jaguar i-pace
Nikita Gudkov, 3 days ago. Photos of Drive and Jaguar Company
In Germany, the basic Jaguar I-Pace with 18-inch tires costs 77,850 euros, approximately as the base Cayenne (from five million rubles from us). In Russia, Jaguars will be richer: for example, wheels – at least 20-inch. Sales start at the end of the year.
Designed with a clean sheet without looking at the existing platform, although the aluminum suspension is not original (see the section “Technology”). Any engineer dreams of such a project, and I’m no exception. The main thing – a heavy (650 kg!) Traction battery could be placed under the floor like ballast in a racing car. Compact electric motors are spaced along the axes. Unusual layout not only provides a low center of mass and an ideal half-weight, but also makes the Jaguar I-Pace one of the most beautiful, in my opinion, modern cars.
Before you – the future of the Jaguar, do not tire of repeating the English. Although in this future a lot of beautiful, on the adaptability to travel and cold climate electric vehicles is still very far from the usual technique.
For an electric car, aerodynamics are as important as for a car with ICE, so there are many functional elements. For example, the emptiness under the hood is used to organize an air duct from a completely traditional type of grille to the windshield. Sharp edges at the junction of sidewalls and stern are designed to provide the most effective flow stall. For the sake of reducing the resistance refused and from the rear wiper – in favor of a glass with a water-repellent coating. Clean it should be the air coming from the slot in the rear spoiler.
Jaguar I-Pace is manufactured under an assembly contract at the Magna Steyr plant in Austrian Graz. If there is a demand, the plant is ready to produce up to 30 thousand cars a year – and I think there will be demand.
Let it sit on the battery, the floor is not that high. Pose behind the wheel – car. Armchairs using frames and packing from the crossover F-Pace, traditionally for the Jaguar are inconvenient for high. The interface with three displays is borrowed from Velar, including the braked processor, – the input to the settings menu sometimes takes three seconds. But the interior design is good, materials are not cheap, although it is easier than in Velar.
The interior is arranged well and trimmed well, although the hard plastic belt rises higher than in the Jaguars with ICE. The visibility is hindered by the thick windshield racks. You can order a successful projector on the windshield with large and clear symbols.
Large buttons D-N-R are located logically, but drivers accustomed to Jaguars try to include Drive a rotating washer “climate” – very much it asks for arm … Despite the layout of the cab-forward and the three-meter base, the rear seats do not strike with open space. Two tall adults will settle – and that’s all. The luggage compartment, however, is huge, and even ready to place in the underground an optional dock – at the cost of raising the floor level.
Left – base chairs, in the center – optional Performance. All are harsh and not very comfortable for tall people. Quasikowski free space at the level of the knees of the rear passengers by five centimeters. But the feet are tight, and the heads touch the slope of the ceiling.
To get away from the place, you need to give a “gask” or activate a sluggish crawl mode on traffic jams in the jungles of the media system. Regimes of recuperation are switched in the same place. In the conventional Jaguar, it is reset as a carburetor when the engine brakes – with a deceleration of up to 0.2g. But it can be doubled – it will return the maximum possible energy to the battery. Here, the accelerator should be released very gently so that passengers do not shake their heads. I’m tired of straining my leg in ten minutes. But so you can ride, almost without touching the brake, and most importantly – to show a power reserve of 480 km when measuring a new cycle of WLTP.
Unlike Velar, the central screen is not adjustable in slope. But much worse, that the lower screen itself is non-contrast and strongly flashes even in cloudy weather. Heated and ventilation seats are activated by the main handwheels climate control.
The real power reserve can only be estimated, thanks to the race track and the usual roads, we go on different copies, but not long enough. The rate of charge loss suggests that a fully charged battery will last about three hundred kilometers. And half of the route falls on highways, half on serpentines, where recuperation is actively used. But three hundred is a worthy result.
With any design of the instrument panel, the eye quickly snatches the main thing – the digital speedometer. Navigation shows the rest of the charge at different points on the route. The menu of the media system Touch Pro Duo surprises with incomplete and sometimes clumsy translation into Russian.
