Posted on 12/27/2021 12:31:40 PM PST by Red Badger
How far an electric vehicle goes on a single charge depends on a lot of factors, including speed, temperature, topography, and other traffic conditions. This is why government-backed range ratings like the EPA and WLTP use are really just an estimate of what an EV owner can expect in a combination of city and highway driving in mostly favorable, albeit not ideal, ambient temperatures.
The real world is entirely different, though, which is why InsideEVs conducts its own EV range tests at a constant speed of 70 miles per hour.
About EV Range Tests Conducted By InsideEVs
We want to make it clear our range tests aren't perfect. There are variables simply out of our control like wind, traffic, and weather. However, we do our best to control what we can. We always set the tires to the manufacturer's recommended pressure, we crosscheck the speedometer with a GPS for accuracy, we charge up to 100 percent and enter the highway either immediately or within a couple of miles. Then we drive at a constant 70 mph and in long loops so we end up basically where we started.
Whenever possible, we repeat the test with a second member of the team on a different course. When we do that, we average the results of the two tests. We also report the temperature and whether we used the heating or cooling during the test, and offer our opinions on how using the climate control system use may have impacted the results.
We realize that a change in temperature as little as 10° F (5.5° C) can have a meaningful effect on an electric car's range. However, these 70-mph range tests are useful because they provide another data point for potential customers who are looking for as much information on driving range as they can get.
CHART AT LINK......................
Individual Model Test Results
2021 Tesla Model 3 Dual Motor, Long Range
Real-world Highway Range: 310 miles
EPA-estimated Range: 353 miles Difference: -12.2%
After a brief stint where the Porsche Taycan RWD claimed the InsideEVs range crown, Telsa is back on top with the 2021 Model 3 covering 310 miles in our 70-mph range test. The 2021 Model 3 was able to drive 20 more miles than our 2019 vehicle of the same spec did last year.
We finished up with the exact same driving efficiency (4.25 mi/kWh) as we did in our range test with the 2019 Model 3. The additional 20 miles may be attributed to the fact that this vehicle had only about 5,000 miles on it and the vehicle we used last year had about 15,000 miles so it had lost more capacity. Tesla may have also added a little more capacity to the 2021 Model 3s, although this vehicle didn't have the 82 kWh battery pack that is shipping with the newer 2021 vehicles.
2021 Tesla Model S Plaid (21" wheels)
Real-world Highway Range: 300 miles
EPA-estimated Range: 348 miles
Difference: -12%
The Tesla Model S Plaid is the quickest production car ever made and can rocket from 0 to 60-mph in under 2 seconds in the right conditions. It's also EPA range rated at 348 miles per charge when it's fitted with the 21" Arachnid wheels.
In our Model S Plaid 70-mph range test, we were able to drive the Model S Plaid with the 21" wheel option 300 miles in nearly perfect driving conditions. That's 12% less than its EPA range rating, but we've cone to expect that from Tesla vehicles. While vehicles from other manufacturers typically come close to or even outperform the EPA-range rating, Tesla vehicles usually finish our range tests with 10% to 13% less than their official range ratings.
2021 Porsche Taycan RWD
Real-world Highway Range: 293 miles (Kyle) 297 miles (Tom)
EPA-estimated Range: 225 miles
Difference: +30% (Kyle) 32% (Tom)
Porsche introduced a new base version of the Taycan in 2021 that is only offered in rear-wheel drive. Kyle was one of the first members of the media to get hold of one and performed the 70 mph range test. This new version comes standard with Porsche's Performance battery with a gross capacity of 79.2 kWh. However, the car Kyle used had the 93.4 kWh Performance Plus battery option which costs $5,780.
The RWD base Taycan covered an amazing 293 miles (471 km) before the battery was completely exhausted. That's a whopping 30% better than its EPA-range rating of only 225 miles (362 km) per charge.
Tom then repeated the test a few months later with another Taycan RWD and he fared slightly better. He drove his Taycan 297 miles and finished with a consumption rating of 3.5 mi/kWh.
