What It Will Take for Augmented Reality to Become Our Reality

Metaverse. Metaverse. Metaverse.

Say it three times fast, and you’ll still be confused about the promise of this much-hyped digital world where we’ll apparently work, hang out and more.

Yet Peggy Johnson, chief executive of Magic Leap, can see it clearly. She doesn’t even have to put on the company’s high-tech headset.

Ms. Johnson, who took over the reins of the embattled startup in 2020, sees a future where we put on augmented-reality glasses and view digital information projected within our real world. No more would we be constantly sucked out of the world to stare at a screen in our hand or on our desk or wall.

(Reminder: While a virtual-reality headset blocks out the world so you can escape, augmented-reality goggles add a layer onto it. Think of the windshield heads-up display found in many cars today.)

After 25 years at Qualcomm, Inc. and then six more at Microsoft Corp. as its chief deal maker, the 60-year-old CEO redirected Magic Leap to focus on enterprise customers and business-use customers for its still nascent technology. The Magic Leap 2 headset, expected to ship later this year, is designed to be lighter than its predecessor, with better optics and audio.

The Wall Street Journal spoke to Ms. Johnson about the industries already making AR a reality and what it will take to get glasses that don’t look like a total nerd helmet.

Our lives are dominated by screens. Why do we need augmented-reality glasses?

Right now, we sit in a stationary spot, and we interact through a keyboard with a PC. Augmented reality is going to change that whole paradigm. You’ll be able to look at your physical world and interact with digital content that sits in your physical world. The opportunity is to have a heads-up view and be able to have useful tools embedded in your physical world that will help you get your job done. It’ll help you do things in shorter amounts of time because you’ll have these digital cues helping you.

Magic Leap headsets are already being used on the job. What industries are benefiting from AR?

We have a number of healthcare companies using it because it very precisely and accurately can place digital content in front of their eyes.

For instance, we have a company named Brainlab who’s using it. They scan an image of your brain, and a 3-D image of your brain is now in front of your eyes and it can be used as a pre-surgical planning tool. You can draw the surgical pathway that you want to take.

Another company called SentiAR creates live, interactive 3-D visuals of patient’s hearts during cardiac-ablation procedures, which are performed to correct heart-rhythm problems. Typically, that’s done with a surgeon feeding the tube in but looking at a 2-D screen. Now, they have the ability to map your heart—the actual live heart—in front of your eyes while they’re inserting the catheter, and that just improves accuracy, navigation abilities.

Beyond that, we have a variety of manufacturing scenarios. We think it’s going to be a real tool for the factory worker. You can almost think of it as a computer on their eyes. Their hands are still free to do their job but, for instance, the worker can walk up to a physical machine. Above it can be displayed digitally the statistics of the machine: The up time, the down time, there can be a red flag that says it’s time for maintenance.

With Magic Leap 2, you’ve made hardware improvements but it still requires you to wear a headset that’s attached to a mini-computer on your waist. What are the biggest roadblocks to getting to sleek-looking glasses?

To some degree, we think of this as an advantage. We’ve taken the heat and the weight and put it down on your waistband or your pocket. That has allowed us to make the headset only about 250 grams, about 20% lighter than our Magic Leap 1.

You can draw an analogy between AR and mobile phones. When they first came out, they were big and they got smaller over time. A lot of that was component reduction and silicon integration. So those two things have to happen. It’ll be a few years before we can get to an eyeglasses format. But clearly, that’ll open up a consumer market in a big way and that’s definitely what we’re focused on.

Speaking of consumers, what will be the killer app that gets us all wanting to put these types of devices on our faces?

Enterprise customers were really the first users of mobile phones. I was in that industry back then, and they wanted longer battery life, smaller, lighter, all of those things. So we’ll take all that feedback in and use it as we begin to design Magic Leap 3.

I do think—and particularly because we’re coming out of a pandemic and we’re living in a hybrid world—this idea of 3-D collaboration with others who may be in the room or maybe a continent away is going to be an application that drives consumer use. It could be talking to your grandma on the other coast or it could be talking to your co-workers. To make meetings come to life seems to be the thing that will really drive usage into a consumer format.

We’re hearing a lot about the promise of the metaverse. What’s your outlook on it all?

There are great use cases for virtual reality. A lot of them are around entertainment, training, that sort of thing. It’s somewhat limited because when you’re fully occluded, you’re limited and you can’t move around as easily.

When you can see your physical world and interact with the digital content, that’s the true promise of the metaverse. The technology should just blend in. I think the pandemic will push us more toward that because we have been heads-down for two years and on these little screens.

