Range

Range is about measurement methods, battery health as well as advice, tips and experiences on how to get the best possible range.

Used cars without a safety net

Posted 04/02/2023 by Terje Bjørnstad

If you are going to buy an older electric car, it is of great importance to know how much the batteries have lost. If you are unlucky, you can end up with the "cat in the bag" without being successful in some instances. No one is required to disclose the health of the batteries. You have to find out for yourself.

Much to gain from checking battery health

When the first electric cars arrived, many were skeptical about the lifespan of the batteries. Therefore, an extended warranty was given. Everyone knows that batteries lose weight over time, but no one can predict exactly how much. By comparing 8-10 year old cars of the same model and year, you see clear variations. As the batteries gradually wear down over several years, it can be easy to forget to check the batteries before the warranty expires. And for those of you who are looking for a good electric car from an older vintage: Of course you should check the battery's health before signing a contract!

Let's go back to 2015

Then ordinary people could buy full-fledged electric cars - cars that could be used on longer journeys and that looked like real cars. The Nissan Leaf was already well established when it was joined by the Volkswagen e-Golf, BMW i3 and KIA Soul. Today, 8 years later, we can state that the cars have withstood the test of time well, both technically and visually. They are good options for first-time buyers and as the family's number 2 or 3 car.

KIA Soul EV

Watch out for bullshit!

It was a breath of fresh air on the electric car market with its tough, youthful design and – for its time – "large" battery pack with more capacity than the competition. Net 27 kwh and 30,5 kwh gross. From 2018, the net capacity increased to 30 kwh. KIA gave a 7-year guarantee of at least 70% battery capacity. Several owners have reported large capacity losses, so if you own a KIA Soul, you should check the batteries before the warranty expires. The remaining capacity can be read via the car's OBD2 connector, or have it checked at any workshop.

Prices

The 2015 KIA Soul is offered today for between NOK 80-120. Stated range is 000 km (NEDC).

Find battery health

The remaining battery capacity can be easily read via the OBD2 connector which you will find under the cover on the lower left of the dashboard. An OBD2 dongle costs only a few hundred Swedish kroner and can be purchased online. Make sure it supports the CAN protocol and fits your phone (Android or Iphone). With the dongle in the socket, you can connect via Bluetooth with apps such as "SoulSpy" or "Torque". Go to "Vehicle" data. The field is called SOH (State of Health) and shows the remaining battery capacity in percentage.

If the seller is a car dealer with a workshop, ask them to check the SOH, regardless of whether the seller tries to convince you that it is not right or necessary. It only takes 5 minutes. If you are going to buy from a private person, it is not as easy to fumble with an OBD2 dongle and app, if you cannot do it together with the seller. If you cannot read the status, you must try to calculate the range based on remaining km and remaining charge. It is the only basis for documenting that the batteries are relatively intact. You have to trust the numbers - not what the salesperson tells you.

Sales picture. 49km over 13/18 dashes reveals either an uneconomical driving style or a bad battery. As a buyer, you must assume that it is the latter.

Nissan Leaf

Battery capacity and condition (dotted line at outer edge)

Ordinary people's turn!

In contrast to today's government, Nissan understood early on what this term meant, when they were the first car manufacturer to make full-fledged electric cars for most people. The Nissan Leaf has proven to last for many years and is a very safe used car purchase. On cars between 2013 and 2015, the battery pack is 22 kwh net - 24 kwh gross. with a stated range of 199 km (NEDC). From 2016, the Leaf could be delivered with batteries of 28 kwh net - 30 kwh gross. Nissan only gave a 5 year/100 km warranty on the first battery packs. Extended warranty of 000 years 8% was introduced for battery packs from 70 kwh and above.

Prices

The 2014 Nissan Leaf is offered for between NOK 70-90 (source: Finn.no), and 000 models for between NOK 2015-60. I would strongly recommend ditching these early models and going for a 120 or 000 model year with 2016 kwh batteries. There are cars at the same price as the ones mentioned above (from NOK 2017-30) - perhaps with higher mileage and not as pretty - but still a better buy due to better range and battery warranty.