2019 Tesla Model 3 Dual Motor, Long Range
Real-world Highway Range: 290 miles
EPA-estimated Range: 322 miles
Difference: -10.0%
The Tesla Model 3 dual motor, long-range is EPA-rated at 322 miles per charge and is one of the most efficient EVs available today. In our 70 mph highway range test, we were able to drive a total of 290 miles (467 km) with an average consumption rating of 4.25 mi/kWh (14.59 kWh/100 km). It finished up achieving 10% less range than its EPA-range rating.
2021 Ford Mustang Mach-E California Route 1 Edition
Real-world Highway Range: 287 miles
EPA-estimated Range: 305 miles
Difference: -6%
Kyle had the opportunity to get a loan of a 2021 Mustang Mach-E California Route 1 Edition and conduct the 70-mph range test in rural Colorado. The California Route 1 Edition is the longest-range version of the Mustang Mach-E available. It's rear-wheel-drive and equipped with range-friendly 18" wheels with aero covers. It has the 98.8 kWh extended-range battery pack and can go 0-60 in the mid-6 second range.
The combined EPA range rating for the California route 1 Edition is 305 miles per charge, and its highway EPA range rating is 281.8 miles. Kyle just squeaked by the highway range rating by a little more than 5 miles but fell 18 miles short of the combined range rating, finishing up with an impressive 287 miles.
2021 Ford Mustang Mach-E AWD Extended Range First Edition
Real-world Highway Range: 285 miles
EPA-estimated Range: 270 miles
Difference: +5.5%
The Mustang Mach-E is offered in a variety of configurations, many with different EPA range ratings. For our range test, we were able to secure a Launch Edition Mach-E, which comes in all-wheel drive and includes the 98.8 kWh extended range battery pack. The Standard Range battery pack is considerably smaller and has a total capacity of 75.7 kWh.
The combined EPA range rating for the version we tested is 270 miles per charge, and its highway range rating is 249.2 miles. We drove past the highway range rating, then past the combined range rating, and finished up with an impressive 285 miles and a 3.3 mi/kWh efficiency rating (18.78 kWh/100 km).
2020 Porsche Taycan 4S
Real-world Highway Range: 277.9 miles
EPA-estimated Range: 203 miles
Difference: +36.9%
The Porsche Taycan 4S is the entry-level model in the Taycan family. It comes standard with a 79.2 kWh battery, which is smaller than the 93.4 kWh battery in the Taycan Turbo and Taycan Turbo S. However, buyers can order the larger battery called "Performance Battery Plus" for an additional $5,570.00. The car we tested had the larger battery option, so we were hoping for a good result.
In our range test, the Taycan crushed its EPA range rating of 203 miles (327 km) per charge; Kyle was able to squeeze out 277.9 miles (448 km) before the vehicle shut down. That's an amazing 37 percent increase over its EPA-rated range. We're still a little puzzled at how the Taycan continues to consistently beat its EPA range rating whenever an InsideEVs staff member gets behind the wheel of one.
It's important to note that only two cars in our 70-mph range tests have ever matched their EPA range rating before this, those being the BMW i3 REx and the Hyundai Ioniq. But those cars just matched their ratings while the Taycan drove 75 miles further than its rating.
2020 Tesla Model Y Long Range, Dual Motor
Real-world Highway Range: 276 miles
EPA-estimated Range: 316 miles
Difference: -12.7%
We were able to secure an early Tesla Model Y delivered to New Jersey and take it out on our highway range test course on the New Jersey Turnpike. We weren't able to go quite as far as we did with the Model 3, but that was expected. The Model Y is EPA range-rated at 316 miles per charge. In our highway range test, we were able to squeeze out 276 miles (444 km) with an average consumption rate of 3.85 mi/kWh (16.2 kWh/100 km).
2021 Porsche Taycan 4 Cross Turismo
Real-world Highway Range: 252 miles
EPA-estimated Range: 215 miles
Difference: +17.2%
A few months ago we were able to conduct our 70-mph range test with a 2021 Porsche Taycan Turbo Cross Turismo and it finished up with 246 miles driven.
