BONUS: The Tech Sheet (Pt1) - Why Do Cutting Edge EVs Have A 12 Volt Battery?
EV News Daily - Technology and Business of EVs
BONUS: The Tech Sheet (Pt1) - Why Do Cutting Edge EVs Have A 12 Volt Battery?
EV News Daily - Technology and Business of EVs · Sep 23, 2025
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As the holidays approach,
it's time to return to the classics.
Flaky pie crusts, perfectly browned butter,
and cookies with just the right texture.
And one ingredient you cannot compromise on
is Kerry Gold butter.
Kerry Gold butter is crafted with milk from grass-fed cows
that graze on lush green pastures
across family farms in Ireland.
The result?
A rich, creamy butter with a high butterfat content
that elevates every recipe.
Whether you're making signature shortbread
or browning butter for a nutty depth in your pecan pie,
Kerry Gold makes all the difference.
The flavor is unmatched,
and the texture it brings to baked goods is simply divine.
So this holiday season, if you're baking for loved ones
or just for yourself, reach for Kerry Gold.
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Well, thank you.
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Welcome back to EV News Daily.
Welcome to The Tech Sheet,
the name that I give to special bonus episodes,
which explain the tech behind EVs.
You'll have seen in your podcast feed some bonus shows,
the other ones I'm gonna call the spec sheet,
where we look at the specifications
of a new electric vehicle.
Well, today I'm gonna ask the question
why the car industry still has 12-volt batteries
in cutting-edge EVs?
And we might make this a two-parter, actually.
There's a lot to get into,
because Tesla's trying to move the industry forward
once again, as they've done many times in the past,
but at the moment,
well, the industry isn't biting on this one.
Despite the advances in electric vehicle technology,
from massive lithium-ion battery packs
to sophisticated power management systems,
virtually every modern electric vehicle
still carries what appears to be
an automotive relic from the past,
the humble 12-volt lead-acid battery.
This seemingly anachronistic component
dating back to automotive conventions of the past
back in the 1950s,
continues to play a critical role
in even the most advanced electric vehicles.
The persistence of 12-volt systems in cutting-edge EVs
represents a fascinating intersection
of legacy engineering, practical necessity,
safety requirements, and economic considerations
that have proven remarkably resistant
to any kind of disruption.
The recent introduction of Tesla's Cybertruck
with its groundbreaking 48-volt electrical architecture
reignited the industry discussions
about whether the time has finally come
to abandon the old 12-volt
and make all new electric vehicles on 48-volts.
They even shared their own 48-volt implementation
documentation with other car makers.
It's created opportunity, but also controversy,
raising fundamental questions about the future
of electrical systems in EVs.
Yet, two years after the Cybertruck's launch,
the EV industry has largely remained committed
to the good old faithful 12-volt,
revealing deep-seated challenges
that extend far beyond simple technical preferences.
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So you can just wait.
Let's get into it.
The history of the 12-volt doesn't start there, actually.
It starts even lower.
The story of automotive electrical systems
begins not with the 12-volt battery,
but with an even lower voltage standard
that dominated the industry for over three decades.
From the 1920s through to the early 1950s,
most automobiles operated on a six-volt electrical system.
The voltage level was perfectly adequate
for the limited electrical demands of early automobiles,
which required power, primarily for basic lighting,
ignition, and accessories.
The six-volt standard emerged organically
during the automotive industry's formative years
when vehicles were mechanically simple
and their electrical needs were minimal.
The transition from non-electrical to electrical systems
represented a big advancement in automotive technology.
Early cars had hand crank starters,
a settle in gas lighting and purely mechanical operation.
The introduction of the electric starter,
that was in 1912, pioneered by Charles Kettering
and Henry M. Leyland at Cadillac,
created the first compelling need
for onboard electrical power storage.
This innovation eliminated the dangerous
and laborious hand crank starting process
that had resulted in injuries and even fatalities
when engines backfired during starting attempts.
Battery technology during this period
was obviously primitive by modern standards.
The lead acid battery invented
by the French physicist Gaston Planté in 1859
provided the foundational chemistry
that would remain largely unchanged for over a century.
These early automotive batteries were heavy.
They needed regular maintenance.
They had limited capacity.
However, they offered an advantage of being rechargeable
unlike the primary cells that had been used
in earlier electrical applications.
So when do we go to 12 volts?
