E-fuels are not CO2 neutralE-fuels optimistic with future perfected production: 17 kWh per liter gasoline 19 kWh per liter dieselTechnology openness is what it is called when the clear loser is to continue to receive research funding and money is to be wasted on projects that have no chance of success. Austrian Chancellor Nehammer just gave a speech: no ban on the internal combustion engine, but on e-fuels. Great indignation on the part of the Green coalition partner, but it is actually an argument about the emperor's beard, because e-fuels have no chance in road traffic. That was a saying in imperial Austria when people argued about the emperor's beard. E-Fuels optimistic about future perfected production:
This results from the efficiency of the electrolysis. In addition, there is the procurement of the carbon. 1.5 kWh of electricity to filter 1 kg of CO2 from the atmosphere, but that's where most of the oxygen is. So you get 5.25 kWh of electricity to procure enough CO2 through DAC - Direct Air Capture to get 1 kg of carbon from it. I am certainly an extremely economical driver, but for 4.36 l of diesel, 83 kWh of electricity would be needed. Let's assume 350 GW world production of photovoltaics for 2023. Let's also assume that the average yield is 1300 kWh/a per W peak, because most of them are installed in sunnier areas. The total new photovoltaic installed in 2023 could thus generate 455 TWh of electricity. But unfortunately, for e-fuels we have to divide this by 18 kWh - 50 iesel with 19 kWh, 50 enzin with 17 kWh - and we are left with 25 billion liters of fuel. Is that a lot? No, Germany alone needs 65 billion liters. So, now we have the entire world production of photovoltaics 2023 used only for e-fuels and not even Germany is supplied. But that's not all the costs! How do we do that with the CO2 DAC and electrolysis plants? There are 2 variants:
Sure, photovoltaic production is increasing, battery production is increasing, but e-fuels cannot save today's combustion cars, because by the time there are sufficient quantities, they will have long been scrapped and recycled.
Most believe electric cars are too expensive for everyone. VW believes electric cars will remain expensive. BYD brings quite usable already for US$ 9,000 on the market. In 2 years, electric cars are expected to be cheaper than cars with internal combustion engines.
You want Munich to Berlin with 150 km/h without a break? Of course it's possible, the latest lithium-ion battery has 375 Wh per kg. But it has a considerable price per kWh and with 180 kWh battery it is possible. That is the upper class. Too expensive? Okay, with a charging pause and 120 km/h, 70 kWh of the much cheaper lithium iron phosphate batteries are sufficient. They have only 240 Wh/kg. That is middle class. 2 charging pauses are also ok, the main thing cheap? Sodium batteries with only 160 Wh/kg, but a very low price. This will soon be the subclass of cars. The commuter who just wants to get to work cheaply will certainly find an electric car for less than €10,000 in the future. Patriotism is out of the question, as EU manufacturers will not be able to do this. This is not my claim, but Volkswagen's. Driving 600 km at 150 km/h will be possible in the luxury class, but it will cost something. In everyday life, all electric cars will be equally fast; only on long distances will the purchase price determine the number and duration of charging breaks. You will also be able to go on vacation to Spain with a BYD Seagull for less than €10,000, only more charging breaks are required. Where is the market for e-fuels? I once had a web design customer who told of a business trip of over 1000 km in 6 hours to a meeting, tuned BMW 6 series. That won't be possible with batteries, but how big is this niche market, 1% or 0.1 er drivers? Will there be e-fuel stations for them? It is a complete illusion that e-fuels are for the poor commuter so that he can continue to drive his old diesel. The poor commuter will switch to an electric car. Because of increasingly stringent emissions standards, cheap diesel cars have already disappeared from the new car market. Porsche is the biggest lobbyist for e-fuels. My former customer with 1,000 km in 6 hours shows why, this is the target group for e-fuels.
E-fuels are climate-neutral. But that is a fairy tale. Let's pit an electric car with 18 kWh electricity/100 km against a diesel with 6 l/100 km. Both drive 20,000 km per year. One needs 3,600 kWh of electricity, the other 1,200 liters of diesel produced with 22,800 kWh of electricity. That's 19,200 kWh of additional consumption, which could have been used to filter 3.2 t of CO2 out of the atmosphere and split it into C and O. Corresponds to 160 g CO2/km.
With the best and also most expensive batteries, a range of 1,500 to 2,000 km should be possible for aircraft. This is the real market for e-fuels. For long-haul aircraft, there is no alternative. On many routes, cargo ships compete with rail. With a tunnel under the Bering Strait, it would also be possible to travel from China to South America. E-fuel instead of the cheapest heavy oil makes shipping more expensive, so more rail transport. If you put 30,000 tons of sodium batteries in a cruise ship, that's 4.8 GWh. Bit more economical with 40 MW driven 4 days cruise.
Today's young people are skeptical about 40 hours per week of full-time work. If both work, 2.500 € household income should be attainable also with common 40 working hours per week. 40 avon are 1,000 € credit installment, so it should already be possible to acquire a GEMINI next generation house with cheap land.
A new shareholder said "I with my very modest investment", but 4,000 times 1,000 € is also 4 million for all investments until the opening of the settlement in Unken as a starting point for worldwide expansion. Only the Annual General Meeting can resolve the major capital increases, but here is what the Executive Board and Supervisory Board can resolve. The new capital stock is used to perfect the documents for the larger planned capital increases. Here are the details. |
