Thanks for your insights. We replaced our last ICE car after an accident totaled it with a Tesla. At the time that was what was available and had an available network that could be found.
The car navigates charger to charger. It turns out if a person has children or is of a certain age, they navigate toilet to toilet.
Much like cycling.
We will hit four years this next January. There is a big expensive maintenance routine due at that point.
I’m fine with that. EV’s still require coolant, oil and eventually brake and suspension components. All I’ve done so far is replace fresh air cabin filters. A simple enough task. Not as bad as the old Murano was.
Oddly both cars weighed about the same. With the Nissan being about 200 pounds lighter.
Travel costs with our Model Y have run about a third or slightly less than the Murano. The Model Y has more cargo space but sits more like a car and less like an SUV. The seats are not as low to the floor as a sedan. That seating position is why I chose the Y over the S.
I really did not like the yoke on the X nor the rear doors.
I like the looks of the VW ID Buzz and having grown up in Volkswagens, there would definitely been a pull to that if it had been an available choice when we had the make the decision.
We mostly charge at home overnight off an old unused dryer outlet. 30 amp. The later outlets are 50 amp and if we weren’t renting a too old place I’d install a 50 amp charger. Our electric billing is switched to what the power company calls EV which means at peak times during the day the rate is very high. $.66/kwhr, but the charge schedule uses Super Off Peak at an average of $.12/kwhr. In the last twelve months we have spent $832 on charging including superchargers. Thats over an average of 9,100 miles per year or around $.09/mile to operate less insurance.
In the winter to visit my snowbird parents we drive to Arizona and back from the coast of SoCal. The first stop is an outlet mall where there are super chargers. The walk from the chargers to the restrooms and back takes longer than adding enough charge to get to our next charger/toilet stop. We typically drive about two hours between stops.
Given how busy gas stations were along the same routes to Arizona and Colorado the supercharger is as fast as filling a tank or faster thanks to never waiting in a queue for the charger.
When I was deciding on an EV I came across The Iowa Tesla Guy on YouTube. I learned a lot since he was driving the roads I grew up traveling. From Iowa to Boulder, Colorado and around.
Thanks for taking the time to clear up some misconceptions about EVs, Lennard.
I've driven 30,000 miles in my EV all around the UK, and I've never "waited" for it to charge. By the time I've gone to the toilet, checked my phone, and maybe grabbed a drink, it's charged and waiting for me to continue my trip. And 90% of the time, when I'm doing sub-250-mile days, it charges while I sleep.
If I filled up a petrol car every 300 miles on average, I would have had to fill it up 100 times by now. If it takes ten minutes out of my journey each time, that's 17 hours of dead time. I've also had no mechanical issues, servicing or maintenance to do, other than hitting a huge pothole and having the steering adjusted.
The best part is not having to give money to fossil fuel companies every week or two.
Having driven an Audi PHEV for a number of years in a largely urban setting I can attest to its benefits. Filling the tank is required about every three months depending on highway mileage.
A couple of points about PHEVs, as the battery is smaller they can easily charge overnight on 120v outlet; similarly the battery alone is not much use on the highway due to it’s limited capacity so I don’t bother charging it on long highway drives but instead wait until we arrive at our destination.
I also wonder about the lifespan of the batteries but understand that the experience to date has shown they last much longer than expected. Stories of ten year old Tesla taxis with more than 90% charge capacity seem common.
I have a 10 year old Volt, and have seen very little degradation. I’ve seen the battery metrics on my mechanic’s computer scanner, and all of the cells are in good condition. From what I’ve seen of Teslas, there’s tends to be a little. more degradation because they are DC charged more often.
Thank you so much, Lennard! My car will need replacing in a couple of years, and I'm on the fence as to whether EV tech is really "there" yet—despite my wanting to get one because it's the right thing to do, etc. On the maintenance costs, I'd appreciate it if you could disabuse me of a couple of notions.