Thrust is phenomenal! Although instead of the claimed 4.8 s to a hundred taken from Moscow Racelogic Perfomance Box shows an average of 5.4 seconds, for acceleration from 60 km / h to 100 Jaguar requires only 2.2 seconds, from 80 to 120 – exactly three! This dynamics at the level of supercars, a powerful, but affectionate blow to the back from the teacher of physics. The pressure subsides only after 150 km / h, although the maximum 200 appear on the electronic shield too quickly enough – the motors are thus untwisted to a maximum of 13,000 rpm.
The settings of starting from the place and regenerative braking noticeably change the character of the car – it’s a pity that they are hidden deep.
From the familiar to me hybrids and electric cars I-Pace is distinguished by the successful setting of the brakes. Under the hood – the same electromechanical brake booster Bosch iBooster, as in the hybrid Cayenne. However, the transition from regenerative braking to hydraulic in the Jaguar is completely invisible. The complexity of the system only hints at the high speed of the pedal during emergency braking. In tribute to the powerful recovery and half-weighting, the diameter of the rear ventilated discs is only 25 mm smaller than the front, where it reaches 350 mm. On the race track of the Algarve with a careful use of brakes enough.
Sound synthesizers of external noise to warn pedestrians about the approach of a quiet electric vehicle are still required only in China. European I-Pace issues a weak “beep-beep” only when reversing.
If you leave the reserve for speed, I-Pace is charmingly obedient at the entrance to the turn. Without the slightest delay and roll, it becomes an arc – such responsiveness is unattainable for conventional cars with a habitually high center of mass. At crossover F-Pace it is higher already on 130 mm, than at the electric car! Ai-Jaguar perfectly dorulivaetsya the slightest movement of the accelerator. The secret is simple – the traction moment is developed first of all by the rear motor-generator, and the regenerative-braking is applied mainly to the front wheels. On gravel, such a concept leads even to an excessively eager diving inside the dump: one must get used to it. But there is fun!
Air passing through the front grill is retracted through the hood. The stream from the roof partially escapes the rear window – it does not even have a windscreen wiper. The coefficient of aerodynamic resistance Cx is only 0.29.
At the limit, I-Pace demonstrates that it is still too heavy for the track: the slides are long, the banks do not grow very logically, the control of the trajectory during braking requires attention. The steering wheel is quite sharp: two and a half turns from the stop to the stop. The accuracy of the responses is good, the feedback is insincere. In the new fashion, the electric booster pulls the steering wheel to zero position, especially actively – in the sport mode. You can ride, it’s hard to get high.
The charging hatch for layout reasons is located in the front left wing, although the engineers admit that this is not very convenient and want to transfer it to the right. By the way, in China, I-Pace will have two hatches. The modification of the electric Jaguar is only one – EV400.
Given the development from scratch, I expected more comfort. The optional air suspension with cylinders from Velar does not swing the body, but translates all road abrasions on it, and the more they are, the stronger they are transmitted. The transition from 22-inch wheels to 20-inch makes it easier to just pass the pits with sharp edges. Changing the mode of the chassis to Dynamic does not change the vertical acceleration balance, but there are more of them. Strange – with a mass of two tons I-Pace could be made silk. And now on the grader with large stones you want to discard the move …
The air suspension lifts the body up to 50 mm, increasing the ground clearance to 204 mm, or lowering by 40 mm relative to the base 154. At speeds above 105 km / h, the clearance decreases by a centimeter. The depth of the ford being overcome is half a meter.
Nevertheless, Jaguar claims the laurels of the most passable electric vehicle. The manufacturer calls the I-Pace crossover – the drive is complete. But the ground clearance does not exceed 165 mm on the steel springs, but on the pneumatic it varies in the range up to 204 mm at the base 154 mm. Electronics help. True, off-road cruise control itself is sometimes stunned from 700 Nm available from the first turn – and pulls the car on an alternating cover. But the suspension moves are great. And I have never met such a stiff body from serial cars: on a diagonal hanging, the skew of the rear door opening to the eye and to the touch is not detectable.
Optional highly tinted panoramic roof does not have a curtain, but a few centimeters increases the amount of space above the heads seated from behind.
On the move in the cabin, of course, quiet, although the buses are audible (especially the 22-inch Pirelli), and a light breeze is present after 100 km / h, and small either transmission or inverter hum at city speeds. The audio system has an active noise canceling mode, but the sense of it is a bit. For fun, you can use a funny imitation of a roar in overclocking. Sound, of course, synthetic, but suddenly someone can not move even in such incomplete silence …
Before the battery is completely discharged, when about five percent of the available charge remains in it, the I-Pace will go into a special economic mode, increasing the chance to reach the outlet.