However, this time Kyle got a hold of a Taycan 4 Cross Turismo which should be the most efficient version of the vehicle. As expected, it did a little better than our Taycan Turbo Cross Turismo did (6 more miles to be exact) and finished up with 252 miles at a constant 70-mph.
The Taycan 4 Cross Turismo has an EPA range rating of 215 miles per charge, and our 70-mph rang test bested that by a whopping 17.2%
2021 Porsche Taycan Turbo Cross Turismo
Real-world Highway Range: 246 miles
EPA-estimated Range: 204 miles
Difference: +20.6%
We got hold of one of the very few Taycan Turbo Cross Turismo in the US and put it to our 70-mph highway range test. It wasn't even EPA range rated at the time so we couldn't compare it to the EPA range when we first posted this. However, we have now updated the post to include the EPA range of 204 miles per charge.
The Taycan Cross Turismo clocked in at 246 miles, which is not bad at all, especially considering it had the optional 21" sport wheels that aren't the best choice for maximizing range. The Cross Turismo averaged 2.92 mi/kWh which is not nearly as good as the 3.32 mi/kWh we saw when we did the Taycan 4S highway range test.
However, the Cross Turismo is basically a station wagon version of the Taycan, so it isn't expected to be nearly as efficient. Still, in our opinion, 246 miles is more than an acceptable accomplishment for this vehicle.
2020 Hyundai Kona Electric
Real-world Highway Range: 238 miles
EPA-estimated Range: 258 miles
Difference: -7.8%
The 2020 Hyundai Kona Electric continues to be one of the longest-range EVs available today. With a 258-mile EPA range rating, the Kona Electric is a compelling offering at a reasonable starting price of $37,190 before federal and state incentives. Its EPA range rating is 258 miles per charge, and the little crossover comes with a 64 kWh (usable) battery pack. We were able to conduct two 70-mph range tests for the Kona Electric. Once in North Carolina, and then again a month later in New Jersey. The average of the two tests resulted in a 238-mile range (383 km) with a consumption rating of 3.9 mi/kWh (15.9 kWh/100 km).
2021 Volkswagen ID.4 1St Edition
Real-world Highway Range: 234 miles
EPA-estimated Range: 250 miles
Difference: -6.4%
We tested a 2021 Volkswagen ID.4 First Edition with the 82 kWh battery (77 kWh usable) in New Jersey in March so the temperatures weren't perfect for range. It was between 40° F and 48° F (4.5° C to 8.9° C). However, we did drive it for a while, and then DC fast charge it back up to 100% before starting out. So we believe that warmed up the battery a bit and contributed to the excellent results that we observed.
The ID.4 was able to cover 230 miles (370 km) when we ended the range test at 2% state of charge and the vehicle was showing an estimate of 4 miles of range remaining. We averaged 3 mi/kWh which lines up nicely with the ID.4's 77 kWh of usable energy. The ID.4 has an EPA-rated range of 250 miles (402 km), and we only came up 6.4% short of that at a constant 70 mph.
2021 Ford Mustang Mach-E Standard Range AWD
Real-world Highway Range: 226 miles
EPA-estimated Range: 211 miles
Difference: +7.1%
We tested a 2021 Ford Mustang Mach-E in standard range AWD trim and finished up with 226 miles. The standard range Mach-E has a 75.7 kWh battery, of which, 68 kWh is usable. During the range test, the vehicle had an average driving efficiency of 3.3 mi/kWh (18.8 kWh/100km).
We drove the Mach-E from 100% down to 0% state of charge, pulling into the Electrify America charging station parking lot about half of a mile after the SOC reached zero. The range estimator was still displaying 1 mile of remaining range when we ended the test.
It was in the high 80's Fahrenheit when we did the test so we needed to have the air conditioning on the entire time of the range test. The Mach-E's infotainment display showed that the use of the climate control used 3% of the battery during our test, so we probably could have gone another 6-7 miles further if we didn't need to use the A/C.
2020 Chevrolet Bolt EV
Real-world Highway Range: 226 miles
EPA-estimated Range: 259 miles
Difference: -12.7%
Chevrolet increased the Bolt EV's battery pack in 2020 from the previous year's 60 kWh to 66 kWh. This gave the Bolt the longest EPA-rated range of any EV without a Tesla nameplate, edging out the Hyundai Kona Electric by a single mile – 259 miles for the Volt and 258 for the Kona Electric. But our range test shows that the Hyundai has the edge in the real world.