Well, the shift from six to 12 volts
represents one of the most significant
standardization changes in the automotive industry,
occurring primarily between about 1953 and 1956.
General Motors led the transition,
introducing 12 volt systems on premium models
like the Cadillac, the Oldsmobile
and Buick Roadmaster in 1953.
The changeover was not arbitrary,
but driven by compelling technical and economic factors
that made higher voltage systems increasingly necessary.
So how do we get to where we are today?
With a primary catalyst for 12 volts
was the growing electrical demands
of more sophisticated cars.
Postwar automobiles featured larger,
higher compression engines
that required a more powerful starting system.
Six volt systems were reaching their limits
in providing adequate cranking power for modern engines
and vehicles were becoming more electrically complex
with improved lighting, radios, heaters
and accessories that demanded greater power delivery.
The physics underlying the transition
reveal the fundamental advantages of higher voltage systems,
one in which Tesla talked often about.
According to Ohm's Law,
for any given power requirement,
doubling the voltage halves the current.
Now this relationship has profound implications
for wiring size, component design and system efficiency.
You see at 12 volts,
the same electrical power could be delivered
using thinner, lighter and less expensive copper wiring.
This reduction in copper requirements
was particularly significant in the 1950s.
Copper prices were rising and automotive manufacturers
looking for new ways to reduce material costs
and improve performance.
By 1955, all General Motors vehicles
had moved to 12 volt systems
and other American automakers were done by about 1956.
This immensely rapid industry-wide change
demonstrates the compelling advantage of high voltage systems.
However, some manufacturers, particularly in Europe,
maintained six volts for a bit longer.
Volkswagen, for instance, didn't go 12 volts completely
until 1967 for some of their models,
reflecting marketing conditions and vehicle requirements.
The success of the good old reliable 12 volts
might suggest that further voltage increases
would be logical.
How did we do that in 1955 and in 2025
be using essentially the same technology?
Well, during the 1990s, we tried to change it.
There was a consortium of automotive makers and suppliers
which tried to go 42 volts,
just like Tesla is trying to get the industry
to go 48 volt now.
This initiative recognized that modern vehicles
were straining the capacity of 12 volt systems,
particularly as they incorporated
more sophisticated electronics, larger power steering,
and increasing numbers of electrical accessories.
The proposed 42 volt system promised many of the same
advantages that drove six to 12 volts transition,
reduced current requirements, smaller gauge wires,
improved efficiency, and better performance
for high power components.
However, unlike the earlier transition,
the 42 volts initiative failed to gain industry-wide
acceptance and was abandoned completely by 2009.
Several factors contributed to the failure,
while the automotive supply chain had become more complex
and established around 12 volt components by the 1990s.
Unlike the 1950s, I mean, the car industry
was pretty vertically integrated at the time.
Component suppliers were fewer.
By the 1990s, the ecosystem had thousands
of specialized suppliers,
each with significant investments
in their 12 volt manufacturing.
The cost and complexity of transitioning an entire ecosystem
was just prohibitive without any kind of clear
and compelling advantage that easily outweighed
the transition costs.
So where do we go then to 2025?
Well, advances in power electronics,
more efficient motors, improved control systems
were all enabling manufacturers to get more performance
from the humble 12 volt system
that had been previously impossible.
These tech improvements reduced the urgency
for any kind of voltage system change,
allowing manufacturers to delay the expensive
and complex transition to running higher voltage.
So why is 12 volts so essential?
When you say, well, I'm riding in an EV
that's got a 400, 809, I mean, in China,
1000 volts traction battery underneath me
that could be 80, 100, 200 kilowatt hours.
And you're putting a small 12 volt battery
in the front or somewhere of my car,
which can go flat.
And gosh, mine did twice in my Hyundai Kona
that I owned for the year that I had it.
And boy was that inconvenient
and I was cursing the 12 volt.
Modern EVs operate with a really fascinating
dual voltage architecture
that probably seems counterintuitive
to the casual observer.
While the propulsion system relies
on high voltage battery packs from 400 to 800 volts,
typically virtually every EV
has a separate 12 volt system for auxiliary functions.
This architectural design reflects careful engineering
considerations that balance performance,
safety cost and practicality.
The fundamental reason for still sticking
a 12 volt in your EV is the enormous voltage gap
between high voltage propulsion
and the voltage requirements
of everything else that runs in the car.
Direct connection of accessories
like your interior lighting, the radio,
or even your power windows to a 400 volt supply
creates a really severe safety hazard,
requires completely different component design.
