Data from thousands of EVs shows the average daily driving distance is a small percentage of the EPA range of most EVs.
For years, range anxiety has been a major barrier to wider EV adoption in the U.S. It’s a common fear: imagine being in the middle of nowhere, with 5% juice remaining in your battery, and nowhere to charge. A nightmare nobody ever wants to experience, right? But a new study proves that in the real world, that’s a highly improbable scenario.
After analyzing information from 18,000 EVs across all 50 U.S. states, battery health and data start-up Recurrent found something we sort of knew but took for granted. The average distance Americans cover daily constitutes only a small percentage of what EVs are capable of covering thanks to modern-day battery and powertrain systems.
The study revealed that depending on the state, the average daily driving distance for EVs was between 20 and 45 miles, consuming only 8 to 16% of a battery’s EPA-rated range. Most EVs on sale today in the U.S. offer around 250 miles of range, and many models are capable of covering over 300 miles.
All the complexity of a gas engine, plus the cost of a battery. Just so you can use the range once or twice a year? What happens when you don’t use the gas engine for months and then go to start it with gelled gas? You’re trying to solve a problem that the article shows doesn’t exist for 99%
Batteries are more complex. A 200lb battery is less complex than 1000lb or 2000lb battery.
EDIT: I’m an electrical engineer. I can prove to you the complexities of a modern EV Battery. Or do you think 400V systems composed of parallel transistors, battery-management systems, and a whole slew of literally fucking computers estimating the internal-state of the thousands of individual cells that compose a modern EV is a “simple” task?
EDIT: Do you know what kind of degrees you need to design a battery-management system? To mass produce those circuit boards? And to do it all over again 2 years from now when all the chemistries change and therefore the internal estimates of each of these cells completely and drastically changes? No? Please stop pretending that “Batteries” are simple.
Case in point: it’s the battery that will most likely fail in ALL of the discussed designs here. Why? Because chemistry is incredibly difficult and hasn’t been solved yet. I do await for the future improvements in the EV battery pack that are sure to come over the next few years and decade… But let’s not pretend that anything is done R&D yet.
The gasoline engine? Okay we’re up to Atkinson cycle so that’s a bit different but was around in the 1800s anyway. Nothing is really new or complex here. The engines mechanics were understood nearly two centuries ago.
There’s a reason why gasoline engines are so reliable, while batteries keep having faults. Complexity has a lot to do with it.
If only computers existed and had timers that automatically burned off stale gasoline.
Also, just fill up 2 gallons or so to minimize the stale gasoline effect. You’ll only be filling up once or twice a month with all the EV driving you’ll be doing in practice.
No. The 800+ to 1500+ extra lbs of battery you lug around with a full 300mi electric car is what’s actually being wasted in practice.
Batteries are absolutely not more complex than an internal combustion car. They’re newer, but not more complex.
Why is it that all the batteries are the things that fail in these designs?
And why is it that the gasoline engine lasts for a decade or longer, with very few repair issues? In fact, when was the last time you heard of an old car where the engine needed to be replaced?
When old cars break down, its the suspensions, the belts… radiator (those things rust / break surprisingly often), etc. etc. Its not really the ICE parts that break down.
Check engine lights, oil leaks, coolant leaks transmission leaks, timing belts, timing chains, thermostats, water pumps, compression leaks, vacuum leaks, catalytic converters, oxygen sensors, ignition coils , spark plugs, spark plug wires, distributors, fuel pumps, fuel filters, fuel leaks, cracked block, thrown rod, warped crankshaft, scorn cam shaft, cam phasers, differentials, transmission problems and on… and on…
These are just SOME of the repairs that are common to ONLY gas vehicles and you won’t have any of these problems with an EV.
And yet…
https://www.consumerreports.org/cars/car-reliability-owner-satisfaction/electric-vehicles-are-less-reliable-than-conventional-cars-a1047214174/
You can theorycraft all you want. I have hard stats.
You don’t have any stats. You have a link to a consumer reports article based off a survey…
Let me show you how flawed that is:
I’m going to hold a survey of my household to see how many people say you are wrong.
The results are in! 100% of the people surveyed said you’re wrong!
Consumer Report’s survey is considered one of the best in the business. The name speaks for itself.
If you don’t want to believe it, then whatever. Feel free to give me the stats behind your discussion points.
I already have. Here are the stats again:
Gas vehicles have complex combustion engines, transmissions, differentials, emission systems all of which require maintenance and can leak fluids that are expensive to fix. All of which are common points of failure. Everyone I know owns a car and all of their cars have had problems with one or more of these systems. These are all facts that are common knowledge and don’t need any supporting evidence.