Find battery health

Nissan has an exemplary system for showing the remaining battery capacity on the instruments. On the scale above the charge, the remaining battery capacity is shown in the outermost arc. 12 lines mean that the battery's capacity is between 100% and 85%. At 9 bars, the battery is below 70%. Nissan's warranty is triggered if the number of dashes falls below 10 during the warranty period.

BMW i3

The BNW i3 is also usable with a short range

The design and choice of materials place the BMW i3 in a class above the KIA Soul and Nissan Leaf. In terms of size, it is smaller than the other two with 4 seats and 3 side doors. Original battery capacity was 18,8 kwh net - 21,6 kwh gross. From model year 2017, the BMW i3 had its battery capacity increased to 27,2 kwh net - 33,0 kwh gross. BMW's battery warranty is 8 years for at least 70% remaining capacity.

Prices

BMW is also in a different class in terms of price. Both model year 2014 and 2015 are in a price range just below NOK 100 to 000 (source: Finn.no). Be aware that the BMWs are also more expensive to maintain. According to the manufacturer, the batteries in the i140 should not be damaged by being constantly fully charged with the charger connected. The remaining battery capacity can be checked from the dashboard.

Find battery health

There is a service function via the dashboard where you can read the remaining battery capacity. The video clip below shows this in an excellent way. The trick is that you must first retrieve the car's ID number, add up the last 5 digits and use this sum as an access code to unlock the service function. Information about the remaining battery capacity in kWh can be found under "Tank/Battery". It must be net capacity that is displayed.

If you are in a position to buy, it might be nice to have done the test on another i3 before you approach the seller. Is the seller private, maybe you can do it together? If you buy from a brand dealer, they will know the function - and maybe talk you out of checking. Anyway, since the function exists and can be performed without doing any physical intervention, you should verify the number.

Markus Klemm – How to Find Your BMW i3 Battery Capacity

Volkswagen e Up!

Sales picture showing good range in summer conditions.

The little brother of e-Golf

10 years ago, several car manufacturers planned to offer electric cars as variants of regular production models. The Volkswagen e-Golf and e-Up were electric variants of fossil car models. The E-Golf appears to be a class above the Nissan Leaf and KIA Soul. The net battery capacity was 20,5 kwh - 24.2 kwh gross - until 2017 when the e-Golf had its battery capacity increased to 32,0 kwh net - 35,8 kwh gross. Instead of the very earliest year models of the e-Golf, I recommend the Volkswagen e-Up, which is a 4-seater with roughly the same size and range as the BMW i3. The cars are produced in Bratislava and maintain good quality. Early editions of the e-Up had a battery capacity of 16,8 kwh net (18,7 kwh gross). Being a smaller and simpler car, it could be cheaper to maintain than the e-Golf and in a format better suited to short ranges. Volkswagen's battery warranty is 8 years for at least 70% capacity. Normal range is just over 100 km in winter and 130-140 km in summer.

For model year 2015, prices are NOK 60-90.

Find battery health

The Volkswagen e-Up has an OBD2 connector, but I don't know what measurements and calculations need to be done to arrive at the remaining battery capacity - if it is even possible? The Austrian company Aviloo offers a solution where you plug a device into the OBD2 connector, charge to 100%, drive down to 10%, charge fully again and return the box for analysis. This is not something that can be done in one fell swoop.

If you are in a buying position, you are dependent on trusting what the instruments tell you about the remaining charge and km estimated on the basis of previous driving. E-up does well 100 km on winter roads. Many sellers fail to show this in the pictures or can show an acceptable range when viewing. If the instruments show a poor range, it may be due to uneconomical driving or a bad battery. As a buyer, you must assume the latter.

Bad battery gives "Cat-in-the-bag"

When buying, you can never trust the seller's information about real range. These figures depend on so many different conditions that they cannot be verified. Before you buy an older electric car with a – by today's standard – small battery pack, you should make sure that it can supply usable electricity for a few more years. To put it a little more bluntly, so can you risk ending up with a car with a real range of 50 km without the possibility of canceling the purchase - without a safety net. The car works - the batteries have died - that's normal. Did the seller promise you something else? Enjoy leather seats and a premium music system!