And it only takes one thing to go wrong
for you to touch something that is live
and that's a really bad day for you.
A 12 volt system provides familiar, safe, tested,
cost effective platforms
for powering the hundreds of electrical components
inside a modern EV.
This dual voltage approach allows EV makers
to leverage the extensive ecosystem
of 12 volt automotive supply chains
developed over decades.
The door locks, the window motors,
the seat adjusters, the lighting, the infotainment,
countless other things
that electrical things do for you in your EV
can be integrated quickly, cheaply, with no modification.
This compatibility represents enormous cost savings
and reduced development time compared to doing,
well, what they did for the Cybertruck
and designing entirely new component families
for different voltage levels.
The 12 volt battery in an EV is critical,
as I alluded to a moment ago,
with my problems, with my Hyundai,
and you can't easily replicate that
by the high voltage system.
Perhaps most importantly,
your little humble 12 volt battery provides power
for the vehicle to even start up and shut down.
When an EV is technically turned on,
what happens is the 12 volt system energizes
the vehicle's electronic control units,
the brains, the dashboard displays,
the diagnostic systems,
and all of that happens
before your high voltage battery pack is even activated.
This staging process ensures safe
and controlled initialization of your vehicle.
One of the most crucial roles in your 12 volt battery
is operating the contactors.
Now these contactors connect and disconnect
the high voltage battery from the rest of the vehicle.
These heavy-duty, electromechanical switches
require a 12 volt power supply to close,
effectively enabling the traction battery to come alive.
Without a functioning 12 volts,
even an EV with a fully charged high voltage battery
is effectively dead, it's immobilized.
This dependency explains why a dead 12 volt battery
is one of the most common causes of an EV breakdown,
despite the propulsion battery being fully charged.
And yes, like I say, twice,
I had to get the emergency key out of the key fob on my Kona,
let myself in, pop the bonnet,
and very simply, just attach a little battery booster pack
that I had, I think one time I did jump leads
and then one time I had to add a little battery pack
that I just attached, just enough
to spark the Kona back into life, pardon the button.
Now I don't know if they've fully got the handle
on top of all the Hyundai Kia 12 volt gremlins
that I see in the forums,
but it was an instant fix,
and all of a sudden the car came back to life.
Now in theory, that should never have happened.
In theory, if the 12 volt got low,
the car should wake itself up and recharge the 12 volts
with a step down converter from the traction battery.
That was clearly not happening.
The 12 volt also does essential safety,
particularly during emergency situations,
in the event of a high voltage system failure or an accident,
the 12 volt battery ensures that critical safety systems
are operational, like hazard lights,
emergency comm systems, door locks even.
This redundancy is mandated by safety rakes
many places around the world
and provides crucial backup power
when there is an issue with the traction battery.
Beyond emergency functions,
the 12 volt system powers a vast array
of the comfort and convenience features
that you interact with daily.
These include anything from your,
the squirter on your windscreen wiper
to the mirror positioning, the climate control fans.
Look at everything, isn't it?
It's the charging ports for your phones
and they seem minor, don't they?
But all of them rely on that old fashioned technology.
So the charging and maintenance of a 12 volt in an EV
involves a really sophisticated power management system
that differs significantly
from traditional combustion cars.
So for most of us that spent our lifetime driving non EVs,
there is an alternator.
It's an engine driven alternator.
Whenever I've seen perhaps my wife parked up for,
you know, a long time in our old cars
with the air conditioning on and things like that,
I've said, hey, just start the engine for a bit
and make sure the battery doesn't go flat.
EVs on the other hand use DC DC converters.
They step down high voltage power
and charge the 12 volt battery.
These electronic systems are way more complex
than mechanical alternators,
but offer greater precision and efficiency
in power conversion.
DC DC converters operate continuously
while the vehicle is in use,
maintaining the 12 volt battery at optimal charge levels,
which let's face it is probably about 14 or 14.2 volts
when it's all up and running.
The 12 volt battery is rarely at 12 volts,
but that's not ready for this podcast.
When the EV is plugged in for charging,
many systems also activate DC DC converters
to maintain the 12 volt battery,
ensuring it remains healthy during extended periods
if your vehicle is not driven.
Modern EVs also incorporate intelligent BMSs,
battery management systems that monitor the 12 volts
in a way more accurate way than combustion cars do.
