Our EV allows us to schedule when it charges. This means we can, and do, choose to avoid the evening peak load time. We come home, plug in and nothing happens until the scheduled time. Our home charger works at a rate of 22kW - so to charge from 20% battery capacity up to 90% would take less than three hours - but this is not how we use it - we do frequent “top up” charging. Depending on the car’s usage we may plug in every night or every second night to top up rather than let it get low - which means that typical charge times at home vary from half an hour to two hours
Very conservative range figures in that table.
Real life: secondhand Tesla Model S with 85kWh battery set off with 93% battery and drove 335 kilometres and ended up with 16% battery at the end of the day.
Thanks a lot, Mark_m!
That’s exactly the info I was looking for! - Halving the life of a $10K or $5K battery is the core issue no-one has mentioned in my hearing/sight till now.
(Can’t charge ‘at work’ - am retired - and the volunteering I do doesn’t have power points in the car-park.)
An aside: a neighbour bought a Mitsubishi PHEV a year ago - and find it’s all the EV they need; ‘we rarely go over 70km round-trip suburban running, fuel & energy costs in the year have been almost nothing’. (They have solar panels).
Thanks again. No further queries.
They do on some include integrated panels. The Sono Motor Company produce the Sion for an example.
“The basic price for the vehicle is 16,000 euros plus the cost of the battery, which we expect to be around 9,500 euros. We’re planning to offer the battery at a one-time purchase price as well as with the option of renting or leasing it. The reason for excluding the battery from the price is that we want to always offer the most up-to-date price. We will calculate the final price for the battery based on the market rates for battery cells at the time of production.”
Choice reliability and satisfaction surveys certainly do rely on numbers of Choice subscribers having already purchased whatever products is being surveyed.
But for new sorts of products, Choice subscribers are looking for data and information to help them in their purchase decision - an important role for Choice.
My home charger is rated for 22kW, and as my car has the onboard capability to handle that rate of charge that is what I use at home.
The 22kW maximum is determined by Australian standard for AC electricity supply - voltage and amperage.
The charger came included in the price of the EV, and we simply paid for the electrical work to install it.
Most homes with single phase only have an 80 ampere feed in line, and most homes which already have an oven & cooktop & HWS & lighting circuit & ‘normal’ 10amp power point circuit etc are (by all the means that electricians use to calculate these things) ‘fully using’ the capacity from their feed-in
==> so even if you are content to stay with single phase, if you want a circuit above 10 amperes for your charger you are going to have to pay to have your single phase feed-in supply upgraded to a higher amperage single phase. When we found that out, we chose to have the front yard dug up to upgrade the feed-in cable to the house to three phase rather than have the front yard dug up for higher amp single phase.
It was an easy decision to make (especially as our future may utilise three phase capacity for load balancing with airconditioners, pool pump, heat pumps, etc).
The supply out in the street had the three phase capacity.
It is arguable that in urban areas that cost would be better put towards public transport. Roads congested with electric vehicles are still congested roads, no matter how commendable the reduction in CO2 emissions.
In any case, while overseas experience can always inform us, it isn’t necessarily applicable to us. I would guess that the main difference between the UK and us is “housing density” (even in urban areas).