Just one more reason to not mess with ICE for a daily.
Auto execs are coming clean evs arentworking.
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It’s funny they say Golf Rs and GTIs are less prone to carbon issues but I wouldn’t be surprised if that wasn’t due to driving style. The earlier DI GTIs did have more issues than MK7 and later.
You would more than likely see a lot of carbon and junk on the squirrel flaps, possibly a flap actuator leaking air around the shaft and burned out fuel injector filters.
I work in a facility with folks from all the big tech firms. About 1/5 of cars in our garage are EVs and the number of EVs is increasing each month. That said, 90% of the EVs are Teslas. Occasionally a non Tesla will pop up but magically over a few months it will turn into a Tesla. Odd how that works.
In talking with the owners of non-Tesla EVs it seems that the things that they are most unhappy with is:
1. Inadequate range. Take my colleague’s VW ID.4 for example. 209 mile range. Shave off 30% because you are supposed to only charge to 80% and never drop below 10%; that leaves you with 146 miles of usable range when new. Now shave off 30% for the winter penalty it leaves you with 102 miles usable when new in the Winter. Who knows how much range will remain when the battery is at 100K miles.
2. Inability to charge away from home. Unless the vehicle supports Tesla charging, you are essentially stuck without a way to charge on the road. It’s getting better but as of right now there are too many EVs and not enough chargers. Public chargers are always occupied or broken. Tesla charging compatible vehicles have no trouble getting a charge on the road.
In talking with the owners of non-Tesla EVs it seems that the things that they are most unhappy with is:
1. Inadequate range. Take my colleague’s VW ID.4 for example. 209 mile range. Shave off 30% because you are supposed to only charge to 80% and never drop below 10%; that leaves you with 146 miles of usable range when new. Now shave off 30% for the winter penalty it leaves you with 102 miles usable when new in the Winter. Who knows how much range will remain when the battery is at 100K miles.
2. Inability to charge away from home. Unless the vehicle supports Tesla charging, you are essentially stuck without a way to charge on the road. It’s getting better but as of right now there are too many EVs and not enough chargers. Public chargers are always occupied or broken. Tesla charging compatible vehicles have no trouble getting a charge on the road.
Your right (Born in 64, so think I am last year of BB).
Did not want to "change" being able to drive home straight from Fl to NJ after vaca (or even Nashville to NJ), as we just wanted to get home. So replaced 17 escape with 23 escape ST (before we we can't get the 2.0 EB anymore)
Did not want to "change" being able to tow my offroad toy, from Jersey out to Pa, 4 wheel all day, then drive home (18,100 lb CVW)
with NO stops. So also replaced 05 Dodge Cummins, with 23, 6.7 HO SD.
Did not want "change" DD (Fusion Sport with 93 Tune), which is paid off, only 67K, still under warrantee, and runs 0-60 in 4.7 and mid 12's 1/4. Just to spend $43,460 (after $7500 credit) on a SUPER UGLY model 3, that AWD long range perf is not significantly faster (for USABLE, normal central NJ crowdedness/traffic). Even if electric is cheaper than gas, insurance costs were going to be much more (partly due to a new car and partly due to expensive Tesla repairs).
1) This is complete FUD. The 10-80% are not hard stops and you are free to charge to 100% and drain to 0% if needed which I have done a few times for road trips. Not sure why Tesla is somehow immune from the same problem if you limit yourself to 10-80%. Your colleague also bought the absolute cheapest short range model that just came out for 2023, if they have a problem with the range they clearly didn't do their homework and should have bought the 82KW battery model. The short range models are harder to come by than the regular range model so they knew exactly what they were buying as they probably had to fish for it.
2) Yes there can be charging congestion but I have not experienced it. I have regionally road tripped my ID.4 6 times over the past year and 5 of 6 trips required a mid way charging stop. No problems or waits to charge. Anything beyond 1 mid-way charge I am hopping on a plane anyways so my ID.4 is perfect for the up to 400 mile one way road trip.
You can't just take EPA rated range though, it's wildly inaccurate.
It’ll be interesting to see how things go over the next few years as pretty much all of the manufacturers switch to the Tesla plug and many of them gain access to the Tesla Superchargers.
I think what we’ll see is that if an area is busy, Tesla will expand. They’re already very good at quickly expanding charging sites and adding new ones to meet demand. The other charging networks….not so much.
Yep. Tesla adds Superchargers based on demand. I would expect to see Supercharger growth accelerate with demand. I am also curious how (and if) this is a profit center for Tesla. We'll see.