I've owned Hondas and Subarus for the past 30 years. None have required any maintenance beyond oil changes, tires, filters, wipers, etc., in the first 100K miles (with the exception of my current Outback, which is the only one that's needed brake pads early. I do my own maintenance, so apart from tires, which I don't have the tools for, all I'm paying for is parts. As EVs need tires far more often due to their weight, I'd argue that maintenance costs in the first 100K between an EV and a reliable internal combustion engine vehicle are a bit of a wash, no?
You say you have 100K on your Audi now. Isn't that about the expected lifespan of the battery? It looks like replacing that is in the range of $50K, which far exceeds the resale value of the vehicle.
My notion is that it feels like with care and attention, internal combustion vehicles can be nursed well towards a 200K lifespan or beyond, whereas I suspect that—much like my smartphones—once the battery starts to go, there's not much to be done other than replace the battery or retire the vehicle.
I am glad you enjoyed the column. It seemed a bit risky to post a non-bike column here.
Indeed, due to their greater weight, EVs do run through tires quite a bit faster than equivalently sized gas cars. We were already used to that after having a string of Toyota Prius hybrids (also heavy) over more than a dozen years prior to getting our first EV.
I suppose if you do your own maintenance and are not paying for those oil and filter changes and drive a Subaru or Toyota or Honda, your contention on maintenance costs over the first 100K miles might be true. In the first 100K miles on my Audi Allroad, neglecting replacing things all cars have like wheel bearings, CV joints, and suspension control arm bushings (and which needed replacement in the first 100K with the gas Audi and not with the electric one—I don’t know why), in addition to paying for those oil and filter changes, we spent a lot on other things. We chased around an oil leak and replaced all sorts of gaskets and associated parts on multiple occasions, replaced the water pump and after-run coolant pump, brake rotors and pads. The ignition coil crapped out just after 100K. Replacing the motors that drive the wagon tailgate lift motors and fixing the air conditioning that we had to do in the first 100K on the gas Audi in theory could have also been required on the electric Audi but weren’t.
As for expected lifespan of the battery, I had thought that we would see a drastic reduction in battery performance by 100K miles. I don’t know where I got that idea—if it was just fear of the unknown, or whether I read it somewhere. In any case, we have not noticed any reduction in range over these 100,000 miles.
I think in the first couple of years we even got an increase in range, but my knowledge and attention to tracking it was in its infancy, so I can’t say for sure. The 2019 ETron is rated at 204 mile range, but the 2021 ETron is rated at 222 miles, even though there is no difference in specs on the vehicle. That could be due to better tracking of it by those who do the listings or due to better management of the battery by the on-board computer. One of the software updates we got back in 2021 said it would increase efficiency and economy, so that could be why we consistently seem to get an average of 225 miles of range and still do, despite the car’s age and mileage.
I think the differences in tire life between EVs and ICE vehicles are greatly overstated. I challenge you to compare the weight of a Ford Explorer vs a Tesla Model Y, and I think you will be surprised. Also, as Lennard has mentioned, the Prius isn’t exactly easy on tires, but you don’t hear the same propaganda against their ilk.
Musk has been on record claiming every Tesla has been designed to last a million miles. What the caveats are for that, or if it’s his typical overhype and don’t deliver for a long time, but from what I’ve read about Tesla’s actual founders(who are not Elon, he came later as an investor), that was their original intention. One of those founders has recently mentioned that he expects today’s battery packs to last 15 years, and at that point it’s up to owners to determine if the vehicle’s chassis is worth keeping another 15 years with a new battery. Keep in mind that by 2030, battery and charging technology is expected to see several major improvements.
