wyx087

That's the reality, unfortunately. There's more and more EV's on the road, the chargers are breaking down more often as they get more use. People running the stores are not interested enough to be on top of contract renewals or "service plans". So overall, now is the worst time to own EV without home charging. At very least the out of order ones are not on maps so it wouldn't waste people's time trying to find charging.

I've gotten rid of de-icer and scrapper now with all EV....... looks like they are still useful in extreme weather. Ordered some -19 concentrated screenwash from Tesco click&collect. Add it in without diluting will hopefully make the fluid more resilient to freezing, it's about half full. EV's really need some resistive heater in the washer bottle and the spray nozzles. Model Y have heated elements at the wiper park location to keep it soft and wipe well, but there's absolutely nothing for fluid and nozzles.

Why wouldn't energy company let people switch between tariff? I've switched between e7 and normal tariff no problem, before smart meters. The key is marrying parking and charging. It doesn't have to be right outside one's house.

There's a few great solutions to people without driveway, a few seconds from this point: And calculation in the video shows as long as don't exclusively use public rapid charging, EV is still cheapest.

Looks like a lot of Genie chargers..... not most well known for reliability. I feel currently trunk road charging hub seems to be in fashion at the moment, rightly so. More spread-out single or dual charger locations tucked away in supermarket or car parks seems to have been forgotten, unfortunately. I agree with his initial sentiment, use destination charging as much as possible. The more people find ways to plug in when not using the vehicle, not think in petrol station mentality, the less pressure is put onto rapid chargers.

87 miles yesterday, stopping at my parents for morning and then further up the road (A1M) to kid's birthday party. -4c to 1c, 330 Wh/mi, 3 mi/kWh. Washer fluid did work and I took it easy with family. 28 miles commute this morning, -6c, 380 Wh/mi, 2.6 mi/kWh, hammered at "70"mph set with AP up the M1. Windscreen washer fluid isn't coming out 😞, I need to buy some super strong concentrated to mix it in. This morning, I kept an eye on trip display. Consumption started at almost 500 Wh/mi, this trip-average slowly dropping initially, then started dropping quickly after 20min, down to what I got eventually. Unsurprisingly if driving short journeys, get bad efficiency figure. Leaf was at around 55%, after 12mi school runs on Friday which is much less than 2mi/kWh. So my wife also wanted to charge the Leaf due to freezing temperature. I charged both cars last night in 4 hour cheap period, 7 kW on Tesla and granny charger, ~2.4 kW on Leaf, plus conservatory dehumidifier, I pulled over 10 kW during most of 4 hour period. My energy monitor tells me outdoor (not through house interior fuse box) used 35 kWh to charge 2 cars. With Chademo V2H installed, probably be looking at ~45 kWh in 4 hour cheap period if charging both cars, I'll be looking at install a linked smoke alarm and some fire suppression auto-break-on-heat thing before next winter.

Totally must-have for us too. Leather seats are option. Heated seats are a must for leather seats. If not leather, as long as the material is easy to wipe clean and wouldn't easily stain.

Monday morning I was getting 600 Wh/mi initially in the big car, settled down to 400 Wh/mi (2.5 mi/kWh) after doing 6 miles return school drop off. Tuesday charged Leaf to 100% and wife got it down to mid 50% with 12 miles total school run + detour to shops. Recharge back to 100% used 8.2 kWh, so around 1.5 mi/kWh Short trips kills efficiency. But same, we wouldn't have it any other way. Wife was very happy this morning, no scraping, simply turn on pre-condition 10-min before leaving.

There's already reaction from the industry: https://www.autocar.co.uk/car-news/new-cars/kia-avoid-dangerous-price-cuts-protect-residual-values Not sure I'd call high residual value a strong used car proposition...... more like a poor value used car proposition. Sounds like: we want to keep prices high so that EV will always seems expensive. May I interest you with the petrol Picanto? Remember, Tesla are looking to sell 1.8m to 2.1m EV this year. Kia are planning to increase EV sales to 500,000 in 2025.....

What's discriminatory about pointing out the limitation with Tesla superchargers when non-Tesla's are involved? Cables are very short, so some non-Tesla's will take up 2 bays. To minimise wasted resource, cars charge port on the right-rear should bunch up so only 1 space is wasted. It's equally as valid to say Tesla's should bunch up, if a Nissan Arya, for example, turn up and see only alternating bays are used. All supercharger sites that are made public are V3 250kW, so V2 power sharing is no longer an issue.

That's really poor with non-Tesla taking up multiple spaces. At least bunch up so only 1 space is wasted.

£45k for MY is incredible value. Such a small price different to Model 3, unless you MUST have a smaller car, it's almost no brainer to go for the hatchback. It is the well regarded LFP battery, car and battery manufactured in China. Personally, I feel lucky. My order was £55k (before options) for MY LR, this was the initial MY price in early 2022. So only £2k price drop for me. But I delayed pickup by a few months, so I got parcel shelf (early cars didn't) and suspension felt slightly better than very first batch. I think I also got the last batch with parking sensors. BUT I would have been just as happy with the £45k MY, so the money pinching side of me is not too happy. My original ideal MY was AWD 250mi LFP battery with 7 seats. I think it's changing times, where they have the margins to lower pricing. Try to get people who are still able (or irresponsible) when entering into a long recession. All other manufacturers do the same with dealership discounts or contributions of some kind. We'll soon see return of dealership "offers", if legacy manufacturers can afford it.