And if the 12 volts charge is dropping,
things like parasitic loads,
those are security systems
that is telematics always on functions.
You don't wanna be able to open up the app on your car,
on your phone and look at your car.
You want your car to always be alive in many ways.
Unlock it, lock it, turn the heating and cooling on.
Then in that case, even when the car's empty,
the DC, and it's not plugged in,
DC DC converter kicks in and restores the power levels.
This proactive management prevents a dead battery
in situations that are common
in either the really early EV designs
or like I say, they've struggled, haven't they?
Yes, I'll be careful what I've said.
They have lots of money and expensive lawyers,
but yeah, let's take a break
and I'll have a slurp of this coffee,
we'll come back and we'll finish off part one.
Yeah, this is gonna be a two-parter,
because what am I at, six, eight, 17 minutes?
Yeah, this is a two-parter.
We'll do part two tomorrow, but I'll come back
and I'll do the second half of part one in just a moment.
Stick around, back in a moment.
As the holidays approach,
it's time to return to the classics.
Flaky pie crusts, perfectly browned butter
and cookies with just the right texture.
And one ingredient you cannot compromise on
is carry gold butter.
Carry gold butter is crafted with milk from grass-fed cows
that graze on lush green pastures
across family farms in Ireland.
The result?
A rich, creamy butter with a high butterfat content
that elevates every recipe.
Whether you're making signature shortbread
or browning butter for a nutty depth in your pecan pie,
carry gold makes all the difference.
The flavor is unmatched
and the texture it brings to baked goods is simply divine.
So this holiday season,
if you're baking for loved ones or just for yourself,
reach for carry gold.
It's the butter of choice
and your pies, your cookies and your cakes will thank you.
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As the holidays approach,
it's time to return to the classics.
Flaky pie crusts, perfectly browned butter,
and cookies with just the right texture.
And one ingredient you cannot compromise on is carry gold butter.
Carry gold butter is crafted with milk from grass-fed cows
that graze on lush green pastures
across family farms in Ireland.
The result?
A rich, creamy butter with a high butterfat content
that elevates every recipe.
Whether you're making signature shortbread
or browning butter for a nutty depth in your pecan pie,
carry gold makes all the difference.
The flavor is unmatched
and the texture it brings to baked goods is simply divine.
So this holiday season, if you're baking for loved ones
or just for yourself, reach for carry gold.
It's the butter of choice
and your pies, your cookies, and your cakes.
Well, thank you.
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Welcome back to the podcast.
So we're talking about why EVs don't just go 48 volt
because Tesla say this is the way forward for the industry.
The industry, respectfully disagrees.
So this is why it's not an easy fix
or the work of a moment.
The 12 volt wiring system in modern EVs
is one of the most complex electrical networks
in consumer products.
There's literally hundreds of wiring circuits.
There's thousands of connections
and sophisticated control modules
managing everything inside the car.
Detailed wiring harness layouts in a vehicle chassis
illustrate electrical system complexity
in modern electric vehicles when you see them.
Understanding the architecture is really crucial
for appreciating why the auto industry
has maintained 12 volt standards
despite better alternatives according to some.
Modern 12 volt systems extend far beyond
a point-to-point wiring system
that was found in early vehicles.
Contemporary designs include network architectures,
multiple ECUs, electronic control units.
They all talk through mostly standardized protocols,
things like CAN buses,
which are controller area network, CAN CAN bus systems.
These networks allow an individual component
to then share information or coordinate operations,
enabling things like automatic headlight activation
when the sensor says it's getting dark.
The windscreen wipers working
when it says the windscreen's wet,
although Tesla does that with cameras,
debatably, and integrated climate control systems as well.
The implementation of 12 volt systems
involves really extensive wiring harnesses
that snake throughout a vehicle structure,
connecting components from the engine compartment
to the passenger cabin, to the cargo area,
to the external lighting.
These wiring harnesses are designed
to withstand extreme temperature variations,
vibration, moisture exposure,
electromagnetic interference,
and they maintain reliable electrical connections
for the life of the vehicle, at least in theory.
The complexity of routing these harnesses
through modern vehicle structures,
which must accommodate safety systems,
comfort features, manufacturing constraints,
represents one of the most significant
engineering challenges that's never talked about.
In fact, when I sold my MG ZS-CV
and it came to give it the once-over,
the rear high-level brake light wasn't working,
and it's simply because the action
of opening the boot and closing the boot,
that was a three-year-old or four-year-old MG,
the cables had just worn and worn through.