My Dodge is rated at 20mpg highway, even at 55mph I usually get 15mpg with everything stock.
In the dead of winter it drops to 8mpg.
EPA ratings have always been for only the so called government average which never matches real world.
The most aggregious is all the manipulation automakers do with automatic transmission behavior to game the test the automakers gave the EPA.
This is why a manual transmission car might be rated 37mpg but actually gets 44mpg real world but the exact same car with an automatic rated 42mpg only muster’s maybe 35mpg.
Most automakers take advantage of the test fudge factors to make cars look better on paper than they do in the real world.
Tesla is just playing the game, sadly they aren’t “breaking the law “ like Hyundai/ Kia as the law is ridiculously weak leaving the automaker to use its own standards for much of the inputs.
Correct, he 100% didn’t research EVs before diving in. He jumped on the EV craze and had a bad experience because of the limited range of his particular model. His commute is 54 miles each way and he anticipated that 209 miles was roughly double what he needed for his normal commute. He didn’t take into account the 10-80 rule of thumb and he admits that he wasn’t aware of the cold weather penalty.
That said, he ended up trading in the ID.4 and bought a Model Y dual motor long range and he seems happy with it. He and his wife just did a 1200 mile road trip from DC to Atlanta and back for Thanksgiving. He said the number of Tesla chargers along the way was more than adequate. He did it all without having to charge over 80% and he said that he was getting around 220 miles between charges. I forget how long he had to charge for each time but he just timed it with a meal or extended bathroom stop.
I get where you’re coming from but I hate to break it to you, a Model 3 Performance is the definition of significantly faster. It does not have to be a selling point to everyone though.
I think you have some misconceptions about Tesla costs. What costs are you expecting with 10 year powertrain warranties which Ford was not remotely close to supplying with my Edge or F150. The Edge was nickel and diming away so I dumped both before the F150 was out of warranty. I really like the Fusion Sport and I do not know what magical warranty those got, but it was strictly 5 year 60k miles on my Fords.
Owen Lucas
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How many charging spots are there and is it first come first serve? Would you park your car in a charging spot and leave it there all day? With presumably dozens of vehicles in the parking garage, is there even enough capacity to charge all of them?
Great point, more cars mean more charging spots, it's that simple. Does that mean when we go all electric all parking spots will be charging points? I doubt it, and sure hope not. Someone has to pay for all of that. IMO until an EV can juice up as fast as someone can gas up, people are going to push back.
I used to think that way. I bet you would think differently if you owned one for a year... Who knows for sure?
Of course that depends on your specific use case. But again, my experience is far different than my expectations 5 years ago when we bought the EV.
I searched all the Hyundai Iconiq 5's in Minneapolis/St Paul area. The website says the starting Iconiq is $41,000. Lowest one I found of the full bunch was $51,500, with a good chunk of them $59,000 to $60,x00
Over 80k miles, my cx5 turbo averaged 27.0mpg. It was rated at that, highway. I exceeded epa significantly.
My ev6 GT is rated at 206mi. In good weather I get about 250mi. In 30-40*f weather, 210-220. My 21k mile consumption average, including all my hooning around in it, is 3.0mi/kwh. It has a 77.4kwh pack, 74 of which is usable. 74x3=222mi. My average range over 21k miles including the nonsense of cruising at 90, blasting 1/2 mile events, single digit temps, etc. Drastically exceeds EPA. Of note, Kia revised 2024 GT range epa of 218mi to better reflect reality. During the summer, my 80% SoC results in about 190mi, in the winter, about 160 (Winter being 25-35*f temps, not extremes like -20f, which I am curious to see how it affects me).
So yeah, epa rating isn't worth much. Also, my experiences are not unique. With smaller tires (19's), some guys are.getting 300+ real miles out of the ev6 gt.
*Other vehicles in between 2019 and now have done various things, but I haven't kept any much over 10K miles, so feel it unfair to bring it up, although the RDX was at 24.2, matching EPA, and the Prime was impossible to really get a grasp on due to the hybrid/all EV operation, and the C40 seemed to be a bit below EPA, with an average consumption way higher than my EV6 GT despite its 226mi rating, but really, I think Volvo is trash after all that debacle so I'm not going to count it too heavy. They just cannot build an EV, it sees.
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I doubt I'd think differently, the odds of me owning one any time soon are slim to none. Or better stated, none to none.
I could go on and on, the EV has a long way to go, as does the grid before it's ready for prime time.