They probably won’t have chargers available.
Just be an office charger in the beginning and a home charger to follow shortly after.
Would probably have to use motorway chargers now and then.
Will see if the new company can do an ev as a temporary car to start off with.
Having had a 200 mile range milk float for nearly 3 years, i would suggest the pre purchase anxiety is much more of a problem than the reality.
If range anxiety is eating away, look for a motor with a big range
Oof
Shit! That’s pretty scary looking!
Yeah the smell was atrocious, fair play they came out and fixed it the next day and it was fine afterwards but if I wasn’t working from home it could have been nasty.
Glad you were able to identify the fault and get it sorted!
What was the problem?
It got hot and melted.
When mine did similar it was a loose socket to the board and or the wire was not torqued down enough. They never confirmed, just refunded the money for the unit.
High amp stuff like power showers connections or car chargers if not torqued down enough can get very hot.
Bane of my previous job. High amp contactors are just melty things in general.
They never said. I was doing work for chargemaster at the time so it was all done via back channels (although with the correct documentation) I suspect it was, as stated, something not properly tightened.
I found this interesting. Would be interesting to see what @crimsondonkey thinks of it…
I hopw that the dissimilar metals have been thoroughly prepared so as to prevent galvanic corrosion!
The main things I enjoyed was the use of castings to eliminate a ton of complex welded sub-assembly; and the rationalisation of number of complete body assembly permutations (my goal at BMS was to get down to <10 from 100’s).
The bit that struck a chord was the separation of body structures from the outer skin. Quite apart from the design opportunities of being able to modify the outer design without changing all the tooling for something like an integrated monoside, the fact that you can then service and repair these without the need for rejigging etc and expensive cut out and weld processes, or even happing to scrap the vehicle.
The road that Tesla haven’t gone down yet in terms of production appears to be the use of composite skins/ closures which I was developing for BMW when I was in Body Concepts Engineering. Given how they’ve managed to make castings work in terms of investment cost and takt time then they would seem to be heading in a direction that might make these viable and then that opens up a whole host of opportunities.
As always, a fascinating and thought provoking response. Looking forward to catching up with you at Lopwell! 
I think Range Anxiety is less of an issue for me these days. Off to York tomorrow 
What’s the real range on the MG Terry?
