How does this work?
Brake pads don't seem like they should be different on an EV. It's really just the engine components that should have less wear and tear and those only come into play at the 30k and 60k mark
Brake pads don't seem like they should be different on an EV. It's really just the engine components that should have less wear and tear and those only come into play at the 30k and 60k mark
The display then said 'recovered 9x%'.
It also feels less wasteful on the Autobahn as well because quick deceleration is also possible.
The adaptive Speedcontrol can handle like 99% of the cases were cars slow down or switch into your lane.
With the general speed limit in USA I think that should also be possible.makes driving much nicer
I only get to use my cruise control at night
Case in point that whole situation "recently" where a woman got a Tesla with no brake pads installed on it.
Oil/air filters and brakes are $50 and $500 at most. Everything else is pretty reliable for a couple hundred thousand miles assuming a decent brand car like Toyota or Honda.
At US gas prices, I have yet to see an EV be shown to be a better value than a car/minivan/SUV/pickup truck, especially if driving 10k miles or less per year. The upfront cost on EVs is huge, and many alternatives such as minivans do not even exist yet.
PS: that's for Mazda car.
10K miles or less is a bit of an outlier.
Not to mention the whole female column is pretty much 10k and below, as well as men over 65.
This is a little bit better breakdown, but I could find miles driven by decile. I would assume it greatly differs by location and is greatly skewer by people who drive a lot.
https://www.thezebra.com/resources/driving/average-miles-dri...
Either way, the purpose of the miles driven per year in cost calculations is because after a certain amount of miles, the up front higher cost of electric is offset by lower per mile costs of driving electric. Assuming fuel costs stay the same, then people who drive less have less incentive to go electric.
Presumably part of this is greater efficiency, which would impact the C02 emissions too.
So any small savings are that possibly exist today in theory are likely wiped out by depreciation on the vehicle when you go to sell it to someone else, who likely drives an average amount of miles and so wants to buy a cheap to run vehicle
TCO calculations can deal with most of this, the one I linked to does highway and city mileage seperately and lets you choose a state for electricity and gas prices. There's no need for vague blanket rules.
Why don't you demonstrate a realistic scenario to substantiate your claim that:
> At US gas prices, I have yet to see an EV be shown to be a better value than a car/minivan/SUV/pickup truck, especially if driving 10k miles or less per year.
But, none of that really matters because the average car is much better off as an EV, and this is just fiddling around the edges to distract from that basic truth.
Maybe. I am not disputing it will not. I do not know about “a few years”. I would still place my TCO bets on gas until I have some proof of longevity from electric vehicles, assuming I do not drive 20k miles per year.
> So any small savings are that possibly exist today in theory are likely wiped out by depreciation on the vehicle when you go to sell it to someone else
This is only a factor if you plan on selling it before the end of your life, or the end of the vehicle’s life.
> Why don't you demonstrate a realistic scenario to substantiate your claim that:
The fact that if I were to buy a car today in the US, there is no option for an electric Sienna or Odyssey minivan or equivalent. No electric car gives that kind of passenger space or cargo room and versatility for a family.
Maintenance in the first 100-150k (I really want to say ~200 but that will depend largely on the treatment the vehicle gets in the first 100) is basically nothing other than short term wear items (pads and tires) and preventative maintenance (transmission fluid at 50k, air filter at 20k, stuff like that).
As EVs get long in the tooth they will exhibit all the same "stuff between the vehicle and the road is wearing out" problems that literally every other wheeled vehicle on this earth exhibits. It's not like equipping a car with an electric drive train makes all the steering and suspension parts (that account for the bulk of the late in life maintenance) magically cease to exist
Less parts means less things to maintenance. Less fluids means less things to refill.
In terms of "wearing out" the big questions really centers on the battery itself. We're seeing pretty low battery degradation on Teslas that have been on the road for 5+ years [1]. The data indicates that at 100k miles they lose about 5% power, which is pretty good. This is data about Teslas specifically though (they're the only car company that has enough long term data at scale to do this analysis on) and every car company has a different battery composition.
But aside from the battery (which is a BIG aside), there is a lot less parts (especially moving parts) that have to be watched/maintained/etc.
[1] https://electrek.co/2020/06/06/tesla-battery-degradation-rep...
https://www.thedrive.com/news/36683/why-the-new-volkswagen-i...
They're also looking at making light weight aluminum brake pads that don't rust from less use.
Sounds like marketing to excuse putting drums on the rear of a $50K vehicle. As soon as I back out of the driveway in our Leaf, because there's no regenerative braking in reverse at 5mph, it knocks the light layer of rust off the discs and we're good to go. I mean, we've been driving this car for eleven years, and not once from a cold start have we gone to hit the brakes outside the regen envelope (say, when we've charged to %100, and nowhere to put that regen energy) and said, "OMG! OMG! Poor brake performance!"
What VW really said in that link was, "doesn't need rear discs: regen braking".