At us in edition of opinion concerning “ай-паэйса” have divided. Petrovsky, who also traveled on pre-series cars, considers Jaguar too conservative, timid, and unskilled, and wondered how with such freedom of action the British managed to make an ordinary car. And in my opinion, I-Pace is perfect. They did it right that they did not fight Tesla in its field, they did not contact automation, but concentrated on the common car values. It turned out the best electric car for this life.
The places for storing small things are thought out perfectly. Central boxing – a volume of more than ten liters, or third of the front trunk! Under the pillow of the back sofa – shelves for tablets and a similar scarecrow.
“Only to live in this time, the beautiful will not have to either me or you.” Despite the seven-kilowatt electrically heated interior, the use of inverters for heating heating, the heating of all seats, windscreen and rudder, the engineers honestly say: at temperatures below minus ten, it is highly desirable to connect to a parking socket. First of all, to keep the heat in the battery. And at -20ºC the frozen I-Pace is unlikely to go at all. Warmed up like they experienced and minus forty – but how can I not remember the buggy pull-out handles …
The main trunk is space-saving and can be equipped with an electric cover. In the underground there is enough space not only for the charging cable.
In Russia, I-Pace in any case, waiting for a cold welcome. Sales start closer to the New Year, and the representation does not rush to set prices: waiting for the cancellation of the import duty on electric vehicles. It was already canceled somehow, but a year ago they returned it. They promise to revise again. However, in the course of the recent hotline, the president made it clear that the authorities are much more interested in transferring transport to gas than electromobile technologies. A pier, the electric power basically is made of coal and the same hydrocarbonic fuel from which abroad try to drive off transport.
The DSC stabilization system does not completely shut down, but has a sport mode.
The toxicity of two thirds of electricity in the world is also reminiscent of a recent article in the scientific journal of the Association of Automotive Engineers of Russia. And emphasizes: if you transplant all at once [such are the Jaguars], you will have to increase the production of electricity fourfold, or even an order of magnitude. In this case, we will all live close to some TPP. No, scientists are not against electric cars, but believe that they should not at least have preferences in the market before cars. So the future of benefits is uncertain. Is it worth it to regret?
Passport data
Jaguar I-Pace
Body
| Body type |
hatchback |
| Number of doors / seats |
5/5 |
| Length, mm |
4682 |
| Width, mm |
1895 |
| Height, mm |
1565 |
| Wheelbase, mm |
2990 |
| Track front / rear, mm |
1624-1634 / 1647-1663 |
| The equipped weight, kg |
2133 |
| The volume of the front trunk, l |
27th |
| Rear luggage compartment volume, l |
656-1453 |
Electric motors
| A type |
synchronous, with permanent magnets |
| Number and location |
2, front and rear, transversely |
| Max. total power, hp |
400 |
jaguar i-pace
Nikita Gudkov, 3 days ago. Photos of Drive and Jaguar Company
In Germany, the basic Jaguar I-Pace with 18-inch tires costs 77,850 euros, approximately as the base Cayenne (from five million rubles from us). In Russia, Jaguars will be richer: for example, wheels – at least 20-inch. Sales start at the end of the year.
Designed with a clean sheet without looking at the existing platform, although the aluminum suspension is not original (see the section “Technology”). Any engineer dreams of such a project, and I’m no exception. The main thing – a heavy (650 kg!) Traction battery could be placed under the floor like ballast in a racing car. Compact electric motors are spaced along the axes. Unusual layout not only provides a low center of mass and an ideal half-weight, but also makes the Jaguar I-Pace one of the most beautiful, in my opinion, modern cars.
Before you – the future of the Jaguar, do not tire of repeating the English. Although in this future a lot of beautiful, on the adaptability to travel and cold climate electric vehicles is still very far from the usual technique.
For an electric car, aerodynamics are as important as for a car with ICE, so there are many functional elements. For example, the emptiness under the hood is used to organize an air duct from a completely traditional type of grille to the windshield. Sharp edges at the junction of sidewalls and stern are designed to provide the most effective flow stall. For the sake of reducing the resistance refused and from the rear wiper – in favor of a glass with a water-repellent coating. Clean it should be the air coming from the slot in the rear spoiler.