Good points on EVs. I bought a PHEV first and later a full EV Chevy Bolt. A PHEV is great for anyone with their own driveway and access to a 240V outlet, IMO. The typical use for a car is lots of short trips/commutes (within the battery range) and most PHEVs - with some charging discipline - can handle almost 100% of that use. However, if you do not have access at home or work (or both) to charge, a PHEV is a bad idea - public charging will be both slow and expensive - more than gas in some cases
As to speed of charge between the Bolt and your Audi - many fast charging stations are situated near shopping malls and restaurants so if you plan just a bit, you can easily make use of that extra time. But I would not suggest a Bolt for long road trips to begin with. As you note when you compare the EV travel time to Santa Fe to gas, taking a break can be beneficial - can't argue both ways :-)
Your comment about EV brakes getting little use can lead to issues in areas that use salt in winter as the components literally seize up due to lack of use. Something to be aware of that will no doubt be addressed with some design changes in future
Still no e-bikes in this family. But I'd be interested in a Vespa-style EV scooter - available everywhere bus the US, apparently
The issue with EV brakes seizing from road salt is largely due to design choices. Tesla brakes require yearly brake caliper clean and lube, but this is(should be) included with every tire rotation, so it’s a simple task, not a big deal. My Volt doesn’t require this type of maintenance at all, because the calipers were designed properly for the regenerative braking system and routine.
Excellent summary of an actual ownership experience and spot on. A few thoughts
- I assume you have an L2 charger at home? Pretty much mandatory with a BEV though I suspect the actual % of owners who have one is low. Relying on L1 is not only ineffective it also tends to overheat the 110v plug sockets and home wiring from consistent high amperage loads.
- There was some experimentation with wireless EV charging (essentially a drive over pad) but obviously the charge rate would be so low it wasn’t practical.
- PHEV’s (hybrids) would be a great option for more drivers IF they have EV only range around 40-50mi, many are only 10-12. Then you have smaller, lighter batteries but useful range for daily trips.
- the downside to PHEV’s is cost to manufacture as they essentially have two drivetrains so even more complexity than ICE vehicles. And manufacturers are in favor of EV’s as they are much less expensive to build but in particular (as your ownership experience shows) have near zero warranty costs.
- ultimately (politics aside) it will all come down to batteries and what to do with used BEV’s. Better technology should reduce size and improve charging for batteries, but how to handle the old ones at end of service life. There are only so many windmills and solar farms that can use repurposed EV batteries for passive storage. And how do you replace what is likely an obsolete battery on a 10 year old EV? Currently that would far exceed the value of the vehicle if there is even a battery available.
Most people don’t have a daily commute longer than 30-40 miles. A typical Level 1 charger can replenish around 50 miles overnight, more than adequate for the average commute. A dedicated outlet is ideal, but I’ve heard of outlets with a refrigerator on the same circuit and the outlets are fine. That said, the standards for home outlet construction vary widely, so I can definitely see cheap outlets getting worn out by constant charging. However, even the cheap ones have to be safety rated, which means they will give you signals that they’re at their end before they fail.
Level 1 charging is underrated. If workplaces went cheap and installed Level 1 chargers, most people would have their commutes covered by the end of an eight hour workday. A little less so in cold winters, but for areas with mild to no winters, Level 1 would be good for most.
Well a “50mi” charge on a daily commute of 40mi is an awfully slim margin and one I doubt many people would be comfortable with on a regular basis. That would be like driving to work with the low fuel light on for an ICE car. You would also seriously degrade the batteries performance by never completing a full charge cycle. Rechargeable batteries need to be fully discharged than fully charged (especially when new) to operate at max capacity. Also regarding the 110v wall socket etc thar receptacles rating is only as good as the install (a high % are sloppy or wrong) and regardless running the high amperage load of battery charging on a daily basis will gradually overload the occasional use cable that comes with most BEV’s (there is a reason its called that after all).
A typical battery pack has at least 200 miles. If you only use 40 miles on a commute, you still have 160 miles when you get home. Since on a typical night Level 1 charging can add 50 miles, you’ll be back to a full 200 miles of range in the morning. It’s not that hard. I don’t see ‘slim margins’ anywhere there. Even I f you can charge 50 miles easily overnight, and you only use 40 miles during the day, then you only need to charge 40 miles at night. I have no idea where you’re getting your battery charging protocol information. Modern lithium batteries don’t need any such gymnastics of ‘completing full charge and discharge cycles’. In fact, my Volt’s battery charging is software limited to 80% of max battery pack capacity, the purpose of which is to maximize battery chemistry life. 10 years later I have less than 10% degradation and zero dead cells.