It’s 2030. What do your job and industry look like?

Maybe I don’t come to work. Maybe I put on my glasses and have meetings. We’re all sort of doing that now since the pandemic but the experience would just be a lot more natural, as if I’m actually in the room with people. The technology is headed there.

Hopefully that is the world we’ll be in in 2030 and we will be back to a heads-up world and not looking down at a little screen in our hands. Our hands will be free to interact with that digital content in our physical world.

Many people considering an electric vehicle are turned off by their prices or the paucity of public charging stations. But the biggest roadblock often is “range anxiety”—the fear of getting stuck on a desolate road with a dead battery.

All EVs carry window stickers stating how far they should go on a full charge. Yet these range estimates—overseen by the Environmental Protection Agency and touted in carmakers’ ads—can be wrong in either direction: either overstating or understating the distance that can be driven, sometimes by 25% or more.

How can that be? Below are questions and answers about how driving ranges are calculated, what factors affect the range, and things EV owners can do to go farther on a charge.

How far will an electric vehicle go on a full battery?

The distance, according to EPA testing, ranges from 516 miles for the 2023 Lucid Air Grand Touring with 19-inch wheels to 100 miles for the 2023 Mazda MX-30.

Most EVs are in the 200-to-300-mile range. While that is less than the distance that many gasoline-engine cars can go on a full tank, it makes them suitable for most people’s daily driving and medium-size trips. Yet it can complicate longer journeys, especially since public chargers can be far apart, occupied or out of service. Plus, it takes many times longer to charge an EV than to fill a tank with gas.

How accurate are the EPA range estimates?

Testing by Car and Driver magazine found that few vehicles go as far as the EPA stickers say. On average, the distance was 12.5% shorter, according to the peer-reviewed study distributed by SAE International, formerly the Society of Automotive Engineers.

In some cases, the estimates were further off: The driving range of Teslas fell below their EPA estimate by 26% on average, the greatest shortfall of any EV brand the magazine tested. Separately, federal prosecutors have sought information about the driving range of Teslas, The Wall Street Journal reported. Tesla didn’t respond to a request for comment.

The study also said Ford’s F-150 Lightning pickup truck went 230 miles compared with the EPA’s 300-mile estimate, while the Chevrolet Bolt EV went 220 miles versus the EPA’s 259.

A GM spokesman said that “actual range may vary based on several factors, including things like temperature, terrain/road type, battery age, loading, use and maintenance.” Ford said in a statement that “the EPA [figure] is a standard. Real-world range is affected by many factors, including driving style, weather, temperature and if the battery has been preconditioned.”

Meanwhile, testing by the car-shopping site Edmunds found that most vehicles beat their EPA estimates. It said the Ford Lightning went 332 miles on a charge, while the Chevy Bolt went 265 miles.

That is confusing. How can the test results vary so much?

Driving range depends largely on the mixture of highway and city roads used for testing. Unlike gasoline-powered cars, EVs are more efficient in stop-and-go driving because slowing down recharges their batteries through a process called regenerative braking. Conversely, traveling at a high speed can eat up a battery’s power faster, while many gas-engine cars meet or exceed their EPA highway miles-per-gallon figure.

What types of driving situations do the various tests use?

Car and Driver uses only highway driving to see how far an EV will go at a steady 75 mph before running out of juice. Edmunds uses a mix of 60% city driving and 40% highway. The EPA test, performed on a treadmill, simulates a mixture of 55% highway driving and 45% city streets.

What’s the reasoning behind the different testing methods?

Edmunds believes the high proportion of city driving it uses is more representative of typical EV owners, says Jonathan Elfalan, Edmunds’s director of vehicle testing. “Most of the driving [in an EV] isn’t going to be road-tripping but driving around town,” he says.

Car and Driver, conversely, says its all-highway testing is deliberately more taxing than the EPA method. High-speed interstate driving “really isn’t covered by the EPA’s methodology,” says Dave VanderWerp, the magazine’s testing director. “Even for people driving modest highway commutes, we think they’d want to know that their car could get 20%-30% less range than stated on the window sticker.”

What does the EPA say about the accuracy of its range figures?

The agency declined to make a representative available to comment, but said in a statement: “Just like there are variations in EPA’s fuel-economy label [for gas-engine cars] and people’s actual experience on the road for a given make and model of cars/SUVs, BEV [battery electric vehicle] range can exceed or fall short of the label value.”

What should an EV shopper do with these contradictory range estimates?