"The last idiot has not yet been born"

If the seller cannot provide figures showing remaining battery capacity, he or she must at least be able to show a decent estimated range based on previous driving. Unfortunately, many retailers seem to hold their cards close to their chests. Of course, they know the condition of the battery, but try to focus on other, superficial subtleties. I have browsed hundreds of ads, and am amazed to see dealer ads that neither tell about the real range nor the condition of the batteries.

Battery capacity based on charge

One test you can do yourself to test the battery's capacity is to compare what the charging station have supplied electricity against what knowing says it has received. For example, if you charge from 10% to 60% on a battery of 30 kwh net, the charging station should have given you 15 kwh plus what is lost in charge loss. If you charge from a wall box with a T2 cable, as much as 5-10% can be lost on the road in the form of heat. Since we do not know the exact loss of charge, this method can never be very accurate, but carried out over a longer period of time - on the same car and wall charger - it can reveal a pattern.

Battery health – the most important characteristic of used electric cars

Battery health is undoubtedly a 2015 model year's most important characteristic, both because of the cars' market value and the fact that lost range can make the car almost useless. Car buyers without technical insight into electric cars can easily end up with the "cat in the bag" without the opportunity to advertise. It is a fact that all batteries deteriorate over time, but not everyone realizes how much. Based on a search among 7 and 8 year old Nissan Leafs, I find that normal annual battery loss is between 1,7 - 2,5%. When I look at cars that are 9-10 years old, the variations are greater. One in three cars has had a greater average loss than 3% per year. Do batteries lose more weight as they age? Was the quality of 2012-2013 model year cars worse than 2014-2015?

Factors affecting battery health

High number of charges due to high mileage.
The batteries have been fully charged for a long time.
Extensive use of fast charging.
The batteries have been exposed to heat, for example during highway driving and fast charging in hot weather. The cars in the review have primitive systems for regulating the temperature of the batteries.
The car has been parked outdoors in cold areas.
The batteries have run out of power.
Manufacturing defects or damage to battery cells.

Shouldn't battery health be as mandatory as mileage when selling used electric cars?

See

Buying a used car without technical knowledge

High-rise or low-rise electric car?

Posted 19/02/2022 by Terje Bjørnstad

New electric SUVs don't exactly ooze aerodynamics, but they shouldn't look at the dog's hair. Below is a picture of a brand new high-built car and a 20-year-old aerodynamic marvel for its time. The two cars have amazingly the same Cw value.

Cw value 0,25 - Honda Insight 1 - upcoming classic with closed wheel arches and Kamm profile.

THE SECTION BELOW IS BEING REWRITTEN
THE AIR RESISTANCE INFORMATION IS NOT CORRECT.
(UPDATED 03.07.2022/XNUMX/XNUMX) /TERJE

Same aerodynamics

Honda Insight mk1 is highlighted today as a future classic. Honda's early hybrid concept was presented before Toyota introduced the Prius. But it is not the hybrid solution that makes the car 'cool' today - it's the futuristic design. Those who drove around in an Insight at the beginning of the millennium signaled "environmental protection for all the money". Today's Bmw iX, on the other hand, is a bulky and heavy SUV – almost 5 meters long, almost 2 meters wide with a net weight of over 2,5 tonnes. Stated drag coefficient is only 0,25 cw. It is amazingly the same as the Honda with "fenderskirts", Kamm profile and a hint of "boat tail".

BMW's new electric cars

A cw value of only 0,25 is nothing less than impressive on such a high-built SUV Bmw iX! The xDrive50 has a battery pack of a whopping 105,2 kWh, two electric motors with a total of 523 horses and a range of 630 km according to WLTP combined. Right now, there are approximately 1500 iXs on Norwegian roads. BMW i4, however, is currently a rare sight. But now it is being rolled out in full. Many have chosen this gorgeous Gran Coupé as their next car. The drag coefficient is 0,24 - and thus on par with competitors such as Tesla and Xpeng P7. The battery pack in the top model M50 is 80,7 kWh and gives a decent range of 510 km (WLTP). Two electric motors provide 544 horses with operation on all wheels. If you look at the air resistance, alone, it makes a difference whether you choose the high or low car.