EVs have 1 common point of failure. The battery. That’s because there isn’t anything else to break on them. They’re simple and durable.
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Not my experience.
I’m glad you have experience. But I’m far more likely to trust Consumer Reports and their published experience than your individual experience.
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Hybrids are the most reliable. That’s my point.
The overall numbers are a bit misleading yes. But…
So its still possible to pick out reliable PHEVs with research (and EVs I guess). But all this “Hybrids are more complex” is a crock of bullshit. They’re literally the most reliable vehicle on the market when taken as a whole.
Sorry, fellow me/ee, disagree on complexity, having worked directly with both. Advantage of mechanical systems: theoretically predictable action, repeated endlessly so long as torque at the tires is req’d. Reality: tolerances in various parts open over time, resulting in a nonlinear decrease in efficiency and power. A symphony of hundreds of bolted joints, springs, tappets and valves, a sum of thousands of parts dancing while a complex ECU watches over the system. A single part or joint far enough out of tolerance will cause very, very expensive damage.
Battery powered vehicles: motor has full torque at close to zero RPM, all components in the control system are solid state, and software (always updateable) handles control decisions. Electric motor has 6 to 30 parts, based on whether liquid cooled or air cooled.
What do you mean with batteries will fail?
I mean just that.
The internal chemical structure of Li-ion is only designed to work for a limited number of charge/discharge cycles. As the chemistry is stressed out, the internal metals begin to form dendrites (or in more simple terms, spikes) internally.
We have reasonable estimates for how long this takes, but everyone’s battery pack is different. And the process is invisible (you have to cut open & destroy a battery to figure out how much of these dendrites or whatever have formed). So the best we got are some computers slapped on the outside of the battery pack that measures temperature, voltage, current, and time to guestimate the effects from the outside.
As cells fail, modern BMS systems will reroute power away from degenerated cells. Its not that the problem was solved per se, its that modern battery packs have a bunch of extra cells waiting in reserve to pretend that nothing has happened to the end user. But this process eventually breaks enough cells that the whole pack fails and inevitably needs replacement.
Exactly when depends on how many cells were left in reserve, how much “fast charging” you do (which is extremely harsh on the internal chemicals), the temperature of the pack under use, and any aggressive driving you might do that heats up the pack more than usual.
Its… really complex. There’s a lot of research going on right now to try to stop these dendrites from forming.
EDIT: In any case, Consumer Reports reliability surveys on various parts of say… a Toyota Prius Prime or other PHEVs. Go look at them all, see what parts fail. Its the battery.
Here’s GM Volt. What’s the problem? Oh, the EV Battery again, and looks like the EV Charger is also terrible cause GM must have messed that up too.
But yes, its the electrical parts that are more complex and prone to failure in almost all of these cars.
Here’s Chrysler Pacifica. Oh boy, lots of parts of this vehicle is terrible. But as predicted, the EV Battery is among the worst of parts again.
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I chose Toyota first for a reason. The other two are just common PHEVs that came to my mind.
In all three cases, the Battery Pack is one of the least-reliable parts of the car. Even for notoriously unreliable cars, the worst part remains the battery.
I’m not kidding when I say that the battery pack is one of the most complex and least-understood parts of EVs, Hybrids, or PHEVs.
EDIT: Wanna go Honda? Guess what part was least reliable again.
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Gas engines just don’t fail today man. It will almost always be the battery pack. Stats prove it.
I’ve looked at a fair number of these different vehicles from different manufacturers.
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This is utter horseshit. Gas cars fail way more because they have way more parts and all of those parts require more maintenance.
I would know, I bought a house and put a kid through college with the money I made fixing gas cars and now I’m changing careers cause EVs are taking over and they rarely break.
The batteries degrade over time slowly, especially compared to gas engines. Just compare the warranties! Gas drivetrains get 3 year / 36k mile warranties. EV battery warranties are 8-10 years.
Like seriously, do you look up stats?
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If I have a 400 V 50 kWh battery and charge at 400 V 50 kW, won’t it be charging at 1 C? Like you could use the Nissan leaf as an example but it’s dishonest since it’s the worst type of battery cooling, air, which makes the cells die prematurely.
Tesla is one of the more failure prone brands. Hybrids are a bad solution since it won’t address the problem fully, and only serves to lengthen the ICE industry.
Don’t let perfect be the enemy of good.