We were able to conduct two 70-mph range tests for the Bolt EV. In the first test, we drove the Bolt 228.7 miles until it wouldn't go any further. On the second test, we drove it 218.1 miles but had to pull off the highway at 1% state of charge and plug in. After adding the miles we could have driven if we drove it down to zero, and averaging the results of the two tests, we came up with a range of 226 miles (364 km) and an average consumption rate of 3.4 mi/kWh (18.24 kWh/100 km).
2021 Polestar 2
Real-world Highway Range: 290 miles
EPA-estimated Range: 233 miles
Difference: -10.0%
The Polestar 2 came very close to matching its EPA range rating of 233 miles and finished up our 70-mph range test with 226 miles. We actually drove the vehicle exactly 233 miles in this test. However, the final 7 miles were at very low speeds, as the Polestar 2 was struggling to maintain 70-mph after 226 miles, so we exited the highway and drove to the charging station on back roads.
The Polestar 2 has a 78-kWh battery pack, of which 75 kWh are usable. Our average consumption rating was 3.21 mi/kWh which isn't particularly good when compared to the other vehicles in our highway range tests.
2020 Nissan Leaf SL Plus
Real-world Highway Range: 190 miles
EPA-estimated Range: 215 miles
Difference: -11.6%
The 2020 Nissan Leaf SL Plus has a 62 kWh battery and is EPA range-rated at 215 miles per charge. It's notable to point out that our test vehicle is not the longest-range Leaf that Nissan offers. That honor goes to the LEAF S Plus, which is EPA range-rated at 226 miles per charge. The LEAF S is a lower-trim than the LEAF SL and SV Plus. It has smaller wheels and weighs less than its higher trim siblings, which is why the range is slightly better.
Once again, we were able to conduct our highway range tests twice; once in New Jersey, and then again a few months later in North Carolina. The average of our two tests gave the LEAF SL Plus a 190-mile (306 km) range at a constant 70 mph, with a consumption rating of 3.4 mi/kWh (18.24 kWh/100 km).
2019 Audi e-tron
Real-world Highway Range: 188.4 miles
EPA-estimated Range: 204 miles
Difference: -7.9%
The 2019 Audi e-tron is EPA range-rated at 204 miles (328 km) per charge and has a 95 kWh battery. Of that, only 83.6 kWh is accessible for use. For 2021, Audi is increasing the usable capacity of the e-tron's battery to 86.5. That, plus some advances made in efficiency, will increase the e-tron's EPA rated range up to 222 (357 km) miles.
However, for our 70 mph highway range test, we used a 2019 e-tron, with 83.6 kWh usable capacity. We were able to squeeze out 188.4 miles (303 km) and averaged a consumption rating of 2.3 miles per kWh, (26.96 kWh/100 km) which is by far the least efficient EV we've tested on our highway range test.
2020 Hyundai Ioniq Electric
Real-world Highway Range: 171 miles
EPA-estimated Range: 170 miles
Difference: +0.6%
The 2020 Hyundai Ioniq Electric comes with a 38.3 kWh battery, a full 10 kWh more than the battery in the Ioniq Electric of previous years. The new larger battery combined with the Ioniq's extreme efficiency gives the 2020 Ioniq a 170-mile EPA range rating, 36 more miles than before.
The Ioniq Electric is one of only three EVs we've tested to drive as far or further than its EPA range rating during our 70 mph range test. It passed its rating by one mile and delivered a 171 mile (275 km) highway range. The Ioniq Electric was the most efficient EV we've tested to date in our 70 mph highway range test and averaged 4.5 mi/kWh (13.78 kWh/100 km).
2019 BMW i3s BEV
Real-world Highway Range: 141 miles
EPA-estimated Range: 153 miles
Difference: -7.8%
In 2019, the BMW i3 received a battery upgrade from 33.2 kWh in previous years to 44.2 kWh. That increase was good enough to give the 2019 i3 BEV a 153-mi EPA range rating. During our 70 mph highway range test, the baby Bimmer was able to go 141 miles (227 km) and delivered a consumption rating of 3.6 mi/kWh (17.22 kW/100km).