Measured effect of aerodynamics

All it takes is a bit of headwind and a wet road before the range is noticeably reduced. It is clear that air resistance also plays a role, but it is difficult to quantify in terms of consumption and range. If we consider models that are delivered in both high-built and low-built versions, we see that the factory figures for range are affected to a very small extent. This can partly be explained by the fact that the test cars are driven indoors in laboratories where the effect of air resistance is calculated - not measured.

If we compare the WLTP figures between the high-rise Audi e-tron and the more coupé-like Sportback edition, we see that the difference in range is only 8 km in the Sportsback's favour. We see similar relationships between Volkswagen ID.4 og ID.5, and between Volvo XC40 og C40. Although parts of the WLTP measurements are driven at higher speeds than we have in Norway, the differences in air resistance do not have a significant impact on range. US EPA (Environment Protection Agency) tests all cars in terms of MPG (miles per gallon). A measuring unit has been introduced for electric cars MPGE where the electricity consumption (kWh) is converted to fuel. The cars are tested both in city driving and motorway driving. Here, the difference between motorway consumption and urban consumption can tell how favorably the cars cope with high speeds - and thus give an indication of the aerodynamic properties. The EPA results show that some models withstand high speeds better than others, but there is no significant difference between high-built and lower-built variants of the same make/model.

As a curiosity, it can be mentioned that Porsche Taycan with 2-speed gearbox actually achieves further range on the motorway than in the city.

How much is range affected by aerodynamics?

Teaslike.com shows tabular ranges given different speeds. If we choose 2019 Tesla Model 3 LR AWD with 19 inch wheels, the table shows that the range shrinks by 28,7% by increasing the speed from 100 km/h to 130 km/h under favorable conditions. Corresponding figures for Nissan Leaf (unconfirmed origin shared on a forum page) – shows that the Leaf mk1 with a 30 kwh battery reduces the range by 32,7% at the same speed increase. Assuming the same driving conditions, the difference between the two cars will only amount to 4% of the range. The Nissan Leaf 1 has a drag coefficient of 0,28, while the Tesla Model 3 has 0,23. Air resistance is just one of several factors that affect range, such as tire characteristics and weight. Perhaps the difference in range would have been greater if both cars ran on the same tires and were rigged up with the same weight? Maybe not? The effect of aerodynamics is difficult to measure in practice.

Cw for popular electric cars

The very best:
Mercedes-Benz EQS: 0,20
Porsche Taycan Turbo: 0,22
Tesla S (current model): 0,208 (In 2012 Tesla S had 0,24)

Good:
Tesla Model 3: 0,23
Xpeng P7: 0,236
BMW i4: 0,24

Comparison:
Audi
– e-tron: 0,28, range: 405 km
– e-tron Sportback: 0,26, range: 413 km (+2%)
With a camera mirror, the drag coefficient is reduced by 0,01

Tesla
– 2021 Model Y LR: 0,25, 70 kwh, range 507 km
– 2020 Model 3 LR: 0,23, 70 kwh, range 560 km (+10%)
– 2021 Model 3 LR: 0,23, 80 kwh, range 614 km

Volkswagen
– ID.4: 0,28, range 514 km
– ID.5: 0,26, range 519 km (+1%)
– ID.4 GTX: 0,29, range 478 km
– ID.5 GTX: 0,27, range 487 km (+2%)

Volvo
– XC40 (408 HP): 0,34, range 421 km
– C40 (408 HP): 0,319, range 437 km (+4%)

Andre
Polestar 2: 0,278
Ford Mustang Mach-E: 0,285
Hyundai Kona: 0,29
Jaguar I-Pace: 0,29
Xpeng G3: 0,29
Hongqi E-HS9: ~0,34

In comparison
Ferrari 488: 0,324-0,330

Conclusion

There is no significant advantage in consumption and range between high-built and low-built variants of the same model/brand - at least not within Norwegian speeds. A comparison between two different brands/models with similar battery capacity, weight and engine power can give us a clue as to how aerodynamics affect range. Tesla Model Y LR has, for example, 86 km better range (WLTP) than Volvo XC40 Recharge 408HK. Since the two models are comparable in terms of battery capacity, weight and engine power, the difference in range can largely be attributed to Volvo's drag coefficient of 0,34 versus Tesla's 0,25.

