wyx087

Obviously someone in the market for a 14 years old car isn't going to find a suitable EV of that age. Car manufacturers really dropped the ball by not electrifying in noughties and too slow to build battery production in the ten's. I'm talking about those who buy new or a few years old. From 2021 and onwards, there's more than enough choices of long range EV to suit all needs. It is my opinion that if situations allow (driveways etc) those buying new ought to think long and hard about not choosing EV and bringing an ICE into the world that will pollute the world for 15+ years.

Sorry, I meant to say: and also stop sharing things with which you know are obviously false, otherwise you are essentially deliberately spreading misinformation. Springs, wheel bearing, faulty electronic control modules are all problems regardless of powertrain. Inverters, chargers and drive motor failures are exclusive to EV's, also including hybrids. Just like some ICE gearbox oil, all EV reduction gear oil are said to be sealed for life, zero service requirement. So in essence, all powertrain suffer from same mechanical wear and tear if same components were present. However, in earlier cost estimates, we are talking about regular servicing cost, not wear and tear component repair cost. Who would pay for that!? 4 inspections for £2300 Tesla doesn't have annual maintenance service requirement: https://www.tesla.com/en_gb/support/vehicle-maintenance

You should directly ask that particular youtuber, and also stop sharing things with which you obviously doesn't agree. However, don't forget, to get that ICE 540k miles, how much was spent on engine oil changes and other servicing? Indeed, for people with driveway, EV should be the default first consideration now. Doesn't have to have capability of supercharging. Tesla supercharging is not the only game in town. With Octopus Electroverse there's so many options out there that is compatible with just one RFID card. Cost of occasional public charging is not an issue if majority is home charged at less than 2.5 p/mile.

Could have costed you £2 in electricity. Instead, you would have paid over £12 in diesel. It's never about the range in UK, I couldn't utilise 300 miles range in my EV because people wants a break sooner than car.

That is very true. Scotland and Wales seems to have less ideal coverage. In Scotland one would be relying on CPS, which are quite poor. I have found there's more than enough superchargers when doing road trips, about one every 20-40 minutes in England along trunk roads. But for daily use, it's not as ubiquitous as petrol station so if don't have driveway it cannot easily replace petrol station. It all comes back to that "driveway new social divide" thread. I personally certainly wouldn't entertain idea of moving to anywhere without driveway. It was one of my Must-Have when moving in 2014, was planning for EV ownership and Vehicle-2-home after seeing Nissan Leaf capabilities. 10 years later finally got V2H. 😅

Thank you for posting that video. This is prime example to "dismiss claims that the batteries do die". This data analysis of over 500 Model S shows all sign point to 85% health after 200k miles and/or 10 years, https://www.nimblefins.co.uk/study-real-life-tesla-battery-deterioration This is my Model Y LR at almost 2 years old (the car was manufactured in July, looking at VIN) according to TeslaMate data recorder: First, let's compare like for like, the amount of space in Model Y is vastly more than Octavia, I've had both side by side at one point. Second, Model Y starts at £45k and LR is £53k. Third, massive performance differences, but let's assume we are driving normally, any performance difference are useless. More like-for-like comparison? https://www.carsized.com/en/cars/compare/tesla-model-y-2021-suv-vs-skoda-kodiaq-2016-suv/front/ https://www.tesla.com/en_gb/modely/design#overview So there's about £10k new car price difference, including Skoda dealership discounts, zero discount from Tesla. But there's servicing cost savings, where Tesla is a few pounds for cabin filter (https://shop.tesla.com/en_gb/product/model-3_y-air-filter). Whereas the diesel costs.....£200 every 2 years for oil change, £500 every 5 years for timing belt, £200 every 4 years for DSG oil change. (those were fixed prices I remember from before 2021 during my 2.0 TDI Octavia ownership) https://www.tesla.com/support/vehicle-maintenance Over 200k miles, 15 years, excluding tyres, repairs and insurance: Model Y - car 45000 + energy cost (203000 × 0.03) + cabin filter (50 × 7) = £51,440 Model Y LR -car 53000 + energy cost (203000 × 0.03) + cabin filter (50 × 7) = £59,440 Karoq diesel - car 36000 + fuel cost from your post 27870 + mandatory servicing (200 × 7 + 500 × 3 + 200 × 3) = £67,370 Even your Octavia diesel example would cost over £60k to drive that 200k miles.