Jaguar I-Pace is manufactured under an assembly contract at the Magna Steyr plant in Austrian Graz. If there is a demand, the plant is ready to produce up to 30 thousand cars a year – and I think there will be demand.
Let it sit on the battery, the floor is not that high. Pose behind the wheel – car. Armchairs using frames and packing from the crossover F-Pace, traditionally for the Jaguar are inconvenient for high. The interface with three displays is borrowed from Velar, including the braked processor, – the input to the settings menu sometimes takes three seconds. But the interior design is good, materials are not cheap, although it is easier than in Velar.
The interior is arranged well and trimmed well, although the hard plastic belt rises higher than in the Jaguars with ICE. The visibility is hindered by the thick windshield racks. You can order a successful projector on the windshield with large and clear symbols.
Large buttons D-N-R are located logically, but drivers accustomed to Jaguars try to include Drive a rotating washer “climate” – very much it asks for arm … Despite the layout of the cab-forward and the three-meter base, the rear seats do not strike with open space. Two tall adults will settle – and that’s all. The luggage compartment, however, is huge, and even ready to place in the underground an optional dock – at the cost of raising the floor level.
Left – base chairs, in the center – optional Performance. All are harsh and not very comfortable for tall people. Quasikowski free space at the level of the knees of the rear passengers by five centimeters. But the feet are tight, and the heads touch the slope of the ceiling.
To get away from the place, you need to give a “gask” or activate a sluggish crawl mode on traffic jams in the jungles of the media system. Regimes of recuperation are switched in the same place. In the conventional Jaguar, it is reset as a carburetor when the engine brakes – with a deceleration of up to 0.2g. But it can be doubled – it will return the maximum possible energy to the battery. Here, the accelerator should be released very gently so that passengers do not shake their heads. I’m tired of straining my leg in ten minutes. But so you can ride, almost without touching the brake, and most importantly – to show a power reserve of 480 km when measuring a new cycle of WLTP.
Unlike Velar, the central screen is not adjustable in slope. But much worse, that the lower screen itself is non-contrast and strongly flashes even in cloudy weather. Heated and ventilation seats are activated by the main handwheels climate control.
The real power reserve can only be estimated, thanks to the race track and the usual roads, we go on different copies, but not long enough. The rate of charge loss suggests that a fully charged battery will last about three hundred kilometers. And half of the route falls on highways, half on serpentines, where recuperation is actively used. But three hundred is a worthy result.
With any design of the instrument panel, the eye quickly snatches the main thing – the digital speedometer. Navigation shows the rest of the charge at different points on the route. The menu of the media system Touch Pro Duo surprises with incomplete and sometimes clumsy translation into Russian.
Thrust is phenomenal! Although instead of the claimed 4.8 s to a hundred taken from Moscow Racelogic Perfomance Box shows an average of 5.4 seconds, for acceleration from 60 km / h to 100 Jaguar requires only 2.2 seconds, from 80 to 120 – exactly three! This dynamics at the level of supercars, a powerful, but affectionate blow to the back from the teacher of physics. The pressure subsides only after 150 km / h, although the maximum 200 appear on the electronic shield too quickly enough – the motors are thus untwisted to a maximum of 13,000 rpm.
The settings of starting from the place and regenerative braking noticeably change the character of the car – it’s a pity that they are hidden deep.
From the familiar to me hybrids and electric cars I-Pace is distinguished by the successful setting of the brakes. Under the hood – the same electromechanical brake booster Bosch iBooster, as in the hybrid Cayenne. However, the transition from regenerative braking to hydraulic in the Jaguar is completely invisible. The complexity of the system only hints at the high speed of the pedal during emergency braking. In tribute to the powerful recovery and half-weighting, the diameter of the rear ventilated discs is only 25 mm smaller than the front, where it reaches 350 mm. On the race track of the Algarve with a careful use of brakes enough.
Sound synthesizers of external noise to warn pedestrians about the approach of a quiet electric vehicle are still required only in China. European I-Pace issues a weak “beep-beep” only when reversing.