The EPA-estimated all-electric driving range of a Toyota RAV4 Prime is 42 miles, which is the highest I know of on any PHEV available in the US. It would be enough for my wife to get to and from the barn on her daily drive there to train dressage horses, but she always has the all-electric ETron for that anyway.
We considered buying a RAV4 Prime to replace our gas-powered Audi A4 Allroad after discovering that the Volkswagen Tiguan PHEV, with 62 miles of electric range and the ability to use a Level 3 (DC fast) charger that we’d seen in Germany, is not imported to the US. In the end, my belief in maintenance and saving money won out, and we kept the Allroad. I believe in maintaining things or I would not have devoted so much of my life to writing bike maintenance books.
Comparing the RAV4 Prime’s $44-$54K price tag with the $5K for the timing chain to give the Allroad another 100K miles (which we got for $2.5K at a non-dealer VW/Audi repair shop) and whatever other maintenance we might expect with it, especially given how seldom we use that car anyway, made it an easy decision. The only long drives the Allroad does are north through Wyoming to the Tetons for backcountry skiing where an EV would be a liability. I do most local “driving” on my e-bike, which is like an EV with no trunk space or range anxiety (since I can always pedal it home if it runs out of charge).
Fortunately, our ETron’s battery does not seem to have deteriorated at all. I do wonder what I will do if/when it does, because that’s the best car I’ve ever been in, much less owned. Hopefully battery replacement will become more affordable. BTW, we are incorporating an old EV battery as storage in the expansion of our ground-mounted solar panel system.
Thanks for your insights. We replaced our last ICE car after an accident totaled it with a Tesla. At the time that was what was available and had an available network that could be found.
The car navigates charger to charger. It turns out if a person has children or is of a certain age, they navigate toilet to toilet.
Much like cycling.
We will hit four years this next January. There is a big expensive maintenance routine due at that point.
I’m fine with that. EV’s still require coolant, oil and eventually brake and suspension components. All I’ve done so far is replace fresh air cabin filters. A simple enough task. Not as bad as the old Murano was.
Oddly both cars weighed about the same. With the Nissan being about 200 pounds lighter.
Travel costs with our Model Y have run about a third or slightly less than the Murano. The Model Y has more cargo space but sits more like a car and less like an SUV. The seats are not as low to the floor as a sedan. That seating position is why I chose the Y over the S.
I really did not like the yoke on the X nor the rear doors.
I like the looks of the VW ID Buzz and having grown up in Volkswagens, there would definitely been a pull to that if it had been an available choice when we had the make the decision.
We mostly charge at home overnight off an old unused dryer outlet. 30 amp. The later outlets are 50 amp and if we weren’t renting a too old place I’d install a 50 amp charger. Our electric billing is switched to what the power company calls EV which means at peak times during the day the rate is very high. $.66/kwhr, but the charge schedule uses Super Off Peak at an average of $.12/kwhr. In the last twelve months we have spent $832 on charging including superchargers. Thats over an average of 9,100 miles per year or around $.09/mile to operate less insurance.
In the winter to visit my snowbird parents we drive to Arizona and back from the coast of SoCal. The first stop is an outlet mall where there are super chargers. The walk from the chargers to the restrooms and back takes longer than adding enough charge to get to our next charger/toilet stop. We typically drive about two hours between stops.
Given how busy gas stations were along the same routes to Arizona and Colorado the supercharger is as fast as filling a tank or faster thanks to never waiting in a queue for the charger.
When I was deciding on an EV I came across The Iowa Tesla Guy on YouTube. I learned a lot since he was driving the roads I grew up traveling. From Iowa to Boulder, Colorado and around.
https://youtube.com/@iowatesla?si=XZRLCPeie_2sbr9w
Thanks for taking the time to clear up some misconceptions about EVs, Lennard.