13.75 p/mile 17.11 p/mile 15.5 p/mile in an EV at charged at 62 p/kWh. To get cheaper EV public charging at 30-40 p/kWh, simply sub to a Tesla charging membershipif not driving a Tesla: https://www.tesla.com/en_gb/support/supercharging-other-evs#supercharging-membership Fully loaded Model Y LR (less efficient than RWD) over 1560 miles, vast majority public charged, average 9.6 p/mile.

Actually you can see from my trip up north, even when vast majority is not home charging, EV is cheaper than a 2.0 (or 2.2) diesel running in convoy. All stops were dictated by the car occupants, not the car. Agree on the youtuber, I even find there's too much spin in favour of the big T, But at the same time, his channel is called "Just get a Tesla", a Tesla shill is par for course.

You are correct, there's 2 sizes for the CEE connector. I think he was not familiar with that and probably thought it was larger 32 amps socket. But as mentioned in the video the Tesla mobile connector is compatible with both sizes/amp given the right adapter https://shop.tesla.com/en_gb/product/blue-adapter---16a_32a- Also, for information, Tebay service is 55p/kWh only during 4-8pm. All other times is 40p/kWh, making it cheaper per mile than ICE vehicles. During my 1500 miles road trip, I have easily avoided charging more than necessary during 4-8pm peak periods. Using mostly Tesla supercharger at 30-40p/kWh range.

https://thehaveringdaily.co.uk/2024/06/07/videofirefighters-tackle-electric-car-fire-in-collier-row/?fbclid=IwZXh0bgNhZW0CMTEAAR3y2sW_1TrPQkagBDU0uO8qksZd4W5DBXJhjeELUW-3oGGv7BQSAFSZvz4_aem_AVLR86j6Lp0mtGC_r9jvMui1TMXE0wTIVaZeXJ6KjVzFEWbRIJnQGKElB3pUMTO-JHRO1rEaTjoMwUKmYw-Ntl1D&amp Fire on EV at MFG rapid charger. Though firefighter were dozing the inside of the car, not under the car where battery pack is situated. It's probably just another JLR vehicle fire 😜 Also worth noting, there is active recall for LG ES cells used by IPace, Taycan and some Audi's.

Public charging is just too expensive these days. Exclusive Tesla superchargers or EV tariff are the only way to go IMO.

https://be-ev.co.uk/driver-charging/pricing/price-drop/ Be-EV price charging price drop. Hopefully more will follow.

If you are worried about slow rapid charging speed, find a fast rapid charger (100kW or more) and charge the night upon arriving. Battery would be at better temperature compared to in the morning. Does Jag brochure talk about battery preconditioning? I'd thought all cars have it these days. If your car does have this feature, you can charge at any time. Just turn it on when you are making your way there. Key is finding fast public rapid chargers that matches your car's charging speed. @Luckypants Out of interest, what version is your VW software and vehicle model year? I'm looking at 77 kWh ID 3 for my parents as VW talks about enabling V2H for these vehicles with v3.5. Does ALL vehicle get latest software regardless of model year?

In the ideal world, you'd navigate somewhere and the car builds in ideal charging stops, typically arriving at 10-15%. In the real world, I navigate to destination and the car builds in ideal charging stops. But less than half way to the first charging stop, people in the car wants a rest stop so I select next supercharger and stop there. With a Tesla vehicle and Tesla's supercharger network, I personally try to stay within their charging network for fastest, easiest and cheapest charging experience. It's as simple as park up, plug in and walk away. I don't feel the need to seek out alternatives with current state of network and pricing. Everything Lucky lists are true for achieving fastest travel time, but end of the day occupants of the car dictates what happens on the day. Just plug in whenever parked for rest stop and you'd be golden. Similarly, I also don't public charge much. 93% of my charging is via AC and most are at home 7.5p/kWh. I try to leave home with as much as possible and arrive home with as little as possible. Trusting the car's built-in arrival estimate, which has never failed me.