2020 BMW i3s with Range Extender
Real-world Highway Range: 126 miles
EPA-estimated Range: 126 miles
Difference: 0.0%
The 2020 BMW i3 REx has the same size 42.4 kWh battery as the all-electric BEV version, but the range-extending engine turns on when the battery drops below a 6.5-percent state of charge. Therefore, only about 93% of the battery capacity is accessible before gasoline starts burning. Additionally, since the range extender adds about 265 pounds (120 kg) to the weight of the vehicle, there's some range penalty there also.
In our 2020 BMW i3 REx 70 mph range test, we were able to drive the vehicle 126 miles (203 km) – exactly matching its EPA range rating – and it delivered an average consumption rating of 3.5 miles per kWh (17.7 kWh/100km).
2020 MINI Cooper SE
Real-world Highway Range: 108 miles
EPA-estimated Range: 110 miles
Difference: -1.8%
The 2020 MINI Cooper SE has a 32.6 kWh battery, of which 28.9 kWh is usable. That's good enough to give the car an EPA range rating of 110 miles per charge. In our MINI Cooper SE 70-mph highway range test, we came close to matching the EPA range rating and finished up with 108 miles (174 km) driven and a consumption rating of 3.7 mi/kWh (16.76 kWh/100 km).
2015 Chevrolet Spark EV
Real-world Highway Range: 63 miles
EPA-estimated Range: 82 miles
Difference: -23.2%
The 2015 Chevrolet Spark has a 19 kWh battery and an EPA range rating of 82 miles per charge. We fully charged the 2015 Spark EV owned by InsideEVs' own Domenick Yoney and set out on the Florida highways to see how far it would go at a constant 70 mph. The vehicle was able to muster 63 miles (101 km) on a charge in the 97-degree (36°C) Florida heat. We're estimating the consumption rating at 3.5 mi/kWh, based on the battery size.
2018 smart Electric Drive Cabriolet
Real-world Highway Range: 51 miles
EPA-estimated Range: 57 miles
Difference: -10.5%
The 2018 smart Electric Drive has a 17.6 kWh battery, of which only 16.7 kWh is usable. It's a great little run-around car, but it's not really meant for long-distance highway travel. So it was no surprise when the little guy only managed to 51 miles (82 km) at a constant 70 mph.
It averaged 3.4 mi/kWh (18.28 kWh/ 100 km) and only delivered six fewer miles while driving at 70 mph than its 57-mile EPA range rating.
Frequently Asked Questions
Which electric car has the longest range?
The current range champion among electric cars you buy is the Tesla Model S Long Range Plus that has an official EPA-rated range of 402 miles. We've reported, however, that its range is likely to increase soon to 409 miles. There's also a challenger on the horizon - the Lucid Air. Lucid's EV will be EPA-rated to go up to 517 miles on a charge when it goes on sale and begins deliveries in the second quarter of 2021. Tesla, though, already has an answer in the form of the Model S Plaid. The automaker says the Plaid will go 520+ miles per charge, but that number hasn't been submitted to the EPA for official approval yet.
Do electric cars lose range over time?
Yes, but the amount is minimal over the lifespan of the car and varies depending on the car itself, type of battery, how the battery was charged during its lifetime, and other factors. You can expect a decrease in range, on average, of about 2.3% per year, though most of that occurs after the first 100,000 miles. Also, automakers are required by law to warranty the battery packs in their electric vehicles for a minimum of 8 years or 100,000 miles, whichever comes first.
What does MPGe mean?
Miles Per Gallon Equivalent. It's a funny calculation the EPA came up with to help consumers compare the efficiency of electrified cars (both Battery Electric Vehicles and Plug-In Hybrids) to gasoline-powered cars. We don't like it much as a metric by which to judge electric vehicles, preferring instead range and efficiency in terms of kilowatts used per mile.
How does EPA test EV range?
Check out what we've written regarding range and how the EPA calculates it.