I've driven 30,000 miles in my EV all around the UK, and I've never "waited" for it to charge. By the time I've gone to the toilet, checked my phone, and maybe grabbed a drink, it's charged and waiting for me to continue my trip. And 90% of the time, when I'm doing sub-250-mile days, it charges while I sleep.
If I filled up a petrol car every 300 miles on average, I would have had to fill it up 100 times by now. If it takes ten minutes out of my journey each time, that's 17 hours of dead time. I've also had no mechanical issues, servicing or maintenance to do, other than hitting a huge pothole and having the steering adjusted.
The best part is not having to give money to fossil fuel companies every week or two.
Excellent article thank you!
Having driven an Audi PHEV for a number of years in a largely urban setting I can attest to its benefits. Filling the tank is required about every three months depending on highway mileage.
A couple of points about PHEVs, as the battery is smaller they can easily charge overnight on 120v outlet; similarly the battery alone is not much use on the highway due to it’s limited capacity so I don’t bother charging it on long highway drives but instead wait until we arrive at our destination.
I also wonder about the lifespan of the batteries but understand that the experience to date has shown they last much longer than expected. Stories of ten year old Tesla taxis with more than 90% charge capacity seem common.
Does anyone have experience?
Thanks again
Tony
I have a 10 year old Volt, and have seen very little degradation. I’ve seen the battery metrics on my mechanic’s computer scanner, and all of the cells are in good condition. From what I’ve seen of Teslas, there’s tends to be a little. more degradation because they are DC charged more often.
Thank you so much, Lennard! My car will need replacing in a couple of years, and I'm on the fence as to whether EV tech is really "there" yet—despite my wanting to get one because it's the right thing to do, etc. On the maintenance costs, I'd appreciate it if you could disabuse me of a couple of notions.
I've owned Hondas and Subarus for the past 30 years. None have required any maintenance beyond oil changes, tires, filters, wipers, etc., in the first 100K miles (with the exception of my current Outback, which is the only one that's needed brake pads early. I do my own maintenance, so apart from tires, which I don't have the tools for, all I'm paying for is parts. As EVs need tires far more often due to their weight, I'd argue that maintenance costs in the first 100K between an EV and a reliable internal combustion engine vehicle are a bit of a wash, no?
You say you have 100K on your Audi now. Isn't that about the expected lifespan of the battery? It looks like replacing that is in the range of $50K, which far exceeds the resale value of the vehicle.
My notion is that it feels like with care and attention, internal combustion vehicles can be nursed well towards a 200K lifespan or beyond, whereas I suspect that—much like my smartphones—once the battery starts to go, there's not much to be done other than replace the battery or retire the vehicle.
Enjoyed this column!
-Ian
Dear Ian,
I am glad you enjoyed the column. It seemed a bit risky to post a non-bike column here.
Indeed, due to their greater weight, EVs do run through tires quite a bit faster than equivalently sized gas cars. We were already used to that after having a string of Toyota Prius hybrids (also heavy) over more than a dozen years prior to getting our first EV.
I suppose if you do your own maintenance and are not paying for those oil and filter changes and drive a Subaru or Toyota or Honda, your contention on maintenance costs over the first 100K miles might be true. In the first 100K miles on my Audi Allroad, neglecting replacing things all cars have like wheel bearings, CV joints, and suspension control arm bushings (and which needed replacement in the first 100K with the gas Audi and not with the electric one—I don’t know why), in addition to paying for those oil and filter changes, we spent a lot on other things. We chased around an oil leak and replaced all sorts of gaskets and associated parts on multiple occasions, replaced the water pump and after-run coolant pump, brake rotors and pads. The ignition coil crapped out just after 100K. Replacing the motors that drive the wagon tailgate lift motors and fixing the air conditioning that we had to do in the first 100K on the gas Audi in theory could have also been required on the electric Audi but weren’t.
As for expected lifespan of the battery, I had thought that we would see a drastic reduction in battery performance by 100K miles. I don’t know where I got that idea—if it was just fear of the unknown, or whether I read it somewhere. In any case, we have not noticed any reduction in range over these 100,000 miles.