This is data from TeslaMate which logs EVERYTHING Tesla mothership server provides. As you can see, charge rate starts really fast but drops quickly. I'm sure it could be faster because I navigated to the service car park rather than supercharger. Tesla vehicles will start pre-condition the battery an hour before arriving, I feel that is unnecessary. The fastest recorded charging session was 19% to 53%. It wasn't faster because I didn't navigate to supercharger until about 15min before arriving so battery didn't get pre-conditioned for it. The second fastest average was 17% to 83% at Larkhall SuC despite charge rate getting slower. I navigated to SuC and drove 44 minutes, so battery was spot on for fastest charging. For this car (2022 Model Y long range) at V3 or V4 supercharger, I expect back to around 80% in 30min whatever the condition. If I want to travel fast, I'd let the car pre-condition and aim for 10-15% arrival and charge to 65-70% in 20min.

Multiple 3 or 7 kW destination chargers are much much cheaper to install compared to single 50 kW rapids. If four 7 kW charger isn't enough for hotel guests, they should install more. The ideal situation is for hotel car park to become slow charging car park for all guests. I'm with Lucky on this one. There's 2 types of charging for 2 types of behaviours, destination and rapid. I wouldn't want to move my car at destination charger unless there's prior arrangement (eg. workplace lunchtime being asked by colleague in the morning). 50 kW rapid charger doesn't give much charge during a short stop but still require typical rapid charging behaviour: wait around to vacate. I typically stopped 15-30min mid-journey, the charger need to be able to replenish enough during that time. Waiting around for cars to charge really shouldn't be needed these days. EV charging works around the user. This is my point with this thread, apart from Portree CPS rapid charging and Edinburgh supercharging, all other charging were part of rest stops. I didn't have to do anything different compared to the other family in an ICE vehicle. In our EV, we stop and people stretches legs and use eatery/facility and the car recharges in parallel.

I've just done 1500 miles road trip, write up here: I whole heartedly agree with this, need more destination chargers:

Last week, done 1560 miles from my home in N London all the way to Isle of Skye (Scotland) and back. The outbound weekend was bank holiday weekend. Sorry to say it was a fairly uneventful drive. None the less, I thought a recount might be useful for people to learn what's it like driving EV long distance. For usual daily use, EV is extremely easy to use: never think about charging, never need to stop to refuel, never think about remaining range, ready to go every morning. Just plug in when parked on the driveway. But for long distance driving, charging will be required just as refuelling is required. Fully loaded car, 4 adults and 1 child, luggage completely filled boot, under boot compartment and frunk. Also travelling in convoy with another family driving a diesel Merc GLC for most of the trip. Their car is also fully loaded with 4 adults and 1 child. (A pair of walkie-talkie is highly recommended, especially in no mobile signal mountains) Summary stats: 1559 miles, 390 kWh and 4 mi/kWh counted by the car trip computer for driving. Total used is 436.5 kWh according to TeslaMate data logger, this also includes sentry mode I had on 24/7, cabin overheat protection, etc. Total cost of all public charging sessions + extremely pessimistic 80 kWh recharge at home back to 100% = £149.90. I asked the other family with diesel Merc GLC, they estimated £220 diesel cost. Their car returned 42-48 MPG throughout the trip. They refuelled at least 6 times that I am aware of. But their refuel strategy is to do it at cheapest place they find and don't like to see it drop too low. Remember, unlike diesel/petrol, same 1560 miles distance would have cost just £33 charged at home on EV tariff. What I have found is that people needed more rest stops than the car. Here's a quick rundown of rest stops that also charged: Friday 24th 312 miles Left home 100%. Hilton Park service (Birmingham) for lunch, 36min 57% to 94%. 1-4 other cars throughout my time there. Charnock Richard service (after Manchester, before Preston) for rest stop, 18min 67% to 87%. About 2/3 throughout (3 more where I am) Carlisle for late afternoon stroll around and hotel, no charging. Saturday, 25th 244 miles Left hotel 52%. Start driving in convoy, other family drove up Friday midnight. Larkhall Supercharger hotel for rest stop and introductory chat/planning, 34min 17% to 83%. Quite busy, ~2/3 full throughout, but always space for cars arriving. Overnight stay at a hotel near Fort William (all accommodation in the town were full when booking 5 weeks in advance), no charging. Sunday, 26th 144 miles Left hotel 33%. Breakfast at Fort William McD and buy supplies at Morrisons, also done Supercharging, 53min 28% to 98%. No one around...... Portree main car park CPS rapid charging, only 3 chargers, this one was very busy, I was lucky to have a space available when arriving. There was 45min charging time limit to avoid overstay fee, so I came back at 30min and waited a bit, 2 more EV's came look for charging whilst I was there. The old knackered rapid charger only provided pitiful 30 kW and expensive at 70p/kWh. Ended up charging for 43min and moved the car, waited for others to come back from their stroll around Portree. 54% to 79%. AirBNB near Portree, trickle charged at 5 amp to be safe, packed up the cable in the evening due to rain, 77% to 79%. Monday, 27th 75 miles Left AirBNB with 78% Old Man of Storr parking had 11 kW AC and a 50 kW rapid, not on any of the maps, I plugged into 11 kW AC. 1.4 hours 75% to 95%. No one else charging, forgot to take a photo. AirBNB trickle charging overnight, with 6 amps, 10min on and 10min off to ensure no chance of house circuit overheating whilst I sleep. 69% to 82%. Tuesday, 28th 69 miles Left AirBNB with 82% Back at 54% Wednesday, 29th 252 miles Left AirBNB with 52% Fort William Supercharger whilst we eat lunch in town, 52min 18% to 97%. This time it was quite full, 2 stalls available when i arrived but one was inaccessible due to non-Tesla and short cable. When leaving, I was only one there, guess most other drivers were also eating lunch. Arrive in Edinburgh Park hotel at 48%, no charging. Thursday, 30th 10 miles City break, wonderful tram into city, no driving. The older folks of the party wanted an afternoon nap. I've been to the city so I volunteered to take them back to hotel and I went for charging. Tesla Edinburgh service centre supercharger, 38min 42% to 93%. I also had a sit in the new Model 3, I like the rear screen. Only a few other cars at this 16 stall location. Friday, 31st 248 miles Left hotel with 87% Extremely short toilet break at Adderstone service, the superchargers were busy but I didn't need to wait. 6min 57% to 67%. 1 car was waiting when I was leaving. Another short toilet break at Washington supercharger hotel. 12min 42% to 66%. It was V2 but slightly less than half full so got full speed. Hotel at York, this one has destination charging but more expensive than supercharging. So arrived with 28% and only charged to 55%. Saturday, 1st 205 miles Left hotel with 55% Railway Museum is worth a visit. Other family parted ways to go to Leeds. Stopped at Newark on Trent supercharger for quick toilet break, 13min 19% to 53%. This one was completely empty and it was cheapest along A1, no brainer. Arrived home with 14%. All charging, taken from Tesla supercharging export spreadsheet and added other paid charging manually: As can be seen, simply charged up whenever convenient. Only 4 times took on more than 50% of the battery, never needed people waiting around the car. At all times charging period is dictated by our needs to use eatery/facility nearby. Charging is often done before we are. Also interesting to note, we only 200-312 miles each day. It is entirely possible to comfortably drive most days without needing to charge en-route. If every overnight location had well priced charging, this whole trip becomes completely effortless and doesn't even need so many expensive charging hubs to be built. So my take-away: - Destination charging at overnight stay can make trip effortless - At busy locations, try to avoid meal time to avoid possibility of queuing - Tesla supercharger are cheap and entirely dependable. ChargePlace Scotland charging is super expensive and not dependable - Home EV tariff is super cheap - UK roads don't allow travel fast enough to really need any longer range EV - Long range EV already drive long enough and charge fast enough compared to people's needs - Tesla Autopilot is awesome