See 117 for the problems they need to solve to have a viable vehicle for the general case...
Now as for the “problem” that an EV is trying to solve vs a combustion engine, that’s a whole different discussion.
First go to answer is “pollution” but this is dubious, as the production and lifetime impact of an electric vehicle is actually more damaging in many ways than a combustion vehicle. The one area it does win is exhaust from the vehicle itself, but this is dubious on a few levels. Trading tailpipe emissions for power plant emissions doesn’t really gain you a reductions... to power every car as an EV you would need 30% more electricity produced than you do today, and combustions i s how the majority of electricity is produced.
Secondly electric cars double the amount of OZONE produced per mile vs combustion vehicles... and do so at the ground level, which is where OZONE is harmful.. You think that OZONE haze over LA is bad now, it would DOUBLE if everyone were driving an electric vehicle.
One thing electric will do, is give far more control away. Unless you have a way to generate electricity on your own, you are completely beholden to the reliability and availability of the power grid. Gasoline is portable, and easily storable... electricity is not.
ALl you need is a container. Electricity, not so much. Solar panel could I suppose solar trickle charge you in a natural disaster situation given enough time, but not as simple as pull out the gas can in your garage/shed and fuel up to get where you need to go... obviously a longer term situation, access to gasoline can become problematic as well.. and even trickle charge would be better than no gas.
But the claim is pollution mainly, or the end of hydrocarbons if you buy into the belief they are finite. However the latter argument is dubious since overwhelming majority of electricity is created using them as well.
I see big business in Connector adapters.
LOL, looks like when I travel to Europe and I have to have all of those plug adapters.
Charging stations are not anywhere near where they would need to be to be viable for everyone to have a vehicle.
Do you have any clue how many gas stations are in the US? Let alone actual gas pumps? A typical vehicle fully refuels at a gas pump in 5 minutes or less... even a RAPID CHARGE TESLA takes 15 minutes and only gets you 2/3 of a your range at best.
150k gas stations in the US approximately, with 8-16 pumps each is 1.2million to 2.4 million pumps. All capable of refueling a vehicle in around 5 minutes or less on average.
a couple of plugs showing up in your mall parking lot or at a fast food restaurant that take 10 hours to charge a vehicle fully is comical.
Just because your local mall or parking garage put in a few charging stations and made sure you can see them to virtue signal does not mean the infrastructure is anywhere near where it needs to be for EV to be the main vehicle.
Yes, you can charge your car at home, but you can’t do that on the road. For commuting sure, no problem, for actual distance travel, nope. Hell next time you travel, actually stop at a service plaza or station along a busy highway.
Just spend 30 minutes and count the number of vehicles that refuel. Now imagine each and every one of them needed HOURS to do so, and figure out how many stations that plaza would need to service the same number of vehicles? Even if you assumed a large segment of those refueling were just commuters, who could charge at home and not need that gas station you will rapidly start to understand the enormity of the charging station issue...
A couple of spots in your LEET CERTIFIED PARKING GARAGE at work and in your local fast food parking lot aren’t going to cut it... not even close.
Even when just driving around on your own property, small solar panels provide little power. In Michigan where I live, considering available daytime sunlight, cloudiness, and sun angle, etc., solar cells produce only an average of 5% of their rated Watts on an annual basis. A 50 Watt panel would get you 50*24*.05 = 60 Watt-hours per day. A typical lead-acid battery loses about 5% of its 700 Watt-hour capacity per week just sitting without use. This is about 35 Watt-hours per day. A 50 Watt panel wouldn’t even keep two such batteries from self-discharging even if they were not used at all.
Did your friend tell you how long it took to recharge after he drove on a long trip? In other words, take a 1000 mile trip. 4 stops for charges would take how long for each charge? I can’t get a straight answer from anyone. Maybe electrics would be OK for ‘around town’, but long trips would still be better with gasoline.
Here is what I have found out from one article:
Which Really Costs More: Charging an EV or Filling Up Your Tank With Gas? https://finance.yahoo.com/news/really-costs-more-charging-ev-232722262.html
20 hours for a slow charge from a level 1 charger that costs $600? Does that sound reasonable?