I think in the first couple of years we even got an increase in range, but my knowledge and attention to tracking it was in its infancy, so I can’t say for sure. The 2019 ETron is rated at 204 mile range, but the 2021 ETron is rated at 222 miles, even though there is no difference in specs on the vehicle. That could be due to better tracking of it by those who do the listings or due to better management of the battery by the on-board computer. One of the software updates we got back in 2021 said it would increase efficiency and economy, so that could be why we consistently seem to get an average of 225 miles of range and still do, despite the car’s age and mileage.
― Lennard
I think the differences in tire life between EVs and ICE vehicles are greatly overstated. I challenge you to compare the weight of a Ford Explorer vs a Tesla Model Y, and I think you will be surprised. Also, as Lennard has mentioned, the Prius isn’t exactly easy on tires, but you don’t hear the same propaganda against their ilk.
Musk has been on record claiming every Tesla has been designed to last a million miles. What the caveats are for that, or if it’s his typical overhype and don’t deliver for a long time, but from what I’ve read about Tesla’s actual founders(who are not Elon, he came later as an investor), that was their original intention. One of those founders has recently mentioned that he expects today’s battery packs to last 15 years, and at that point it’s up to owners to determine if the vehicle’s chassis is worth keeping another 15 years with a new battery. Keep in mind that by 2030, battery and charging technology is expected to see several major improvements.
Good points on EVs. I bought a PHEV first and later a full EV Chevy Bolt. A PHEV is great for anyone with their own driveway and access to a 240V outlet, IMO. The typical use for a car is lots of short trips/commutes (within the battery range) and most PHEVs - with some charging discipline - can handle almost 100% of that use. However, if you do not have access at home or work (or both) to charge, a PHEV is a bad idea - public charging will be both slow and expensive - more than gas in some cases
As to speed of charge between the Bolt and your Audi - many fast charging stations are situated near shopping malls and restaurants so if you plan just a bit, you can easily make use of that extra time. But I would not suggest a Bolt for long road trips to begin with. As you note when you compare the EV travel time to Santa Fe to gas, taking a break can be beneficial - can't argue both ways :-)
Your comment about EV brakes getting little use can lead to issues in areas that use salt in winter as the components literally seize up due to lack of use. Something to be aware of that will no doubt be addressed with some design changes in future
Still no e-bikes in this family. But I'd be interested in a Vespa-style EV scooter - available everywhere bus the US, apparently
Dear Steve,
Some public Level 2 charging is free (like at our local ski area, Eldora!). But probably not near to somebody’s place of work.
We have mag chloride on Colorado snowy roads, not salt, so thankfully, brake deterioration from that has not been an issue.
― Lennard
The issue with EV brakes seizing from road salt is largely due to design choices. Tesla brakes require yearly brake caliper clean and lube, but this is(should be) included with every tire rotation, so it’s a simple task, not a big deal. My Volt doesn’t require this type of maintenance at all, because the calipers were designed properly for the regenerative braking system and routine.
Excellent summary of an actual ownership experience and spot on. A few thoughts
- I assume you have an L2 charger at home? Pretty much mandatory with a BEV though I suspect the actual % of owners who have one is low. Relying on L1 is not only ineffective it also tends to overheat the 110v plug sockets and home wiring from consistent high amperage loads.
- There was some experimentation with wireless EV charging (essentially a drive over pad) but obviously the charge rate would be so low it wasn’t practical.
- PHEV’s (hybrids) would be a great option for more drivers IF they have EV only range around 40-50mi, many are only 10-12. Then you have smaller, lighter batteries but useful range for daily trips.
- the downside to PHEV’s is cost to manufacture as they essentially have two drivetrains so even more complexity than ICE vehicles. And manufacturers are in favor of EV’s as they are much less expensive to build but in particular (as your ownership experience shows) have near zero warranty costs.