I just got back from my 1560 miles trip. I'll write about it up in another thread next week. Certainly didn't need 18 charging stops I charged whenever convenient, total 12 times but only 4 times took on fairly large amount (35 kWh or more, or more than 50%). Reality is people always need more breaks than the car. My friend in a diesel fuelled up at least 6 times that I know of whilst travelling in convoy. Of course, he stops at cheapest we find along the way, which isn't optimum refuel strategy for minimum refuel count.

I graze charged at this exact location where silver car is parked. https://maps.app.goo.gl/LdHoB8Y1LBDgs8Tu5 There was a 3-phase AC post and a rapid charger. I used AC to keep car topped up to 95%. Tapped my CPS card. But I can’t find this on CPS map nor Zapmap. The charging isn’t showing up on my account charging session page. Any ideas? 2nd time using CPS, first time at Portree DC rapid, only got 30 kw and had to vacate after 45min to avoid overstay penalty.

Up near Fort William at the moment. 556 miles covered so far 140 kWh used £40 spent in supercharging (But left home 100%, currently 35%, so need to add ~£4 from home) 3 supercharging so far, one more this morning before heading to Skye. Friend travelling together in a diesel GLC already fuelling up twice, going to top up again this morning. 4 adults and a kid in the fully loaded car. Driving up to Carlisle first day, there’s always someone wanted to stop for one reason or another. Charged twice, never went below 50%. At most, superchargers were ~2/3 full. Never had to queue, all worked first time plugging in and got full speed.

https://allstarcard.co.uk/resources/ev-insights/allstar-charge-place-scotland-network CPS have now turned on roaming with Allstar. Hopefully Electroverse next 🤞

In case anyone is interested, attached to OP of this thread shows what's inside the Nissan OEM 3-pin charging cable: https://www.speakev.com/threads/fault-with-nissan-e-nv200-granny-charger.184970/

Nice. I'm assuming you are talking about Octopus Agile, so is it Ohme? Zappi does most of it, except Agile integration? I've had Podpoint, as dumb as they come. Now got Indra smart pro, seems smart with the sleek app and lots of options. But I'm not entirely happy with it because charging amps is not user adjustable, solar control is a blackbox with only a single on/off toggle. Only saving grace is the manual "boost" mode is a button directly on the charge point.

On 20%: The old recommendation was based on unreliable rapid charging network and shorter range EV's. If you only had 100 miles WLTP, 80 miles real world range, at 20% 16 miles there isn't a lot of options left. I've been there. But these days, if you have 250 miles real world range EV, you can drive it down to 10% and know there's still 20 odd miles if you can't get a charge. However, that's rarely needed nowadays down south where there is typically 10+ charging stalls at hub locations. On 80%: The charge to 80% rule only really applies for daily use if you don't need full range every day, simply plug it in every day and know you have 80% (or whatever you've set) range every morning. On road trips, you can still use en-route rapid charge to 100% if you need the extra range, but it's not often done because it's quite slow on a lot of EV's. Less time waiting by stop and charge 3 hours later during another comfort stop. On longevity: I would say don't leave it setting outside 20%-80% for days. It's fine for a few hours, such as I'd cheaply charge up to 100% before 5:30 and use the car at 10am. Or get home at 5pm with 15% and wait until midnight to charge it. Li-on battery don't like to be stored at extremes. Going further, if you are OCD about it, you can keep it charged at 50% if don't need the car next day and only dial it up if there's plans, that's what I do. But end of the day it's meant to be used and a good battery management system (BMS) takes care of it. Example: I've noticed at high state of charge and hot days, Tesla will run fans for a while after parking to cool down battery pack. Or old days at low SoC, compressor would also run for a bit after driving to scavenge remaining heat into the battery.