What is good and what is bad? None of the electric cars mentioned in this post have poor aerodynamic properties. In this company, even the Ferrari 488 would have "high" drag and poor aerodynamics.

See

aerodynamically — Unfortunate focus winter range

Negative focus on winter range

Posted 04/12/2021 by Terje Bjørnstad

When the winter cold sets in, the media are out with bold headlines. DinSide/Dagbladet has warned readers that the winter range may drop by half. In last year's cold test, the Tesla 3 ended up with only 53% of the stated range. Don't be intimidated!

No exact science

Official range figures (WLTP Combined) measure range under ideal conditions that are not affected by external circumstances. Out on the road, on the other hand, it is rare to achieve equally good ranges. It doesn't take more than a wet road surface before you notice it on the range. I have driven quite a few different electric cars. My experience is that real range under favorable conditions is about 4/5ths of the official figures, but that is before the "range thieves" appear. Cold steals range - but not as bad as Dinside/Dagbladet reports.

From Dinside/Dagbladet's test...

DinSide/Dagbladet tested the Tesla 3 together with other cars in 2020. The outside temperature was then "only" -9 degrees. During the first 10 kilometres, the heater, defroster and seat heater must have been used as normal. The average speed must have been 75 km/h. The 2020 edition of the Tesla 3 has a stated range of 560 km. The test revealed that the real winter range was only 301 km. Newer Tesla 3 delivered in 2021 is equipped with a heat pump. It gives better winter range. But the lack of a heat pump can hardly be the cause of the large loss of capacity.

Not normal

I often drive the Tesla Model 3 in the cold and can say with my hand on my heart that I have never experienced the same loss of range on long drives in the winter cold that DinSide/Dagbladet writes about. That is for sure possible but far from normal. The results, published in Dagbladet, give a tabloid impression of electric cars and the cold that electric car owners don't recognise.

A more nuanced picture

This week I measured consumption between Fornebu and Øyer - a stretch of around 20 miles that I drive often. I chose to drive National Highway 4 via Gjøvik, where the typical average speed is 75 km/h. The trip started in a heated garage. Between Nittedal and Øyer the temperature gradually dropped from -10 to -13. The average consumption in the last 50 km was 15.8 Kwh/100 km. Given the same consumption further up the valley, the calculated winter range would end up at a decent 443 km.

Home Tour

Two days later I started the journey home in -19 degrees. The car was heated to 20 degrees with preheating of the batteries. You should preheat until the ice crystal symbol on the screen disappears. It is not switched off until the temperature inside the batteries reaches 19 degrees - which usually takes half an hour. I plotted Tesla's Supercharger on Øyer as the first destination. Then the batteries were automatically preheated before arrival. On Øyer, the outside temperature was -11 degrees. From 40 to 70% battery capacity, the car received a charge of 56 Kw after a few seconds. Not great - but normal when several cars are waiting for charging.

When I moved on, the average consumption was high – 26.1 Kwh/100 km. That worried me a bit. With such high consumption, the range would end at a measly 280 km - i.e. worse than what Dinside/Dagbladet achieved. The temperature stayed at -11 along highway 4 all the way to Nittedal. Consumption dropped to around 17.5 Kwh/100 km and ended up at 13.9 Kwh/100 km in the last 50 km. Calculated winter range was 401 km - completely in line with what I have experienced previously.

If I had finished the "test" after 50 km, I would have ended up at a calculated (not real) level like DinSide/Dagbladet. That would have given a false picture of the Tesla 3's winter range.