And of course, MG dealt with that through the warranty
really quickly, I think mostly quickly,
and fixed it, and fixed the wiring in that area,
all completely under warranty, no questions asked,
because yeah, within three or four years,
you should be able to open the boot
and for the wiring loom not to perish.
It's difficult stuff.
The scope of systems controlled by 12-volt power
in modern vehicles is comprehensive,
encompassing every aspect of the vehicle operation,
are literally apart from propulsion.
That's how important it is
in terms of climate control.
The fan, the actuator, the control electronics
that manage the temperature, the humidity,
the air distribution, modern HVAC systems
have multiple zones, automatic control, air quality sensors,
and integration with other vehicle systems
to optimize comfort, and in some cases,
then minimize energy consumption of the traction battery.
Just that one system alone is fabulously complicated.
Safety systems as well have been transformed
over the last couple of decades,
and they're all critically dependent
on the 12-volt systems, airbags, seat belt pretensioners,
stability control, anti-lock brake systems,
advanced drive resistance features,
yep, they all rely on that little humble 12-volt.
These systems must operate with absolute reliability
and require backup power systems to ensure functionality,
the integration of these systems
with other functions as well
means they all have to communicate and talk.
There has to be redundancy,
infotainment and communications,
another really big one as well.
EVs these days all come with massive
multiple touchscreen displays, navigation systems.
They're all wirelessly connected.
Smartphones are integrated.
They've all got premium audio systems.
They must all be responsive and reliable.
We expect them to work just all of the time,
and all of those parts are designed from suppliers
and supply chains and manufacturers on a 12-volt basis.
The maintenance and service of 12-volt systems
in modern vehicles requires specialized knowledge
and equipment reflecting the increasing complexity
of these electrical networks.
Unlike earlier vehicles where electrical problems
could often be diagnosed, you know,
back in the day, if there was a problem,
crack out your simple multimeter.
Modern 12-volt systems are not quite the same.
Sophisticated diagnostic equipment
capable of communicating with various ECUs
and interpreting very complex fault codes
are needed just to find where the cable is broken.
The manufacturing of 12-volt wiring harnesses
represents a huge portion of not only vehicle assembly
but cost as well.
These harnesses must be designed
for a specific vehicle model,
incorporating precise routing,
precise connector specs,
integration with the other systems in the vehicle.
The assembly process requires careful attention
to quality, protection from environmental factors,
and changes to 12-volt system architecture
would require extensive re-engineering
of these manufacturing processes
contributing to the industry's reluctance
to abandon proven designs.
So we're asking, this seems really old technology.
Why don't we just change?
I think I've probably spelled out a couple of reasons.
The persistence of 12-volt in the automotive industry
represents one of the most entrenched
industrial ecosystems in manufacturing,
involving thousands of suppliers,
billions of dollars in infrastructure,
and decades of experience.
The ecosystem extends far beyond automotive manufacturers.
It goes to the batteries, the wiring,
the cabling, the connectors, the semiconductors,
and everyone else that makes 12-volt stuff.
Economies of scale are staggering.
Global automotive suppliers have invested
hundreds of billions of dollars over time,
cumulatively, in 12-volt manufacturing,
R&D, production facilities, Bosch, Shvarta, Johnson.
They've all established worldwide production networks,
and they make millions of 12-volt batteries a year,
and supply chains are all optimized
for the specific chemistries, sizes, and performances.
Component suppliers have developed
comprehensive product lines all around 12-volts,
whether it is as simple as saying
we're going to design a new EV.
So let's get the catalog out,
and what are we going to buy from our suppliers?
I mean, not a catalog, is it?
It's online.
But you know what I mean?
And they go on like,
so we're going to need a power steering system,
we're going to need some electric motors
for the windows and this and that.
Well, good luck finding stuff that's not 12-volt.
So your hands are tied, even if you are an EV maker,
that wants to move forward.
Relays, like a simple relay, a switch.
These suppliers compete intensively on,
well, price, obviously, quality and performance,
and they're all 12-volt,
driving continuous improvements and cost reductions
that make any alternative impossible to justify economically.
The competitive pressure within the 12-volt ecosystem
results in very specialized, very highly optimized designs
that have now maximized the performance,
the EVs we drive are incredible,
and we want them at very cheap costs.
And I was looking only today at this car, wow.