There’s no perfection in engineering. Just a series of compromises. Anyone who is an absolutionist is going to have a bad time in engineering, policies, and politics.
Using fossil fuels in ICE is a waste of resources
Agreed.
Which is why converting 100-million ICE cars to 100-million Hybrids is our best chance for reducing our fossil fuel consumption.
We are Li-ion limited right now, and will continue to be Li-ion limited for the near future. Hybrids are magic technology because not only is Li-ion chemistry available, but also cheaper/easier to manufacture NiMH (Nickle Metal Hydride), which grossly reduces fossil fuel consumption on the order of 30% to 40%. (50mpg vs 30mpg is 40% savings).
You wish to deny the intermediate step just because… of your weird obsessive compulsive desire of perfection? We all know that 100-million EVs is out of the picture, even on the scale of 10 years of progress and production. We’re literally going to run out of Lithium by 2025 and become production constrained.
When the battery tech is ready. Sodium-Batteries are coming as are Silicon-Lithium, both of which will improve our chances. There’s also recycling centers that aren’t functional yet before Li-ion is a truly green solution.
How many EVs do you think can be made in the next 10 years? Now multiply that by 5 to 20 (because PHEVs / Hybrids use 5x to 20x fewer batteries than a pure EV). How much fossil fuel savings do we get from 20x more Hybrids (or 5x more PHEVs) ??
Its an intermediate step, but economically speaking its a necessary economic step because its more efficient to transition from ICE -> Hybrid/PHEV -> EV, than to not do so. Especially given the economic realities of spinning up Li-ion production.
Lmayo converting 100 M cars is not realistic either
… chrysler what are you doing
That Chrysler Pacifica is one of the few electrified solutions with 7 comfortable seats.
Despite that terrible reliability, its one of your best family-van options if you care about electrification at all. You just gotta grin and bear it.
It’s interesting to be on the other side of watching a subject matter expert being downvoted by laymen suffering from Dunning Kruger. Their feelings will always Trump your knowledge.
I’ve read enough on these systems to understand you’re speaking the truth here. Thanks for trying. I learned some new details on these system’s complexities.
The batteries may be more complex, but not for the end-user.
https://knowyourmeme.com/memes/to-be-fair-you-have-to-have-a-very-high-iq-to-understand-rick-and-morty
How many moving parts does that complex batter have, compared to a car engine?
What’s the normal operating temperature of that battery, compared to a car engine?
How many replaceable fluids are needed to keep that battery running, compared to a gas engine?
Hybrids have been out for over 20 years, and this simply isn’t an issue.
Furthermore, “a problem that doesn’t exist for 99%” is false because this article is just talking about averages. When you look at the average mileage driven per state, it ranges from 9,900 miles to over 24,000 miles per year. There is no one size fits all solution. Would you rather someone drive an old Suburban 100 miles per day or a Prius prime 100 miles per day? It’s that simple. These people aren’t going to buy a BEV until the segment is nearly ubiquitous, if ever.
I think people use the gas more than twice a year. For me, the electric could suffice for weekday commutes, but weekend trips end up requiring the gas.
I have personally avoided EVs in favor of PHEVs because I think charging all the time would be a pain. EVs like Tesla claim you get like 320 miles of range, but that’s on a full battery and they recommend only charge to 80%. So it drops to 256 miles. However even that is on the high end as driving at normal highway speeds, using AC or heat, in cold weather all kill the range even further. Tesla actually got caught exaggerating the range and canceling customer appointments over the issue. So, a realistic estimate there is probably more like 175 miles left. From there you probably don’t want to risk getting stranded and would need to find a charge with no less than 25 miles left. This gives an effective range of more like 150 miles out of the claimed 320. If you’re on a road trip, stopping every 150 miles for 20-40 minutes is going to be a pain.
As a model 3 owner of 5 years, your math is just wrong and charging is a minor inconvenience if you have a level 2 charger at home or work. I went the first 3 years with no home charging.
I went well over 200 miles on my first road trip with the Tesla … on highway, with heat, and my speed demon teen exceeding 90 mph when I wasn’t looking
If you can use a charger at home, most charging is a non-event. Plug it in when you get home and it’s just always ready to go.
I’ve only ever charged on the road once. It was 15 minutes of walking around Walmart
Once or twice a year? Do you mean daily? We have a phev Prius and it is great. It is able to run EV mode to work, but the trip home requires hybrid mode.
If you took the cost of gas engine and had a bigger battery instead, you could make it home without burning gas. How often do you travel more than 250 miles round trip? For me, that’s only once or twice a year.