Updated 01.02.2022: - Don't be intimidated by the tabloid press, which last autumn published headlines based on DinSide/Dagbladet's previous tests. Motor.no has recently presented the results of a thorough winter test of the range of electric cars. They give an impression that electric car owners can more easily identify with, even though Motor's testers have probably driven far more economically than the rest of us. Read the test in Motor

The Range Thieves

As mentioned, calculating range is not an exact science. Why did I achieve a higher winter reach than DinSide/Dagbladet? After all, speed and temperatures coincided. Could Dagbladet's test have started before the battery had reached the correct working temperature? Was the total range calculated on the basis of the very first miles? In that case, I would get the same result, but it would not show real winter range long-distance driving. In any case, there are several other factors that can steal range. Here are the "range thieves":

Speed and driving style

On the route between Oslo and Biri, you can choose between driving the E6 or national highway 4. The E6 consists of a motorway where you can drive much faster than on national highway 4. I have experienced that speeds between 100-120 km/h drain the batteries about as much as degrees Celsius. The combination of high speed and freezing temperatures will therefore drain the batteries at record speed!

Outside temperature

There is a direct correlation between outside temperature and range. Firstly, batteries lose capacity in the cold. In addition, the batteries take longer to receive a charge, which means that they are not supplied with regenerative energy while driving. Before you set off on a long trip, it is important to preheat the batteries. Check the options for preheating and start this from the app well in advance of departure. The pre-heating steals electricity, but you get it back on the trip.

Hyundai Ioniq Electric withstands Norwegian winters well!

Air conditioning

ioniq — Ventilation for the batteries in the Ioniq series 1.

In winter, I usually set the indoor temperature to 20 degrees. Previously, I turned down the heat in electric cars to 16-18 degrees, but have experienced that it did not give a measurably higher range compared to driving with a comfortable interior temperature. In addition, some cars – Renault Zoe, Nissan Leaf and Hyundai Ioniq (-2019) – use air from the passenger compartment/air conditioning system to heat the batteries. In the Tesla 3, the batteries are preheated when you heat the car via the Tesla app. I therefore do not rule out that it could be a win-win situation to have the same temperature in the cabin as the batteries need. But turning the indoor temperature up to 25 degrees is unlikely to have any positive effect. Then it might be better to have weak seat heating for those who like it.

Be and lead

On the way home, there was salt over Lygna and inwards towards Oslo. Salt provides a wet road surface that reduces range compared to dry winter roads. Sleet and snow reduce range even more.

Winter tires

If you ordered the Tesla 3 with studless winter tires (2020), you got the Nokian Hakkapelitta R3. This is one of the winter tires with the lowest rolling resistance. It still has more rolling resistance than the original summer tyres. Studded tires have higher rolling resistance than studless tires. Anyone who rides a bike with studded tires knows how they suck energy. My winter wheels are 18 inches. 19 inches looks better but gives higher rolling resistance. In a Tesla forum I saw that 19-inch summer tires gave an increased consumption of 2,3% compared to 18-inchers.

Tire pressure

In extreme winter cold the tire pressure can drop. After two days in 17-20 degrees below zero, the tire pressure on my car had dropped by 0,1 bar (2 psi). Often the tire pressure increases when the tires hit the road, so I figured I would get the tire pressure back on the trip. It didn't happen. The lost air had to be replenished. Some say that you should increase the air pressure in the winter tires compared to what the car manufacturer says. I've done that and may have gotten better range, but shortened the life of the tires. All in all no financial profit,

Conclusion

Measuring range on real roads can never be an exact science. Sometimes you wonder where the range went? That's just how it is. What amazes me is how much range disappears at high speeds. Cold, on the other hand, has never produced any negative experiences. I have driven several different electric cars in the winter cold - also cars with a low range. They have withstood the cold far better than I expected.

It is based on my own experiences not normally to have the range halved in degrees Celsius without there being other factors that steal range. The best advice I can give is to familiarize yourself with the app and preheating - and use it if the car is not plugged in. The pre-heating steals a few percent of the battery capacity and can delay the departure, but in return the batteries will give significantly better winter range.

Well advanced in -16 degrees. The night was going to get colder.

The winter crystal on Tesla's screen tells you that the battery does not have sufficient temperature to function properly.

Sources. The articles below are from Dagbladet and may be hidden behind a paywall.