If you leave the reserve for speed, I-Pace is charmingly obedient at the entrance to the turn. Without the slightest delay and roll, it becomes an arc – such responsiveness is unattainable for conventional cars with a habitually high center of mass. At crossover F-Pace it is higher already on 130 mm, than at the electric car! Ai-Jaguar perfectly dorulivaetsya the slightest movement of the accelerator. The secret is simple – the traction moment is developed first of all by the rear motor-generator, and the regenerative-braking is applied mainly to the front wheels. On gravel, such a concept leads even to an excessively eager diving inside the dump: one must get used to it. But there is fun!
Air passing through the front grill is retracted through the hood. The stream from the roof partially escapes the rear window – it does not even have a windscreen wiper. The coefficient of aerodynamic resistance Cx is only 0.29.
At the limit, I-Pace demonstrates that it is still too heavy for the track: the slides are long, the banks do not grow very logically, the control of the trajectory during braking requires attention. The steering wheel is quite sharp: two and a half turns from the stop to the stop. The accuracy of the responses is good, the feedback is insincere. In the new fashion, the electric booster pulls the steering wheel to zero position, especially actively – in the sport mode. You can ride, it’s hard to get high.
The charging hatch for layout reasons is located in the front left wing, although the engineers admit that this is not very convenient and want to transfer it to the right. By the way, in China, I-Pace will have two hatches. The modification of the electric Jaguar is only one – EV400.
Given the development from scratch, I expected more comfort. The optional air suspension with cylinders from Velar does not swing the body, but translates all road abrasions on it, and the more they are, the stronger they are transmitted. The transition from 22-inch wheels to 20-inch makes it easier to just pass the pits with sharp edges. Changing the mode of the chassis to Dynamic does not change the vertical acceleration balance, but there are more of them. Strange – with a mass of two tons I-Pace could be made silk. And now on the grader with large stones you want to discard the move …
The air suspension lifts the body up to 50 mm, increasing the ground clearance to 204 mm, or lowering by 40 mm relative to the base 154. At speeds above 105 km / h, the clearance decreases by a centimeter. The depth of the ford being overcome is half a meter.
Nevertheless, Jaguar claims the laurels of the most passable electric vehicle. The manufacturer calls the I-Pace crossover – the drive is complete. But the ground clearance does not exceed 165 mm on the steel springs, but on the pneumatic it varies in the range up to 204 mm at the base 154 mm. Electronics help. True, off-road cruise control itself is sometimes stunned from 700 Nm available from the first turn – and pulls the car on an alternating cover. But the suspension moves are great. And I have never met such a stiff body from serial cars: on a diagonal hanging, the skew of the rear door opening to the eye and to the touch is not detectable.
Optional highly tinted panoramic roof does not have a curtain, but a few centimeters increases the amount of space above the heads seated from behind.
On the move in the cabin, of course, quiet, although the buses are audible (especially the 22-inch Pirelli), and a light breeze is present after 100 km / h, and small either transmission or inverter hum at city speeds. The audio system has an active noise canceling mode, but the sense of it is a bit. For fun, you can use a funny imitation of a roar in overclocking. Sound, of course, synthetic, but suddenly someone can not move even in such incomplete silence …
Before the battery is completely discharged, when about five percent of the available charge remains in it, the I-Pace will go into a special economic mode, increasing the chance to reach the outlet.
At us in edition of opinion concerning “ай-паэйса” have divided. Petrovsky, who also traveled on pre-series cars, considers Jaguar too conservative, timid, and unskilled, and wondered how with such freedom of action the British managed to make an ordinary car. And in my opinion, I-Pace is perfect. They did it right that they did not fight Tesla in its field, they did not contact automation, but concentrated on the common car values. It turned out the best electric car for this life.
The places for storing small things are thought out perfectly. Central boxing – a volume of more than ten liters, or third of the front trunk! Under the pillow of the back sofa – shelves for tablets and a similar scarecrow.
“Only to live in this time, the beautiful will not have to either me or you.” Despite the seven-kilowatt electrically heated interior, the use of inverters for heating heating, the heating of all seats, windscreen and rudder, the engineers honestly say: at temperatures below minus ten, it is highly desirable to connect to a parking socket. First of all, to keep the heat in the battery. And at -20ºC the frozen I-Pace is unlikely to go at all. Warmed up like they experienced and minus forty – but how can I not remember the buggy pull-out handles …
The main trunk is space-saving and can be equipped with an electric cover. In the underground there is enough space not only for the charging cable.
