother owns was $398 in for an 1100 square foot house in Charleston, SC.
Somehow I don't envision that kind of power usage.
As I started looking around the house for causes, I discovered that even though the house has a full length ridge vent along the roof peak and gable vents, there were no eave vents.
So last weekend the house got eave vents.
I'll see if that helps when the next bill comes. It wont be a full month that the house has had eave vents, so... August is usually the hotest month, so Sept. might be a better indicator. But maybe it will still be better.
 
My power bill this month (for a house that my 92 year old [very active]) mother owns was $398 in for an 1100 square foot house in Charleston, SC.
Somehow I don't envision that kind of power usage.
As I started looking around the house for causes, I discovered that even though the house has a full length ridge vent along the roof peak and gable vents, there were no eave vents.
So last weekend the house got eave vents.
I'll see if that helps when the next bill comes. It wont be a full month that the house has had eave vents, so... August is usually the hotest month, so Sept. might be a better indicator. But maybe it will still be better.
That's horrible. Maybe your utility provides an energy use dashboard to figure it out. Or perhaps they would give you a free energy audit. That seems exorbitant. How much (kWh) electricity used?
 
That's horrible. Maybe your utility provides an energy use dashboard to figure it out. Or perhaps they would give you a free energy audit. That seems exorbitant. How much (kWh) electricity used?
I don't know. I do know that the rates increase. And I just compare the bill from month to month (and what it was for the same month the previous year).
Over $300 is normal for this time of the year but... I am on the averaging thig, so that is not what I would pay for the month, but it could drive the averaging up.
As far as the energy audit is concerned, I know how to do that and what to do but since I had 3 cervical vertebrae fused together, I can't at the moment.
The eave vents are something that I was able to get someone to do for me. It will take time to fix the various things, as affording to be able to do it is: do something one month, do something else 2 months later situation.
This house is one that has been in my family since 1977. And I know about what to expect. But nothing has changed and the bill was about $80 higher than expected.
 
400bhp from a 6.3 litre engine, that's a pretty soft state of tune, around 75bhp/litre.

Times have changed, 100bhp, or more per, litre is not uncommon for an ordinary family car today. :)

It's funny to think that many of the high performance "supercars" from the 60s and 70s would likely be comfortably out-performed by a sporty saloon, or hatchback straight from the dealer, with no modifications.
Most 'performance' cars made in the USA after the mid 1960's factory HP specs were de-rated from what they actually were by 75 to over 100 HP by being taken at a lower RPM than peak HP or other methods in order to keep the cost of insurance for younger people down.
A friend's mother's 1966 Chevelle SS 396 that the factory rated at 375 HP made 425 HP at the rear wheels on a chassis dyno. My 1968 Chevelle SS 396 that the factory rated at 325 HP made a touch over 380 HP at the rear wheels on a different chassis dyno. Other friends have had similar experiences. And rear wheel HP is generally 14-18% less than at the flywheel HP, in my experience. So the factory ratings are not to be trusted.
 
We have utility scale batteries with the solar arrays, in my area, which takes care of that issue

Unfortunately, I don't think BESS is the silver bullet some make it out to be. (I work closely with energy projects worldwide, and I landed late last night from a very large-scale project outside of the USA where the BESS has failed/again.)

To be clear, modern battery systems can provide extremely fast frequency response and reactive-power support, and newer systems employing grid-forming controls can emulate some of the behavior traditionally provided by synchronous generation. But that isn't identical to the inherent physical inertia, fault-current contribution and other characteristics provided by large rotating synchronous machines.

Grid-following and grid-forming BESS also need to be distinguished. Grid-forming systems are specifically designed to operate in weaker grids and can establish a voltage and frequency reference rather than simply follow one. Nevertheless, what a BESS can actually deliver remains constrained by its inverter rating and controls, current limits, available energy/headroom, state of charge and the characteristics of the surrounding power system.

The April 2025 Spanish/Portuguese blackout is an interesting example that I am very familiar with. Contrary to some of the early speculation, insufficient inertia was not identified as the cause. In fact, inertia immediately before the event was above recommended level. The final investigation instead identified a combination of oscillations, inadequate voltage/reactive-power control, rapid reductions and disconnections of generation, and cascading voltage increases.

What is relevant to this discussion is that Spain had an unusually low number of synchronous generating units connected that day, the lowest since the beginning of the year according to the Spanish government's investigation and the system ultimately had insufficient dynamic voltage-control capability.

That illustrates my concern rather well. Renewables and batteries clearly work. The problem is that when synchronous generation is displaced by inverter-based generation, we have to make sure we deliberately replace all of the system characteristics and ancillary services those rotating machines were providing; not merely their MW output.

That includes frequency support, voltage/reactive-power control, system strength, adequate fault-current contribution, disturbance ride-through and, where required, physical or synthetic inertial response. BESS can provide several of these functions and grid-forming BESS are becoming increasingly capable, but simply adding MWh of batteries does not automatically solve every one of those problems.

