Summary of 15 EV reviews

Thank you for reading the weekly EV reviews published since March. As the 15-week test series yielded a wealth of experience, I thought I’d write a retrospective and summary of my main observations.

1. New cars are large and heavy.

Unfortunately, this trend isn’t limited to EVs. It’s not because I don’t want to travel comfortably or struggle with a small trunk, but many newly available cars are impractically sized. They barely fit in a standard parking space), don’t fit into older garages, or make it impossible to open the door inside. On a narrow road, you need to pull down to the curb to accommodate oncoming traffic, and so on. Among the 15 tested cars, only one weighed less than 2 tons (Tesla Model 3), while most were around 2.5 tons or more. In my opinion, this isn’t a positive direction. Lower mass cars would benefit fuel efficiency, driving enjoyment, tire and brake wear, road damages, and noise pollution. While increased safety requirements and other factors contribute to weight gain, I believe manufacturers could prioritize lighter vehicles if they chose to or were compelled to do so.

2. Plenty of SUVs.

This topic isn’t exclusive to EVs; it’s even more pronounced in this segment. The original meaning of SUV is Sport Utility Vehicle. However, for most SUVs, only the ‘vehicle’ part holds true due to their mentioned size and weight. I’m aware that manufacturers produce and sell cars based on customer demand, and SUVs now account for over 50% of new car sales in Europe. Yet, I believe appropriate regulations could steer buyers toward smaller, lighter, more streamlined, and fuel-efficient models. When discussing SUVs with acquaintances, I often hear three main arguments in their favor: safety, better visibility of traffic, and spaciousness. However, I don’t think the added weight and high center of gravity enhance safety significantly. Most conventionally shaped cars also achieve five-star crash test ratings. As for visibility, SUVs had an advantage until they became so widespread; now, high-seated SUVs obstruct each other’s view. If someone wants an even higher vantage point, they’d need to sit at least in a van, or in a truck or bus. Regarding parking spaces, raising the cargo area doesn’t increase its size. For example, a Skoda Octavia Combi has a significantly larger trunk than a medium-sized SUV. (I can accept the fourth argument - that SUVs are easier for elder or back-pain sufferers to get in and out of - although I doubt the majority of SUV buyers fall into this category.) Aerodynamic drag coefficient and frontal area are crucial for long-distance travel. At speeds above 80 km/h, a significant portion of a car’s power is used to overcome aerodynamic resistance, and on highways, nearly all energy is spent on this. Streamlined cars with smaller frontal areas can consume 30-40% less than boxy SUVs with the same drivetrain, as confirmed by tests.

3. Regarding large wheels and quickly wearing tires

A few decades ago, 13-inch wheels were standard, and 15-inch wheels were considered sporty and cool. Today, most electric cars can’t be purchased with wheels smaller than 18 inches, likely due to the cars’ larger size and massive weight. However, larger wheels come with increased tire costs, and that’s not all: rolling noise and rolling resistance worsen as wheel size increases. Take Tesla, for example: in the configurator, anyone can verify that the Model 3 RWD’s WLTP range is 554 km with 18-inch wheels and 513 km with 19-inch rims. That’s an 8% difference in consumption, despite more tire manufacturers producing specialized EV tires at a steep price. Is it worth it? Probably not. Moreover, larger wheels/tires are noisier and more expensive - not just to buy but also to mount and dismount during seasonal changes. The weight of EVs also negatively impacts tire wear, significantly affecting the Total Cost of Ownership (TCO).

4. Unnecessarily powerful EVs

As more powerful electric cars began to emerge, some manufacturers focused on promoting their flagship models based on acceleration performance. This led to an ongoing competition for 0-100 km/h (0-62 mph) times – but why? In my previous reviews, I’ve emphasized that, except for a few exceptions (like this), electric car performance generally doesn’t prioritize outright speed. The inherent characteristics of electric drivetrains, such as instant torque, allow even less powerful EVs to accelerate briskly and move dynamically in traffic. While it’s nice to know that some EVs can reach 100 km/h (62 mph) in 2-3 seconds under ideal conditions, it’s more of a novelty. People might try it a few times to impress family, friends, or neighbors (or scare them), but that’s about it. A car’s sportiness isn’t solely determined by its straight-line acceleration to 100 km/h, and electric cars aren’t as strong in high top speeds as powerful conventional cars. Raw power alone isn’t the key; in my opinion, around 300 horsepower (depending on weight) is more than sufficient for most driving needs. Let’s reserve the excess power for enthusiast cars (see the last point).

5. Disappointing electronic systems

This topic has been a recurring theme in my reviews, not only for electric cars but especially for them. The rapid development of electric drivetrains and battery technology has shortened model cycles, resulting in faster introductions and disappearances of new models. Gone are the days when you could reliably expect a new model every six to eight years, with a mid-cycle facelift. New cars now need to be developed and launched in shorter timeframes, incorporating increasingly complex electronic systems. Predictably, this has led to half-finished, glitchy products appearing in showrooms. Many cars suffered from either undersized hardware or incomplete software, sometimes both. The situation could be salvaged if only the software were weak, as most cars allow post-purchase software updates, ideally performed remotely without a visit to the service center (similar to how journalists transitioned from print newspapers to online platforms, allowing them to correct any press errors after publication).