And I see that the Dacia Spring
has now dipped below 12,000 pounds in the UK.
Okay, it's like 11,990.
And that's a lot of money, don't get me wrong.
If you haven't got 12 grand,
I haven't got 12 grand sitting around to buy a new car,
but that's still a lot of money.
But equally, when you think about what goes in
to building, designing a brand new electric vehicle
and getting it on your driveway,
shipping it halfway around the world as well,
and it's less than 12,000 pounds.
And the spring, you know, it's not the best EV in the world,
but it's still an incredible cost reduction
of where we are, 12,000 pounds,
it's like 15,000 US dollars for a brand new city EV
that will do a lot of people just fine.
The competitive pressure in the ecosystem
means that, well, there's just no margin to spare.
The standardization of 12-volt systems
extends beyond individual components as well.
Think about testing, think about safety protocols,
think about all the service training globally
in the automotive industry.
Think about regulations in various countries, states,
regions, continents, automotive technicians worldwide
were all trained on 12-volt.
Diagnostic equipment is all 12-volt.
Safety procedures are optimized.
Transitioning to another voltage would require
one of the world's biggest retraining efforts
in the history of the car industry.
The economic analysis of transforming
from a 12-volt system to a 48,
it reveals complex trade-offs
that extend far beyond the components.
High voltage systems offer advantages
of efficiency, weight reduction, and performance.
These are all the things that Tesla's arguing for,
saying the industry needs to move on
and get itself updated.
The practical costs of implementing these changes
across the entire ecosystem, though, are enormous.
For individual car makers, the cost of transition,
re-engineering systems, wiring looms,
the harnesses, I should call them really,
redesigning them, validating the components,
then updating their own manufacturing and training.
Look, those costs, I suppose,
yeah, I don't run a car company
because I'm an idiot podcaster,
but I would guess they have to be amortized
across vehicle production volumes and programs,
and the benefits would have to be sufficient
to justify somebody at the end of the day
putting a signature on the bottom of the page
and saying, all right, let's do it.
The supplier ecosystem faces even greater challenges,
and investments in new manufacturing capability
have to be justified,
and boy, do we have no certainty at the minute
in the EV world with tariffs one minute
and tariffs gone the next.
Suppliers can't economically transition
to some magical new higher voltage system
without commitments from major automotive customers,
but car makers are reluctant to commit to a new system
without there being an established supplier network
out there that wants to go and do it,
like I say, they are getting the catalog out
and what should we buy?
Yeah, not much 48-volt stuff out there.
Consumer acceptance really represents
another economic factor that influences designs.
Consumers may not directly interact with it,
but they're sensitive to vehicle reliability,
service costs, availability of replacement parts,
and that might be an expensive replacement part.
It might be a part that you either can't get
or have to wait a long time for.
Service infrastructure and parts availability for 12 volts,
I think it's fair to say, it's all out there,
and it would take years to replicate.
Oh, I'll finish off by saying
that the electrical systems operate
within all these regulations in cars,
and they vary by region,
but they're all very specific
in terms of safety requirements,
electromagnetic compatibility, environmental standards.
These regulations have evolved over decades,
creating extensive documentation,
testing, and certification as well.
The safety implications of ditching 12-volton moving forward,
12-volt systems are considered safe for consumer interaction.
I mean, you can stick your tongue on a 12-volt battery
and you'll know about it,
but you can still live to fight another day.
High-voltage systems introduce an additional level of risk
that would need some modified service procedures
and these changes of cascading effects
through the automotive supply chain as well.
More I could go into on electromagnetic compatibility,
but probably neither the time nor the place on this podcast,
but before we go and then round out part one,
because we're knocking on half an hour, sorry about that,
is the Cybertruck.
Tesla's introduction of the Cybertruck in 2023
was a watershed moment in automotive electrical system design,
representing the first mainstream production vehicle
to implement a comprehensive, if not complete,
but comprehensive 48 volts low-voltage architecture.
The decision, they said,
wasn't merely an incremental improvement,
but a fundamental reimagining it
of how we should make electric vehicles
for the decades to come.
It challenged assumptions
that have guided automotive engineering for 70 years.
Well, the technical rationale for Tesla's 48-volt system
centered on the physics of electrical power distribution
and the specific challenges faced by EVs.
Unlike internal combustion engine vehicles,
EVs require electrical power for everything,
so everything is electrical.
Very little is mechanical.