There is also another tradeoff that tends to get glossed over. Large lithium-ion BESS installations introduce a different risk profile, including thermal runaway, fire propagation and potentially deflagration. The technology, chemistry, detection and mitigation systems continue to improve rapidly, but the hazard has certainly not disappeared. There is a reason UL 9540A and NFPA 855 devote so much attention to thermal-runaway propagation, large-scale fire testing, separation distances and deflagration.

It's an issue I deal with closely in my work, where I have been involved with more than 200 catastrophic situations so far. Many modern utility-scale installations now use modular outdoor enclosures or containers, with engineered physical separation between units, rather than concentrating very large amounts of battery energy in a single enclosed space. The industry has become considerably safer, but the standards themselves recognize that the underlying hazard has not disappeared.

With every failure we learn more and improve. As one of my engineer friends likes to say, “Every one of these projects is, to some degree, a prototype. It's real-world R&D".

To bring it back to our audio world, I would say that the wattage number doesn't tell you everything about how the amplifier behaves into a difficult load.
 
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Unfortunately, I don't think BESS is the silver bullet some make it out to be. (I work closely with energy projects worldwide, and I landed late last night from a very large-scale project outside of the USA where the BESS has failed/again.)

To be clear, modern battery systems can provide extremely fast frequency response and reactive-power support, and newer systems employing grid-forming controls can emulate some of the behavior traditionally provided by synchronous generation. But that isn't identical to the inherent physical inertia, fault-current contribution and other characteristics provided by large rotating synchronous machines.

Grid-following and grid-forming BESS also need to be distinguished. Grid-forming systems are specifically designed to operate in weaker grids and can establish a voltage and frequency reference rather than simply follow one. Nevertheless, what a BESS can actually deliver remains constrained by its inverter rating and controls, current limits, available energy/headroom, state of charge and the characteristics of the surrounding power system.

The April 2025 Spanish/Portuguese blackout is an interesting example that I am very familiar with. Contrary to some of the early speculation, insufficient inertia was not identified as the cause. In fact, inertia immediately before the event was above recommended level. The final investigation instead identified a combination of oscillations, inadequate voltage/reactive-power control, rapid reductions and disconnections of generation, and cascading voltage increases.

What is relevant to this discussion is that Spain had an unusually low number of synchronous generating units connected that day—the lowest since the beginning of the year according to the Spanish government's investigation and the system ultimately had insufficient dynamic voltage-control capability.

That illustrates my concern rather well. Renewables and batteries clearly work. The problem is that when synchronous generation is displaced by inverter-based generation, we have to make sure we deliberately replace all of the system characteristics and ancillary services those rotating machines were providing; not merely their MW output.

That includes frequency support, voltage/reactive-power control, system strength, adequate fault-current contribution, disturbance ride-through and, where required, physical or synthetic inertial response. BESS can provide several of these functions and grid-forming BESS are becoming increasingly capable, but simply adding MWh of batteries does not automatically solve every one of those problems.

There is also another tradeoff that tends to get glossed over. Large lithium-ion BESS installations introduce a different risk profile, including thermal runaway, fire propagation and potentially deflagration. The technology, chemistry, detection and mitigation systems continue to improve rapidly, but the hazard has certainly not disappeared. There is a reason UL 9540A and NFPA 855 devote so much attention to thermal-runaway propagation, large-scale fire testing, separation distances and deflagration.

It's an issue I deal with closely in my work, where I have been involved with more than 200 catastrophic situations so far. Many modern utility-scale installations now use modular outdoor enclosures or containers, with engineered physical separation between units, rather than concentrating very large amounts of battery energy in a single enclosed space. The industry has become considerably safer, but the standards themselves recognize that the underlying hazard has not disappeared.

With every failure we learn more and improve. As one of my engineer friends likes to say, “Every one of these projects is, to some degree, a prototype. It's real-world R&D".

To bring it back to our audio world, I would say that the wattage number doesn't tell you everything about how the amplifier behaves into a difficult load.
Much appreciated comment.
The battery technology is moving towards LFP and 'Rust', with less to no danger of thermal runaway, though. Not?
 
Much appreciated comment.
The battery technology is moving towards LFP and 'Rust', with less to no danger of thermal runaway, though. Not?
Thanks, Salt great point! The industry is absolutely shifting toward chemistries that address the safety and longevity issues everyone worries about.

LFP is a big step forward. It’s inherently more thermally stable than traditional NMC, which means dramatically lower thermal‑runaway and fire risk. You still need solid battery management systems, charge control, ventilation, and gas detection but the underlying chemistry is simply calmer.

Iron‑air (“rust”) batteries go even further. They use a non‑flammable "aqueous" electrolyte, so the classic lithium‑ion thermal‑runaway mechanism basically disappears.

Each chemistry has its lane. Lithium‑ion is unmatched for hi‑power, fast charge/discharge applications. Iron‑air is built for long duration storage. I don’t see one chemistry dominating everything; we’ll end up with a portfolio of technologies, each optimized for a specific role.

BTW your broader point is spot on: as the chemistries evolve, the fire‑risk profile changes with them.
 
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