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Electric vehicles are often positioned as a politically easy option for low-carbon mobility, compared to other options, such as cycling, public transit, and walkable communities. This is difficult to assess confidently, however. The rate of adoption for electric vehicles that will be necessary over the next few decades to avoid the worst consequences of climate change will bring about new political struggles. This chapter uses a political-economic analysis to discuss what these struggles might look like. Using literature on the structure of automobility, along with evidence on the ways which electric vehicles disrupt the existing systems built around private car use, it discusses how a rapid transition to electric mobility will affect the material interests of various groups. One big impact will be on production, where the radical changes necessary to re-tool the auto industry to build electric vehicles will create major risks for car companies and their workers. A second impact will be on infrastructure, where the conversion of parking space into electric vehicle charging stations could arouse local political opposition, particularly in cities. Finally, electric vehicles might conflict with the cultural and symbolic lock-in of conventional vehicles, resulting not only in slower adoption but also the potential for active resistance against electric vehicle policies and infrastructure. Taken together, this implies that electric vehicles will not be a form of low-carbon mobility that is free of political struggle. Widespread electrification of private automobility could be aggressively opposed by powerful groups who have strong economic incentives to do so.

In rhythmanalysis, energy is positioned centre stage in defining what rhythm is and how it manifests: everywhere where there is interaction between a place, a time and an expenditure of energy there is rhythm (Lefebvre, 1992/2004, p. 15). However, there is no further explication and little engagement in subsequent scholarship. I discuss this absence and propose a thermodynamic, materialist understanding of the energy in rhythm, linking to Lefebvre's interest in physics-thinking, and to his and Régulier's commitment to a multi-disciplinary rhythmanalytic project. I consider the polyrhythmic interweaving of energy flows in everyday life and the relationship between the techno-energy of energy systems, and the ‘natural’ energetic exchanges of planetary movements, ecological processes and organism functioning, including human bodies. I outline how an energetically oriented, multi-disciplinary rhythmanalysis can be applied to the climate crisis, to its arrhythmic consequences as well as to its making and mitigation in the rhythms of society and economy. I then focus on the rhythm energies of urban life and the challenges of transitioning urban mobility away from the domination of hydrocarbon-powered automobility systems. The polyrhythmic structure of urban automobility is characterised, encompassing rhythms of fuel supply, fuelling, vehicle movement and pollution generation. The rhythm-energetic shifts involved in moving to shared public transport, electric rather than hydrocarbon powered vehicles and to the corporeal, calorie-fuelled rhythms of walking and cycling are laid out, considering what they change, what they retain and what they add to the polyrhythmia of urban mobility.

The chapter draws on the key findings from across the previous chapters in this book with a view to reaching a synthesis which responds to the key question that motivated the book: ‘to what extent does a shift to electric automobility suggest a sustainable future for the passenger car?’ Across the chapters is found evidence for a clear and apparently unstoppable transition to electric mobility, but this does not mean it is harmonious and smooth; the transition itself faces potential disruption, as well as being disruptive to the status quo through creating new forms of conflict over space and material resources. Nonetheless, meanwhile internal combustion engine vehicle (ICEV) sales continue to exceed electric vehicle (EV) sales, even if the margin reduces, and there is the enormous problem of inertia presented by the established global ICEV fleet.

Considering the current dynamics of consumer demand for electric cars, a complex set of factors and preferences have been shown to have influence, but the interrelated factors of range and total cost of ownership stand out as the key ones. Prospects for accelerating the rate of transition are identified, but a further important dynamic is the slow rate of turnover in an established vehicle fleet dominated by ICEs: consideration is therefore given to the potential for retrofit EV conversions.

Looking to the future, the cost and performance of battery technology remains a critical and uncertain factor in the rate and depth of the transition to EVs, but the wider context of mobility practices and policies in which that change occurs is also fundamental. The EV transition sits entwined with other novel and substantial changes to our long-established systems of automobility that are becoming visible on the horizon. Relatively expensive to buy but cheap to use, and also hard to tax, EVs will necessitate a shift away from pay-up-front to pay-as-you-go road use, while the development and full realisation of Mobility-as-a-Service (MaaS) systems could herald a fundamental change in the basis of owning and using cars. In conclusion, a sustainable future for the car implies not just a new way of powering it, but a different role for the car in both the economy and society.

Observations worldwide suggest that climate heating has moved from the stage of being a conceptual future threat to being widely recognisable as having a tangible and present impact in the 2020s. The promotion of the electric car, as a key feature of the wider electrification of mobility, is one of the key policy initiatives seeking to reduce climate change emissions from the transport sector, particularly in the wealthier, more car-dependent states globally. Such developments led the International Energy Agency to question, in 2020, whether we had entered the decade of “electric drive” (IEA, 2020). However, electric motive power is not new. Electric cars have been around for longer than the internal combustion engine (ICE). The century-long dominance of the latter is explained by a number of advantages and contextual factors. In the 2020s, whilst some of the barriers to EV adoption have reduced, others, notably battery energy density and cost to the consumer, remain. And the consequences of the transition to electric cars will be felt not solely in respect of greenhouse gas emissions, but will affect economic production, the relative demand for resources and human skills, social and technical practices, travel behaviour, and the extent to which all citizens are included in/excluded from mobility systems, and hence wider society.

The present chapter introduces the principal themes of the book, outlining the narrative through its 4 parts and 11 subsequent chapters. In doing so, it underlines the importance of the transition from the internal combustion engine to the electric motor as not simply a technical substitution, but a potential revolution that could radically change the economy, society, and hopefully the environment, for the better. Now is an important moment to be charting and examining the rise of the electric car and exploring whether it represents a step towards more sustainable mobility.