DinSide/Dagbladet 2021 - That's how short electric cars go in the cold

DinSide/Dagbladet 2020 - These electric cars can handle the winter best

See

preheating tesla 3 — How many kWh does the Tesla 3 lose in the blast cold?

Range, range and range

Posted 05/01/2021 by Terje Bjørnstad

maxus euniq — Range is freedom with an electric car - here the Maxus Euniq 5. Click on the picture to play the movie!

It overshadows all other qualities. A good look, comfortable seats, plenty of space and plenty of power fall short if the range is poor.

"Range, range, range" is analogous to the housing market's three B's - "location, location and location". Here you can be deceived. Mortensrud becomes Nordstrand, Hovseter becomes Holmenkollen, - and how far is a stone's throw when it is located by Frognerparken?

Scope as goods declaration

The car industry knows that range sells, and is happy to help mislead customers to create the impression that the range is higher than it is. Scope is a product declaration that must not only be stated in km, but also with which test procedure is used for the measurement.

WLTP and NEDC

Today's standard is WLTP (Worldwide Harmonized Light Vehicles Test Procedure). It consists of test procedures that form the basis for measuring emissions, consumption and range. WLTP is used as the basis for calculating Norwegian one-off taxes. Previously, the NEDC (New European Driving Cycle) was used. The problem with the NEDC is that it was designed before today's hybrid cars and electric cars were made. Hybrid cars in particular got unrealistically good results. A fully charged hybrid battery could take the car through the test drive almost without the petrol engine kicking in. This resulted in measurements that no one could achieve under real conditions. Electric cars achieved far too good ranges due to low speeds and "kind" driving.

Range measured by what?

If you are going to compare two stated range figures, you need to make sure that they have been tested under the same conditions. Even today, several car manufacturers choose to state range without to state which test procedure is the basis. It can be WLTP or NEDC. If it says WLTP, a complete test cycle based on combined driving is implied. Sometimes this is referred to as "WLTP combined" - or simply "combined". There is also a figure for "WLTP urban" or "WLTP city driving". Range is only calculated after the gentlest parts of the test cycle.

Real range will always be a guess

Real ranges usually lie shorter than the WLTP test cycle. That's because real driving includes the use of air conditioning, driving in queues, driving on wet roads - something that is not covered in the WLTP test laboratories. Some dealers therefore also state real ranges. On the Volkswagen ID.3 website, in addition to the WLTP range, you can also find out which ranges you can experience in summer and winter driving. This is useful consumer information. But only the WLTP figures can be used for comparison.

Rarely two days with the same range

Throughout the autumn, we drove the Tesla Model 3 Long Range with a range of 560 km WLTP. Temperatures of 0 - 5 degrees, wet road surface and 110++ on the motorway give real ranges between 350-370 km. Dry roads and speeds below 100 km/h increase the range significantly. Even after several months behind the wheel of the same car, it is difficult to guess how long the range will be.

Achievable range for regular drivers?

In "Terje's cars" we calculate the theoretical range based on kilometers driven. All trips follow a similar, quiet and economical driving pattern. In principle, we do nothing but follow the flow of traffic and speed limits. It's actually the which gives the best effect on the range - in a positive sense. On dry roads and favorable temperatures, we can then achieve ranges that are around 90% of official WLTP figures. That we can get close to the WLTP range gives confidence in the car manufacturer's measurements.

What the car industry states

After recently going through various Chinese car models on websites translated from Chinese, I noticed that it is common among Chinese car manufacturers to state two ranges, - "WLTP urban" and "WLTP combined". The latter is the correct one – i.e. the range calculated after a full WLTP cycle. The other day I saw RSA bil's ad for the new Maxus Euniq 5 on Facebook. In the ad, the range was stated as "356 km WLTP". Even after clicking on to the website for Maxus Euniq, I find the same number. It was only when I downloaded the PDF document of detailed technical information that I saw that the stated range is not WLTP, but WLTP urban. Correct range after full WLTP cycle is 260 km.

Example of misleading indication of range. The number of km is stated as applying to the entire WLTP cycle, but only includes "WLTP urban" - the "kind" driving. Real WLTP range should be 260 km.