Range extended EV's, just the way plug-in hybrid EV should be. There's also Nissan e-power, where ICE isn't involved in driving the wheel, only the electric motor. Shame its battery has been reduced to nothing and all energy comes from fossil fuel.

UK price cuts: £45k for RWD MY £53k for LR MY £60k for Perf MY £43k for RWD M3 £51k for LR M3 £58k for Perf M3 Are ultrasonic sensors worth £2000? Not sure, but that's the difference between my car (has it) and current cars getting delivered (not have). Not too hung up about price cut personally, but would not have been happy if I paid £58k for a MY LR last week.

Yeah, authorisation charges on contactless payments are a joke with EV charging. At pay at pump petrol stations, at least ~2 years ago, 99p pre-auth was put on before allowing you to take £99 worth of fuel. But somehow EV drivers are seen as scummy and require payment of £30 to dispense a few pounds of energy. The difference is then refunded to you. If you have a failed charge or if charger lost comms, you may have to manually chase the charger operator for the money! BP is particularly bad with this. I try to avoid them as much as possible.

Grrrr.... free does not work, it breeds the greedy. When are Scotland gov funded chargers going to require payment?

28 kWh per day, more than adequate for local use and get on the way for return journey. Token system is a great idea. Sounds like one of you is eager for people to unplug when done while the other is saying will occupy for longer than necessary? 🙄

Well, of course mash the pedal more will waste more energy. But driven in the same way, larger motor doesn't mean higher power draw. This is ICE mentality. Ioniq 30 kWh is usually considered most efficient EV, 120 Hp. Model 3 RWD 55 kWh is just as efficient. 280 Hp. There's less than 3% efficiency difference between them, probably due to vehicle weight differences than power differences. https://www.fueleconomy.gov/feg/Find.do?action=sbs&id=40384&id=41416

Unlike ICE cars, the power rating of the motor wouldn't affect efficiency by much. This isn't the problem. Weight of the car is difficult to bring down when ever larger batteries are involved. Only by changing public perception for mega range, we can have reasonable sized battery. I agree we must push for more efficient cars. But got to keep in mind sometimes there is a requirement for a slightly larger vehicles. Not everyone is a kids-free couple that only goes on weekend trips with a small luggage (as example).

The hotel car parks are definitely destination charging, did you have to use your own cable? If answer is yes, it's destination charging and it is meant to be used for all plug-in vehicles. I'm talking about the rapid chargers where huge thick cables are on the charger. PHEV charging on rapid would be similar to parking a BEV at petrol station to buy windscreen washer fluid at the shop.

The larger the battery, the easier it is to have higher power output. Small battery cannot do high power flow (in and out) due to it would have a C rating exceeded its capability. Unlike ICE cars, putting a higher power motor into large battery car doesn't significantly increase the cost. The "logic" (not saying it's right, just speculating why) is that battery are expensive, if you put large battery, might as well make the car into a "prestige vehicle" so that it can remotely worth the asking price. Case in point, who in their right mind would pay for a £50k+ Ford? I still think efficiency is king. Any EV, as long as it was designed with efficiency in mind and is one of the most efficient in its class, it's a good one. Greta is 20 now?! I always thought her as mid-teens campaigning on behalf of children. Time flies!

Needing 4 hours to recharge is not rapid charging. You got to remember there is a difference between AC destination charging and DC rapid charging. Most motorway services are rapid charging only. I'm not saying PHEV shouldn't charge away from home. I'm saying PHEV shouldn't use rapid charging.

You don't. PHEV are designed for local journey and occasional long trips. They have no place charging en-route because they can continue their journey on dino-juice. DC rapids are a 5-60min (depends on the car) splash and dash affair. To enable BEV to travel beyond their battery range. Yes, the time people sit on the chargers can be an issue. But at the same time, it depends on the location. Example, you wouldn't expect people to move their car 4am at a hotel. Similarly for AC destination chargers at park and ride, where the owner is miles away.... Short term first step, getting everyone with a driveway who can easily own an BEV to not buy fossil fuel powered car. It's the lowest hanging fruit.

As toot said, £4 is home charging before leaving and after back to similar percentage. Not including AC charging near the museum. That translates to 53.3 kWh, out of 80 kWh used. Let's be honest, it would be foolish to charge at home and NOT get on time-of-use tariffs if at all possible. Currently best deal is 10p/kWh EV tariff with compatible car/charger, or 12p/kWh without.

Real world range and costs: I did a return trip 26th and 27th to Leicester. 241 miles. It may be possible to make it back in one charge if I hadn't used sentry mode overnight. But I found a free AC charging spot near the museum we were visiting, so charged there for 4.5 hours. Total cost: £4 Cost per mile: 1.66p/mile Here is my data tracker page for this trip. Record started at 66% and ended at 70%, hence higher "added" compared to "used". Cost of £4.04 is based on amount charged, not amount used. Net consumption is driving, gross consumption includes sentry and running the heating but not driving. Temperature 3-8c throughout the 2 days. Let's say I had to use expensive rapid chargers. Total 80.1 kWh used, let's say 70 kWh from the home charging (7.5p/kWh), 20 kWh at en-route rapid chargers (let's say 60p/kWh), that's going to total £17.25 for this trip. or 6.9p/mile. Still waaaaaay cheaper than any liquid fuel.