Braking, power steering, climate cabin, it's all electrical.
The power requirements for these systems
with weight considerations critical for EV efficiency
are compelling reasons to make the transition.
Tesla's implementation focused on high power,
frequently used components,
where the benefits of going 48-volt are most pronounced.
The Cybertrux 48-volt system powers the radiator fans,
the HVAC blowers, the power steering motors.
Of course, it's steer by wire, the window motors,
all components that draw a significant amount of current
and operate regularly have all been transitioned.
By reducing the current requirements
for those components by a factor of four,
Tesla achieved substantial reductions
in wire gauge requirements,
leading to very significant weight savings
and improved efficiency as well.
The engineering challenge of implementing a 48-volt system
extended way beyond simply just increasing the voltage,
as I've explained.
Tesla developed their own custom components
for the Cybertruck as the existing automotive supply chain
offered some options, but they're limited.
The vertical integration approach allowed Tesla
to do what the industry did in the 1950s
and that was, well, be vertically integrated
to do it themselves and to optimize the components designed
for what vehicles of the era actually require.
All right, we should call it a day there and end the podcast
and we'll do part one and put it in the books.
And in 24 hours time, I'll come back and I'll do part two.
Why did Tesla go 48-volt with the Cybertruck?
How did Tesla go 48-volt with the Cybertruck?
And what were some of the challenges and solutions
they faced?
What's the advantage of doing it?
What did they do to every other automotive CEO?
They sent them something, but why would they ignore?
And we'll do a final comparison
of where we think the industry could, maybe should go.
Lots to discuss.
That's only part one.
Zoinks, Scoob.
Thanks for listening and I'll see you on the next one.
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About this episode
Exploring the enduring presence of 12-volt batteries in modern electric vehicles, this episode delves into the historical context, technical necessities, and economic factors that have kept this legacy technology alive. Despite Tesla's push for a shift to 48-volt systems, the automotive industry remains largely committed to 12 volts due to established supply chains, safety standards, and the complexity of modern electrical systems. The discussion highlights the challenges of transitioning to new voltage architectures and the implications for vehicle design and manufacturing.
Original notes
WHY DO CUTTING EDGE EVS STILL HAVE A 12 VOLT BATTERY?
Welcome back to EV News Daily, welcome The Tech Sheet, the name we give to special bonus episodes which explain the tech behind EVs.
Despite the advances in electric vehicle technology, from massive lithium-ion battery packs to sophisticated power management systems, virtually every modern electric vehicle still carries what appears to be an automotive relic: the humble 12-volt lead-acid battery.
This seemingly anachronistic component, dating back to automotive conventions established in the 1950s, continues to play a critical role in even the most advanced electric vehicles. The persistence of 12V systems in cutting-edge EVs represents a fascinating intersection of legacy engineering, practical necessity, safety requirements, and economic considerations that have proven remarkably resistant to disruption.
The recent introduction of Tesla's Cybertruck with its groundbreaking 48-volt electrical architecture has reignited industry discussions about whether the time has finally come to abandon the decades-old 12V standard. Tesla's decision to share its 48V implementation documentation with other automakers has created both opportunity and controversy, raising fundamental questions about the future of automotive electrical systems. Yet two years after the Cybertruck's launch, the industry has largely remained committed to traditional 12V architectures, revealing deep-seated challenges that extend far beyond simple technical preferences.
A reminder our bonus shows are exclusively for our Patreon supporters. For the first 7 days, only Patreon insiders get early access, their name on the list of legends for Executive Producers and above, and the power to shape future shows. If being in the know and recognised as a supporter sounds like you, join us now at patreon.com/evnewsdaily and become part of something special.
6-Volt Era (1920s–1950s): Early cars used simple 6-volt systems for lighting, ignition, and basic accessories.
Electric Starter Innovation (1912): Cadillac’s electric starter replaced hazardous hand cranking, creating the first real demand for onboard batteries.
Primitive Battery Tech: Early lead-acid batteries were heavy, maintenance-intensive, but crucially rechargeable, forming the backbone of automotive electrification.
Transition to 12 Volts (1953–1956): GM pioneered the switch to 12 volts to handle more powerful engines, advanced lighting, and growing accessory loads.
Efficiency of Higher Voltage: Doubling voltage reduced current needs, allowing thinner wiring, cost savings in copper, and improved reliability.
Industry Standardization: By 1956, nearly all US automakers adopted 12 volts, though some European brands (e.g., VW) stuck with 6 volts into the 1960s.
