EV infrastructure versus EV range: Something isn’t adding up
Leaf drivers providing interesting EV data
Nissan Leaf user data begs some important questions
Initial data from Nissan Leaf drivers is opening up a real world perspective into plug-in electric vehicle issues that suggest the government might not have a very good understanding of its role in pushing the US auto industry forward.
Most interesting, Nissan’s Leaf data demonstrates that either EV charging infrastructure really isn’t a necessity, or that the government needs to rethink its plug-in tax credit policies.
According to Nissan, the Leaf’s 73 miles of EV range is more than enough range, and an EV offering hundreds of miles between charges simply isn’t needed. Moreover, while daily mileage might average less than 40 miles per day, or 37 miles in the case of Leaf owners, average trip length is just 7 miles. Furthermore, 90 percent of Leaf charging takes place at home.
So, why spend many billions of tax dollars to develop EV infrastructure? Isn’t it a waste of money based on the data? If anything, why not let private businesses lure EV drivers with the promise of free electricity?
Or, if EV infrastructure is critical to mainstream market penetration beyond current early adopters, doesn’t the government have rethink its plug-in tax policies?
For example, if EV infrastructure is an inevitable necessity, shouldn’t the government be more supportive of plug-ins like the Toyota Prius plug-in hybrid, which qualifies for $5000 less government money than either the Leaf or the Chevy Volt? Ultimately, based on Nissan’s data, the plug-in Prius offers twice the EV range required for the average trip length. More important, take away tax credits and not only does the Prius plug-in offer one of the cheapest plug-in packages, but it also offers great fuel economy for long distance trips.
Should the plug-in Prius be punished for simply offering the boring practicality so typical of many Toyota vehicles?
Since the majority of trips average just 7 miles, EV infrastructure would enable the Prius, despite its very limited EV range, to largely function as an EV for most daily commuting needs, while offering some of the best fuel economy in the industry for long distance driving, in a plug-in package that appears to offer the most efficient bang for the buck.
Certainly, one day, battery costs should decline in a way that makes pure battery electric cars more cost-effective than plug-in hybrids like the Prius, but that day could be a decade or more away. Plus, the combination of conventional Prius and plug-in Prius sales offers far greater scale than other more EV dominated platforms, which might require a pretty serious battery breakthrough for EVs to overcome on the path to better cost-effectiveness.
Ultimately, if plug-ins are critical to the future of the US, then efficiency, cost-effectiveness and consumer demands are the critical areas to address. It seems to me, based on the data currently available, the plug-in Prius best meets those 3 issues — barring government incentives — especially if government resources are going to concurrently be pumped into plug-in infrastructure.
Sure the plug-in Prius is far less glamorous than a pure EV or a plug-in hybrid with greater EV range, such as the Chevy Volt. Still, for now, plug-in Prius numbers offer more practicality and cost-effectiveness. Give the plug-in Prius the same tax credit as the Volt or the Nissan Leaf and it might soon challenge conventional Prius sale’s numbers.
And, ultimately, aren’t sales — mainstreaming — the key to plug-in success? Shouldn’t that be the government’s ultimate plug-in goal?
I must have missed something. I thought the leaf had a range of 100 miles….
Dahc,
I realize there is only one EV on the market so far, and that the only EV data that we have available is from the Leaf, but…….. that does not mean that the data for the Nissan Leaf makes a statement about the entire EV market, and future EV markets.
All this data is saying is that only people who drive 40 miles a day or less, and don’t need to recharge have been willing to buy a Nissan Leaf so far…..
Nissan Leaf buyers were aware of today’s limited charging infrastructure and the limited range of the Leaf. Armed with that information, they made a conscious decision that their driving needs would not exceed 40 miles on a daily basis.
What do I get out of this data? That EV range needs to be “double” your daily commute.
So if you increase the range of an EV or charging becomes available at most work places, you signifiantly expand your market for potential EV buyers.