Pick the one based on the testing method that you think matches how you generally will drive, highway versus city. When shopping for a car, be sure to compare apples to apples—don’t, for instance, compare the EPA range estimate for one vehicle with the Edmunds one for another. And view all these figures with skepticism. The estimates are just that.

Since range is so important to many EV buyers, why don’t carmakers simply add more batteries to provide greater driving distance?

Batteries are heavy and are the most expensive component in an EV, making up some 30% of the overall vehicle cost. Adding more could cut into a vehicle’s profit margin while the added weight means yet more battery power would be used to move the car.

But battery costs have declined over the past 10 years and are expected to continue to fall, while new battery technologies likely will increase their storage capacity. Already, some of the newest EV models can store more power at similar sticker prices to older ones.

What can an EV owner do to increase driving range?

The easiest thing is to slow down. High speeds eat up battery life faster. Traveling at 80 miles an hour instead of 65 can cut the driving range by 17%, according to testing by Geotab, a Canadian transportation-data company. And though a primal appeal of EVs is their zippy takeoff, hard acceleration depletes a battery much quicker than gentle acceleration.

Does cold weather lower the driving range?

It does, and sometimes by a great amount. The batteries are used to heat the car’s interior—there is no engine creating heat as a byproduct as in a gasoline car. And many EVs also use electricity to heat the batteries themselves, since cold can deteriorate the chemical reaction that produces power.

Testing by Consumer Reports found that driving in 15- to-20-degrees Fahrenheit weather at 70 mph can reduce range by about 25% compared to similar-speed driving in 65 degrees.

A series of short cold-weather trips degraded the range even more. Consumer Reports drove two EVs 40 miles each in 20-degree air, then cooled them off before starting again on another 40-mile drive. The cold car interiors were warmed by the heater at the start of each of three such drives. The result: range dropped by about 50%.

Does air conditioning degrade range?

Testing by Consumer Reports and others has found that using the AC has a much lower impact on battery range than cold weather, though that effect seems to increase in heat above 85 degrees.

I don’t want to freeze or bake in my car to get more mileage. What can I do?

“Precondition” your EV before driving off, says Alex Knizek, manager of automotive testing and insights at Consumer Reports. In other words, chill or heat it while it is still plugged in to a charger at home or work rather than using battery power on the road to do so. In the winter, turn on the seat heaters, which many EVs have, so you be comfortable even if you keep the cabin temperature lower. In the summer, try to park in the shade.

What about the impact from driving in a mountainous area?

Going up hills takes more power, so yes, it drains the battery faster, though EVs have an advantage over gas vehicles in that braking on the downside of hills returns juice to the batteries with regenerative braking.

Are there other factors that can affect range?

Tires play a role. Beefy all-terrain tires can eat up more electricity than standard ones, as can larger-diameter ones. And underinflated tires create more rolling resistance, and so help drain the batteries.

Most EVs give the remaining driving range on a dashboard screen. Are these projections accurate?

The meters are supposed to take into account your speed, outside temperature and other factors to keep you apprised in real time of how much farther you can travel. But EV owners and car-magazine testers complain that these “distance to empty” gauges can suddenly drop precipitously if you go from urban driving to a high-speed highway, or enter mountainous territory.

So be careful about overly relying on these gauges and take advantage of opportunities to top off your battery during a multihour trip. These stops could be as short as 10 or 15 minutes during a bathroom or coffee break, if you can find a high-powered DC charger.

Before embarking on a long trip, what should an EV owner do?

Fully charge the car at home before departing. This sounds obvious but can be controversial, since many experts say that routinely charging past 80% of a battery’s capacity can shorten its life. But they also say that charging to 100% occasionally won’t do damage. Moreover, plan your charging stops in advance to ease the I-might-run-out panic.

So battery life is an issue with EVs, just as with smartphones?

Yes, an EV battery’s ability to fully charge will degrade with use and age, likely leading to shorter driving range. Living in a hot area also plays a role. The federal government requires an eight-year/100,000-mile warranty on EV batteries for serious failure, while some EV makers go further and cover degradation of charging capacity. Replacing a bad battery costs many thousands of dollars.

What tools are available to map out charging stations?

Your EV likely provides software on the navigation screen as well as a phone app that show charging stations. Google and Apple maps provide a similar service, as do apps and websites of charging-station networks.

But always have a backup stop in mind—you might arrive at a charging station and find that cars are lined up waiting or that some of the chargers are broken. Damaged or dysfunctional chargers have been a continuing issue for the industry.

Any more tips?

Be sure to carry a portable charger with you—as a last resort you could plug it into any 120-volt outlet to get a dribble of juice.