Maxus Euniq and the competitors

e-traveler — Peugeot e-Traveller with 50 Kwh battery gives a range of 230 km WLTP. With 75 Kwh you get a range of 330 WLTP.

Maxus Euniq 5 is a Chinese 7-seater electric car that has good opportunities on the Norwegian market. Primarily because of space and price - and that it is actually a full-fledged 7-seater with a pleasant interior with leather and a panoramic roof. With a battery capacity of 52,5 Kwh, it can be compared to the van Peugeot e-Expert and the corresponding 7-seater, e-Traveller, with a minimum battery of 50 Kwh, which has a range of 230 km WLTP. Peugeot can also be supplied with a larger battery pack 75 Kwh and a range of 330 km WLTP - but will then cost almost over 100 more in the same level of equipment as the Maxus.

How can it be that it is sometimes so difficult to find out what range the individual models have?

How range is stated online

Range must not only be stated in km, but also with the test procedure used for the measurement. It is necessary for us as customers to be able to make comparisons. After a quick look at the websites, we find several pages where it is necessary to go to other sources, for example to Elbil.no to find out which measurement method is used. Another phenomenon is how certain car dealers obviously try to keep the range hidden, and instead focus on other characteristics. Range is an essential property that one should not need to look for in a PDF attachment. So it's probably quite typical then, that they are worst the ranges that are most difficult to find.

Just like in the housing industry. Bad location is either kept hidden or stated as better than it actually is.

Facts

How easy is it to find range?

Audi.no stated output ranges are WLTP - but nowhere does it mention that it is WLTP
BMW.no states range WLTP - but nowhere mentions that it is WLTP
BYD.no (RSA) states range as NEDC
Citroen.no states range correctly as WLTP
DFSK.no (Gill) states range as NEDC
Fiat.no states range WLTP urban driving in large print and WLTP combined in small print
Ford.no states two values as maximum range without it being possible to confirm which is WLTP
Honda.no stated ranges are WLTP - but WLTP is not mentioned in any information material from Honda
Hyundai.no stated ranges are WLTP - easy to find under technical information
Jaguar.no stated maximum range is WLTP - but state nowhere that it is WLTP
KIA.no states ranges correctly as WLTP
Lexus.no states range correctly as WLTP
Maxus.no (RSA) incorrectly states "WLTP urban" range as if it were full WLTP cycle
Mazda.no states ranges in ht. WLTP – first combined driving, then city driving
Mercedes-benz.no stated ranges are WLTP - mentioned as "WLTP mixed" in brochure (PDF)
MGmotors.no (Gill) states range correctly as WLTP
Mini.no states range correctly as WLTP
Nissan.no states ranges as WLTP but states that it is based on own measurements - not WLTP
Opel.no states range correctly as WLTP
Peugeot.no states range correctly as WLTP
Polestar.no states range correctly as WLTP
Porsche.no states range correctly as WLTP
Renault.no states ranges correctly as WLTP
Seat.no range is difficult to find, but correctly stated as WLTP
Seresbil.no (Gill) states range as NEDC
Tesla.no states range correctly as WLTP
Volkswagen.no stated ranges are WLTP but you have to download technical data to see that it is WLTP
Volvo.no states range WLTP. Says it's "combined" but doesn't say it's WLTP
Xpeng.no states range correctly as WLTP

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Let's go back to 2015

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Battery capacity based on charge

Battery health – the most important characteristic of used electric cars

Factors affecting battery health

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Same aerodynamics

BMW's new electric cars

Measured effect of aerodynamics

How much is range affected by aerodynamics?

Cw for popular electric cars

Conclusion

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No exact science

From Dinside/Dagbladet's test...

Not normal

A more nuanced picture

Home Tour

The Range Thieves

Speed ​​and driving style

Outside temperature

Air conditioning

Be and lead

Winter tires

Tire pressure

Conclusion

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Scope as goods declaration

WLTP and NEDC

Range measured by what?

Real range will always be a guess

Rarely two days with the same range

Achievable range for regular drivers?

What the car industry states

Maxus Euniq and the competitors

How range is stated online

Facts

See

Speed and driving style