The happiness of an electric car turns into anger when the actual range is revealed

A brand new electric car is shining on your driveway, your first reaction will be exciting, and probably followed by a self-righteous smell.

The next car will get angry when you plug it into your house, so enjoy the moment. The range reached after a full charge has nothing to do with the number suggested by the dealer or the number stated in the details of the car’s specifications.

Manufacturers are reluctant to produce very accurate information, and organizations like the European Automobile Manufacturers Association do not answer my question. On the other hand, the European Consumer Organization BEUC is not satisfied and wants to act. EV makers hope that technology will advance to a level where they can compete head-on with battery-powered electric vehicles by the time sales reach the same level as internal combustion engines (ICEs). There seems to be little possibility.

If I bought a Mini e 32.6 kWh and charged the battery, my data shows that the shortfall could reach 32% (98.5 miles compared to 145 miles). For Vauxhall / Opel Corsa E 50 kWh, it is close to 25% (154.5 miles vs. 209 miles). Buyers of Polestar 278kWh are relatively happy. The possible range is only about 7% less than the 292 miles promised at 270. However, when tackling your first long-distance trip on the freeway / highway, you will be shocked to find that you only get. About 40% of the range provided. This means that if you turn on the air conditioner and drive at normal cruising speed, the media system will do the work and the heater will fit snugly. So that drivers of ICE-equipped vehicles can enjoy themselves with peace of mind.

The UK’s “normal” cruising speed is about 75 mph. The actual statutory limit is 70 mph, but the permissible speed that most drivers believe would avoid prosecution is 80 mph. In mainland Europe, the actual speed limit on highways is 82 mph, so 90 mph is possible. At these high speeds, the impact on range is even more devastating. In Germany, there are still some unlimited speed sections of the highway.

When the anger of false information of a new buyer subsides, the next reaction is to look for the culprit, which does not help the mood. Manufacturers are all hiding behind the same excuses. The scope claim is based on so-called WLTP (Worldwide Harmonized Light Vehicles Test Procedure) data. This is a scientific attempt to ensure that all claims made are based on the same methodology. That’s true, but all the claims are exaggerated, but perfectly comparable, because it depends on the computer rather than the actual experience.

To add to the confusion, there is also a procession of investigations from management consultants, announcing the imminent victory of the electric vehicle, with few negatives mentioned. According to an EY survey earlier this month, 49% of UK drivers “want” an electric vehicle instead of an ICE vehicle from 21% for two years, a “turning point” in the UK market. It is said. According to the EY Mobility Consumer Price Index, a survey of 18,000 people in 18 countries “seeks” almost 75% of Italians to do the same. Will sane EV investors value the potential for purchase by those who “want” or “want” to buy electricity?

But EY said this.

“These findings show a turning point in the UK car buying market. Almost 50% of consumers across the UK (and even more in Italy) want EVs. Is an important milestone in the transition from ICE to EV. According to Maria Bengtsson of EY, the speed of this change is also spectacular, with just two years of potential buyers choosing EV over ICE vehicles. A 28% increase was seen.

To be fair, EY acknowledges that huge initial costs for EVs, lack of charging networks, and range concerns can hinder sales a bit.

Meanwhile, Boston Consulting (BCG) states that pure battery vehicles will be the “most popular” in the world by 2028, three years earlier than expected in 2021.

According to the EVBox Mobility Report, more than half (52%) of Britons are more likely to buy electricity than in other parts of Europe. In particular, we believe this will help prevent climate change.

The problem with all these warm feelings is that they have nothing to do with the real world. The launch of undeniably powerful electric vehicle sales has been driven by wealthy early adopters who are not too worried that EVs will not actually do what is written on the can.

Owning it is worshiping it.

However, because politicians are demanding the early abolition of new ICE vehicles (EU proposes 2035, UK mandates 2030), this is important for mass market EV sales, where It means that every penny is important.

Value-seeking electric vehicle buyers demand 300 miles if the manufacturer says that a fully charged battery will provide, for example, 300 miles. Finaling and bumper rings using concepts like WLTP are not accepted. You only need to use the actual data. Manufacturers must be clean about cruising the highways of extended highways. For most EVs, this will reduce the amount in the range of 30-50%. This must be acknowledged. The impact of cold weather on range means a reduction in range of up to 30%. Similarly, the impact of a full load of people and luggage is real, and it must be acknowledged that it needs to be charged regularly up to 80% of its capacity to preserve battery life. There are reports that tires may wear too much due to the heavy weight of the battery, but this is only a guess at this point and should be confirmed.

Organizations like the European Automobile Manufacturers Association (ACEA) do not want to comment on this. ACEA (French acronym) did not answer emails or phone calls. The same applies to the Car Manufacturers and Traders Association, the voice of the UK car industry. Several organizations, AA, and RAC, which care about the driver’s interests, also remained silent. Transport & Environment, a Brussels-based green lobby group, declined to comment.

However, the European Consumer Organization, BEUC, has voiced this issue and is seeking more information available to EV buyers, such as actual electrical range, charging speed, and average charging time. The Brussels-based BEUC is not very similar to the WLTP system, but admits it is better than the replaced system.

“(WLTP) remains a laboratory test that does not reflect all driving conditions and usage. Also, the actual mileage will vary greatly depending on the driving conditions than diesel and gasoline vehicles. Battery operated Electric vehicles drive much longer in urban areas than on highways, so it is important to properly inform consumers about the actual golf training grounds of vehicles under different conditions, “BEUC reports. It is stated in the book.

In an email reply, Robin Loos, BEUC Sustainable Transport Officer, said:

“BEUC wants more clear information about the mileage consumers actually get from electric cars. At this point, going to a retailer will give you a typical WLTP value, but that test cycle. Is not known to consumers. This WLTP value cannot be categorized by the various driving conditions faced by consumers, such as urban driving, highways, and highways only, “Loos said. increase.

“We are asking the EU to enact legislation to provide consumers with more realistic data and display that information to dealers. For example, fuel and electricity for running cars. With a consumer meter installed, power consumption data can now be leveraged. The specific thing to work on is the EU’s 20-year-old law on car labeling, which will be updated. We need to, “says Loos.