My Tesla pals gloat over the fact that they spend nothing per year on oil changes, tuneups, or really anything except for tires and getting their cars washed. And windshield wipers.
There’s just not a lot that needs any maintenance and a fraction of the parts that an ICE auto has. Teslas “phone home” on a daily basis and Tesla will know if something is failing before you do. They will tell you that they want to come out to your house and fix something.
Car and driver included maintenance but not battery replacement. They also didn’t include installation of a charging station in your (needed) garage or car port. That adds another $2,000 to the ticket. My Camry will last at least 20 years and a couple hundred thousand miles without major repairs as long as I change the oil every 5,000 miles or so. Tesla still uses tires, brakes and suspension plus all of the electric wiring, switches and connectors.
My last Camry (1997) had no engine or transmission issues in its 20 year life. I did shocks and struts once and brake pads twice in 200,000 miles. I also replaced the serpentine belt once. Then I sold it for $3,000 and got a used 1 year old model with 40K for $15,000.
Even the easiest comparison shows that the annual cost of EV is substantially greater than the similar gas model. When you add in end of life costs and shorter life, the gap gets even larger.
Until the range and recharge time (and battery replacement cost) problems are solved, EV cars will remain urban short range vehicles for people with garages and disposable income. Your friends are correct in some ways. There is less maintenance, but the current level of required maintenance for current gasoline models isn’t much more. Other than oil changes, they are about the same.
Plus... They occasionally burn down your garage, but I guess a gasoline model can do the same.
“20 hours for a slow charge from a level 1 charger that costs $600? Does that sound reasonable?”
My Tesla friends have 220v systems in their garages. Level 2. They charge at night and it certainly isn’t taking 20 hours. They also use chargers at shopping centers and at their jobs. 20 minutes gets them 150-200 miles of added range. Two of these guys have been driving Teslas for 7 years and I’ve never heard them complain about charging being a problem.
One of our group leased a Toyota Mirai, powered by a fuel cell. She constantly complained about the lack of available fueling. A great car, high performance, but a real problem finding places to gas up.
“Even the easiest comparison shows that the annual cost of EV is substantially greater than the similar gas model.”
That hasn’t been the experience of my Tesla pals. And two of them have had seven years to judge from. Both are now on their second Model S. Their expenses are tires and keeping the cars cleaned. The cars have dynamic braking, the motor becomes a generator, brake pads don’t wear down. Wiring doesn’t require any maintenance. Tesla came out and replaced the door handles on one of their cars for free.
“Did your friend tell you how long it took to recharge after he drove on a long trip? “
40 minutes at a supercharger gave him 100%. 300+ miles.
Tesla has superchargers spaced about 150 miles apart. Takes you 15-20 minutes to add 150 miles so that you can hop to the next charge station if you want.
My ten year old Camry is worth about a third of the purchase price. My depreciation over 10 years is 2/3 of the original cost which is about $25K less than the original cost of a Tesla. The value of a 10 year old Tesla with the original battery is very little. So my depreciation cost is about $15,000 over 10 years or about $1,500 per year. I would hazard a guess that the difference in depreciation will fund the difference in ongoing energy costs and yield a nice bonus plus I invested the price differential and have reaped the interest earned over 10 years.
Your friends bought relatively trouble free cars, which reinforces their cognitive dissonance about paying a huge premium, but they are deluding themselves if they think they are saving money.
” but they are deluding themselves if they think they are saving money”
Saving money isn’t something these two worry about. They’d have a hard time spending what they have.
That’s what I figured. For me, I’ll stick to year olld fleet cars. The dealer that sold me my 2019 Grand Caravan for $15,900 offered me $21k to sell it back to him last week. I’m guessing that’s a very short term situation, but Dodge stopped making them and I’m keeping it.
I drive a 1985 and a 2003. I figure they are almost fully broken in now and ready for some serious mileage.
I’d be fine with buying a Tesla. I’ve had the chance to see them up close for years. I used to enjoy driving but not so much anymore. Full self driving is much closer than people realize. I watched one, empty, thread through a large parking lot and pick up its owners the other day.
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