The app uses web assembly to run everything in the browser, so the page size is considerable. Best run on a desktop and chrome-based browser.

More in this related thread on a recent piece I wrote

bsky.app/profile/jhel...

Affordability is still one of the biggest barriers to EV adoption in the US. A Chinese presence wouldn't just increase EV sales - it would put the pressure on all US automakers to get costs down. Learning and knowledge exchange from leading Chinese OEMs would also help.

The transition to EVs is critical for reducing emissions, but it's still not enough no matter what the path. Great article on it here: www.nature.com/articles/s41...

If Chinese firms were allowed to sell in the US, my prior is it would accelerate the US transition to EVs

Docs on the platform at surveydown.org

Ah...darn that is misleading, my mistake. The article doesn't say this, it instead highlights the BYD and CATL batteries, which have the capability of accepting a 1 MW charge. The reality on the ground is far from this, but nonetheless the battery tech is still at the frontier.

I did exactly that here, you can see how the ranges align more with those in the U.S., though affordability is still a major issue in the U.S.:

bsky.app/profile/jhel...

Which is why I wrote that "BYD and CATL have batteries capable of charging at 1MW" and not "Chinese EVs can charge at 1MW"

bsky.app/profile/jhel...

Justin, some good points here, I'm responding to your email on this.

You can see all of my papers without the paywall at jhelvy.com/research

Good point. It's likely that the CLTC may reflect higher ranges than would be achieved in the US, by as much as 30% (which may entirely be due to real differences in driving cycles between US & China).

Here's an adjusted figure with Chinese ranges reduced by 30%

github.com/jhelvy/us-ch...

EVs don't have to be connected, but most Chinese OEMs are making their EVs connected because the local market in China wants it, and as a result it makes them a bigger security concern. Nonetheless, the security issues can be managed, just like we manage security for phones made in China.

Yes, China has lower wages, but it's a common misconception that labor costs are the source of their advantage. Most EV plants are heavily automated, and it is high automation, precision manufacturing, and rapid dev cycles that gives Chinese OEMs the edge.

The choice before the U.S. will shape domestic competitiveness, global climate action, and the future of automotive innovation.

Full commentary in @science.org: doi.org/10.1126/scie...

My recommendations:

- Refine FEOC restrictions for case-by-case reviews
- Pursue tech licensing & strategic FDI
- Create transparent security standards for ALL connected vehicles

Security concerns are real, but blanket bans are counterproductive. Tesla in China shows the model: data localization, restricted operations in sensitive areas, transparent standards.

We need smart security protocols, not wholesale exclusion.

🇪🇺 Europe is pursuing a more strategic approach. CATL is building a $7.6B battery plant in Hungary—100 GWh/year for Mercedes, BMW, VW. BYD is constructing its first European EV factory there too.

They're accessing cutting-edge tech while creating local jobs and maintaining oversight.

Consider Japanese automakers in the 1980s: fears about job displacement gave way to knowledge transfer. U.S. manufacturers learned lean production, strengthened their capabilities.

Similar for Tesla in China: Built their most efficient factory and drove industry-wide innovation.