- ultimately (politics aside) it will all come down to batteries and what to do with used BEV’s. Better technology should reduce size and improve charging for batteries, but how to handle the old ones at end of service life. There are only so many windmills and solar farms that can use repurposed EV batteries for passive storage. And how do you replace what is likely an obsolete battery on a 10 year old EV? Currently that would far exceed the value of the vehicle if there is even a battery available.
Most people don’t have a daily commute longer than 30-40 miles. A typical Level 1 charger can replenish around 50 miles overnight, more than adequate for the average commute. A dedicated outlet is ideal, but I’ve heard of outlets with a refrigerator on the same circuit and the outlets are fine. That said, the standards for home outlet construction vary widely, so I can definitely see cheap outlets getting worn out by constant charging. However, even the cheap ones have to be safety rated, which means they will give you signals that they’re at their end before they fail.
Level 1 charging is underrated. If workplaces went cheap and installed Level 1 chargers, most people would have their commutes covered by the end of an eight hour workday. A little less so in cold winters, but for areas with mild to no winters, Level 1 would be good for most.
Well a “50mi” charge on a daily commute of 40mi is an awfully slim margin and one I doubt many people would be comfortable with on a regular basis. That would be like driving to work with the low fuel light on for an ICE car. You would also seriously degrade the batteries performance by never completing a full charge cycle. Rechargeable batteries need to be fully discharged than fully charged (especially when new) to operate at max capacity. Also regarding the 110v wall socket etc thar receptacles rating is only as good as the install (a high % are sloppy or wrong) and regardless running the high amperage load of battery charging on a daily basis will gradually overload the occasional use cable that comes with most BEV’s (there is a reason its called that after all).
A typical battery pack has at least 200 miles. If you only use 40 miles on a commute, you still have 160 miles when you get home. Since on a typical night Level 1 charging can add 50 miles, you’ll be back to a full 200 miles of range in the morning. It’s not that hard. I don’t see ‘slim margins’ anywhere there. Even I f you can charge 50 miles easily overnight, and you only use 40 miles during the day, then you only need to charge 40 miles at night. I have no idea where you’re getting your battery charging protocol information. Modern lithium batteries don’t need any such gymnastics of ‘completing full charge and discharge cycles’. In fact, my Volt’s battery charging is software limited to 80% of max battery pack capacity, the purpose of which is to maximize battery chemistry life. 10 years later I have less than 10% degradation and zero dead cells.
Dear Neil,
Yes, we have a Level 2 charger at home.
The EPA-estimated all-electric driving range of a Toyota RAV4 Prime is 42 miles, which is the highest I know of on any PHEV available in the US. It would be enough for my wife to get to and from the barn on her daily drive there to train dressage horses, but she always has the all-electric ETron for that anyway.
We considered buying a RAV4 Prime to replace our gas-powered Audi A4 Allroad after discovering that the Volkswagen Tiguan PHEV, with 62 miles of electric range and the ability to use a Level 3 (DC fast) charger that we’d seen in Germany, is not imported to the US. In the end, my belief in maintenance and saving money won out, and we kept the Allroad. I believe in maintaining things or I would not have devoted so much of my life to writing bike maintenance books.
Comparing the RAV4 Prime’s $44-$54K price tag with the $5K for the timing chain to give the Allroad another 100K miles (which we got for $2.5K at a non-dealer VW/Audi repair shop) and whatever other maintenance we might expect with it, especially given how seldom we use that car anyway, made it an easy decision. The only long drives the Allroad does are north through Wyoming to the Tetons for backcountry skiing where an EV would be a liability. I do most local “driving” on my e-bike, which is like an EV with no trunk space or range anxiety (since I can always pedal it home if it runs out of charge).
Fortunately, our ETron’s battery does not seem to have deteriorated at all. I do wonder what I will do if/when it does, because that’s the best car I’ve ever been in, much less owned. Hopefully battery replacement will become more affordable. BTW, we are incorporating an old EV battery as storage in the expansion of our ground-mounted solar panel system.
― Lennard