Failed 42-Volt Push (1990s–2000s): Attempts to move to 42 volts collapsed due to entrenched 12-volt supply chains, high transition costs, and improvements in electronics that stretched 12-volt capacity.
Dual Systems in EVs: Modern EVs use high-voltage packs (400–800V) for propulsion plus a separate 12-volt system for safe, standardized accessory power.
Critical Role of 12 Volts in EVs: Powers ECUs, startup systems, safety features, and even contactors that enable the high-voltage battery—failure immobilizes the car.
Manufacturing & Service Dependence: Wiring harness complexity, global supply chains, technician training, and standardized safety/service procedures all lock in 12-volt dominance.
Economic & Regulatory Inertia: Supplier ecosystems, cost-benefit barriers, and established safety frameworks have long prevented alternative low-voltage standards from taking over.
Tesla’s 48-Volt Revolution (2023, Cybertruck): First production vehicle to adopt full 48-volt architecture; reduces current loads, wiring weight, and improves efficiency but required custom components outside traditional supplier chains.
Welcome back to EV News Daily, welcome The Tech Sheet, the name we give to special bonus episodes which explain the tech behind EVs.
Despite the advances in electric vehicle technology, from massive lithium-ion battery packs to sophisticated power management systems, virtually every modern electric vehicle still carries what appears to be an automotive relic: the humble 12-volt lead-acid battery.
This seemingly anachronistic component, dating back to automotive conventions established in the 1950s, continues to play a critical role in even the most advanced electric vehicles. The persistence of 12V systems in cutting-edge EVs represents a fascinating intersection of legacy engineering, practical necessity, safety requirements, and economic considerations that have proven remarkably resistant to disruption.
The recent introduction of Tesla's Cybertruck with its groundbreaking 48-volt electrical architecture has reignited industry discussions about whether the time has finally come to abandon the decades-old 12V standard. Tesla's decision to share its 48V implementation documentation with other automakers has created both opportunity and controversy, raising fundamental questions about the future of automotive electrical systems. Yet two years after the Cybertruck's launch, the industry has largely remained committed to traditional 12V architectures, revealing deep-seated challenges that extend far beyond simple technical preferences.
A reminder our bonus shows are exclusively for our Patreon supporters. For the first 7 days, only Patreon insiders get early access, their name on the list of legends for Executive Producers and above, and the power to shape future shows. If being in the know and recognised as a supporter sounds like you, join us now at patreon.com/evnewsdaily and become part of something special.
6-Volt Era (1920s–1950s): Early cars used simple 6-volt systems for lighting, ignition, and basic accessories.
Electric Starter Innovation (1912): Cadillac’s electric starter replaced hazardous hand cranking, creating the first real demand for onboard batteries.
Primitive Battery Tech: Early lead-acid batteries were heavy, maintenance-intensive, but crucially rechargeable, forming the backbone of automotive electrification.
Transition to 12 Volts (1953–1956): GM pioneered the switch to 12 volts to handle more powerful engines, advanced lighting, and growing accessory loads.
Efficiency of Higher Voltage: Doubling voltage reduced current needs, allowing thinner wiring, cost savings in copper, and improved reliability.
Industry Standardization: By 1956, nearly all US automakers adopted 12 volts, though some European brands (e.g., VW) stuck with 6 volts into the 1960s.
Failed 42-Volt Push (1990s–2000s): Attempts to move to 42 volts collapsed due to entrenched 12-volt supply chains, high transition costs, and improvements in electronics that stretched 12-volt capacity.
Dual Systems in EVs: Modern EVs use high-voltage packs (400–800V) for propulsion plus a separate 12-volt system for safe, standardized accessory power.
Critical Role of 12 Volts in EVs: Powers ECUs, startup systems, safety features, and even contactors that enable the high-voltage battery—failure immobilizes the car.
Manufacturing & Service Dependence: Wiring harness complexity, global supply chains, technician training, and standardized safety/service procedures all lock in 12-volt dominance.
Economic & Regulatory Inertia: Supplier ecosystems, cost-benefit barriers, and established safety frameworks have long prevented alternative low-voltage standards from taking over.
Tesla’s 48-Volt Revolution (2023, Cybertruck): First production vehicle to adopt full 48-volt architecture; reduces current loads, wiring weight, and improves efficiency but required custom components outside traditional supplier chains.
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