In Russia, I-Pace in any case, waiting for a cold welcome. Sales start closer to the New Year, and the representation does not rush to set prices: waiting for the cancellation of the import duty on electric vehicles. It was already canceled somehow, but a year ago they returned it. They promise to revise again. However, in the course of the recent hotline, the president made it clear that the authorities are much more interested in transferring transport to gas than electromobile technologies. A pier, the electric power basically is made of coal and the same hydrocarbonic fuel from which abroad try to drive off transport.
The DSC stabilization system does not completely shut down, but has a sport mode.
The toxicity of two thirds of electricity in the world is also reminiscent of a recent article in the scientific journal of the Association of Automotive Engineers of Russia. And emphasizes: if you transplant all at once [such are the Jaguars], you will have to increase the production of electricity fourfold, or even an order of magnitude. In this case, we will all live close to some TPP. No, scientists are not against electric cars, but believe that they should not at least have preferences in the market before cars. So the future of benefits is uncertain. Is it worth it to regret?
Passport data
Jaguar I-Pace
Body
| Body type |
hatchback |
| Number of doors / seats |
5/5 |
| Length, mm |
4682 |
| Width, mm |
1895 |
| Height, mm |
1565 |
| Wheelbase, mm |
2990 |
| Track front / rear, mm |
1624-1634 / 1647-1663 |
| The equipped weight, kg |
2133 |
| The volume of the front trunk, l |
27th |
| Rear luggage compartment volume, l |
656-1453 |
Electric motors
| A type |
synchronous, with permanent magnets |
| Number and location |
2, front and rear, transversely |
| Max. total power, hp |
400 |
| Max. total torque, N • m |
696 |
Traction battery
| A type |
lithium-ion |
| Nominal capacity, kW • h |
90 |
Transmission
| Reducers |
single-stage, planetary |
| Drive unit |
permanent full |
Chassis
| Front suspension |
independent, spring (pneumatic) *, double lever |
| Rear suspension |
independent, spring (pneumatic), multi-link |
| Front brakes |
disk ventilated |
| Rear brakes |
disk ventilated |
| Tires |
245/50 R20 |
| Ground clearance, mm |
165 (114-204) |
Operational characteristics
| Maximum speed, km / h |
200 |
| Acceleration time from 0 to 100 km / h, s |
4.8 |
| Cruising range, km (by WLTP cycle) |
480 |
| * As an option. |
Equipment
For the basis of the front two-lever system, the design of the F-Type, although there are no directly borrowed parts. Rear – slightly upgraded multi-lever from the crossover F-Pace. Traction synchronous electric motors with permanent magnets, interlocked with planetary gears, is supplied by the American company AAM. The weight of each such assembly, the same for the front and rear axle – 78 kg. For thermostating the battery, as well as inverters and electric motors, there are two liquid systems with operating temperatures up to 160 degrees. In winter, the use of their heat for heating allows you to gain up to 50 km of mileage.
A lithium-nickel-manganese-cobalt battery of 432 cells with a nominal capacity of 90 kWh is manufactured by LG. The guarantee for it is eight years or 160,000 km, and the estimated service life is ten years or 240,000 km. Degradation of more than 30% is considered an excuse for replacing the battery. This process takes five to six hours. From the bottom, the battery is covered with a protective aluminum sheet three to four millimeters thick. A fast 100-kilowatt DC charge replenishes the battery by 80% in 40 minutes, but electronics do not allow the supercharge to be used too often (for example, daily) from the conditions of battery safety. From the home network the same 80% will be typed just over ten hours.
The original body is 94% aluminum. In his – floor with a traction battery. From its aluminum case, the same spars and subframes grow. Only the inserts in the windscreen pillars (for the sake of passive safety) and some brackets are made of steel. The torsional rigidity is an impressive 36,000 N • m / deg.
Aluminum does not allow to stamp details of such depth, therefore in an aperture of a back door it was necessary to add a separate detail and cover it with a plastic casing with a rubber seal around the perimeter. It’s gratifying that the doors cover the rapids.
Behind the scenes
An inconspicuous house in two windows is customs of XVII century, standing on a place where two centuries earlier the first slave market in Europe was opened. It would seem that only 500 years have passed … And today Portugal and the town of Lagos are becoming the home for presentations of cars without emissions. And we are already worried about other questions: why is the charging terminal not working at the nearest gas station?