The onboard systems with frustratingly slow, poorly designed, and unintuitive user interfaces are only surpassed by unreliable driver assistance systems that produce phantom braking, false alarms, or automatically disengage at inconvenient times. And to top it off, EU regulations now mandate the installation of speed limit warning systems in cars homologated after 2024. These systems operate based on inadequate, inaccurate databases, are difficult to disable, and automatically re-engage with each restart. Additionally, I could mention the driver monitoring systems, which are more annoying than helpful. If these systems worked well, they could be useful, but in their current state, they add unnecessary complexity and cost to vehicles.

6. The (almost) meaningless WLTP

In 2017, when the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) replaced the much-criticized New European Driving Cycle (NEDC) for fuel consumption measurements in Europe, many hoped it would provide a realistic view of vehicle fuel efficiency. Although the theoretical consumption figures for individual models came closer to reality (increasing by 10-30% on paper), this was only partially achieved. The WLTP values still don’t accurately reflect real-world driving conditions, especially since some manufacturers manipulated the tests, optimizing their cars’ consumption for the WLTP cycle rather than real-world scenarios. Furthermore, some manufacturers continue to display NEDC-based, visually favorable values to confuse potential buyers. Extreme cases even occur where, due to peculiarities in the measurement cycle, plug-in hybrid cars show a paper-based gasoline consumption ranging from 1 to 2 liters per 100 km – a stark contrast to the actual facts. Many corporate and private users were surprised by the 4-5-6-fold discrepancies when comparing catalog data to reality. Ideally, the WLTP should be replaced by a new standard based on actual data, considering that most cars store this information and have continuous online connectivity. Until then, the WLTP data is primarily useful for creating statistics and comparing the consumption of different cars.

7. What is the real EV range?

When it comes to electric vehicles (EVs), one of the most common questions from both experts and novices alike is: “How far can an EV go on a single charge?” While the standardized values (such as WLTP) often deviate from reality, I’ve tested the consumption of various EVs in both city traffic and highway conditions during my reviews. However, several crucial factors significantly impact consumption such as temperature (cold weather can reduce an EV’s range by up to 30% due to battery chemistry changes.); weather (rainy conditions consume more energy than one might expect.); tire type: winter tires typically increase consumption by a few percent; passenger and cargo load: weight affects range; road surface and other factors: uphill driving uses more energy than flat terrain; battery degradation: over time, EV batteries lose some capacity, and many others.

Keep in mind that onboard systems often provide generous range estimates, so practical testing is essential. Some EVs consistently display a 480 km range at full charge, even though the actual range is closer to half that. Additionally, certain models only measure consumption while driving, ignoring energy usage when stationary. Remember, every household has its own habits, so I recommend reading reviews or, if possible, test-driving the EV you’re interested in. You can also explore real-world consumption data on platforms like Spritmonitor.

8. The plug-in hybrid dilemma

I believe that within the industry, the legitimacy of plug-in hybrids (PHEVs) is a highly divisive topic. When they first appeared, they seemed like the perfect solution - an electric car when needed, but with the fallback of traditional fuel if necessary. Their catalog-based (see point 6) consumption figures were almost unbelievable. Some people aimed to improve their CO2 emissions statistics and quickly embraced PHEVs, despite the fact that PHEVs essentially combine both the advantages and disadvantages of two different powertrains. They are complex (an internal combustion engine supplemented by a half EV), expensive (due to the complexity), heavy (the traditional car carries the weight of the battery and electric motor), and have smaller cargo space (due to the combined drivetrain/battery). Nevertheless, they gained popularity in corporate fleets and among private buyers, especially in countries where various incentives (subsidies, tax breaks, free parking, etc.) supported PHEV adoption. However, many users faced a bitter reality during usage: PHEVs didn’t reduce consumption compared to previous non-hybrid models; in some cases, consumption even increased. The reason is clear - PHEVs only deliver the expected benefits when they are charged.

Yet, many people either don’t want or can’t deal with charging. I’ve personally sat in a PHEV rental car during a business trip abroad, where I had to unpack the charging cable from its factory plastic wrap while the car already had 6,000 km on the odometer. The secret lies in using PHEVs for their intended purpose: short, urban-suburban trips should be done purely electrically or with minimal fossil fuel consumption, alongside regular home and destination charging. For longer journeys, the internal combustion engine comes into play. Moreover, many brands have eliminated the price premium for electric cars compared to their equivalent PHEVs. Despite this, there remains a niche group for whom this powertrain makes sense, especially considering that the latest PHEVs now have battery packs as large as those in early pure electric cars. A good fleet manager can help decide. Another advantage of PHEVs is that they serve as a great stepping stone to pure electric cars, allowing users to experience electric driving without range anxiety.

9. Is an electric car for everyone?

In several tests, I answered this question: clearly not. For some people, an electric car does not fit their user profile at all for various reasons: for example, they do not know where to charge it, or they cannot charge it, they drive so much a day that the range is not enough, or they cannot afford it, or – I met several such acquaintances – they are simply afraid that the car will run out of power and stay on the side of the road. All this can be accepted, living examples can be found for each. In the case of a company car, there are also areas of use where a plug-in hybrid, a hybrid or even a diesel car is a better choice than an electric car.

In most cases, however, it is worth wondering: do you really always need a range of 7-800 kms? How many times a year do we need this? How afraid should you be of running out of power and leaving you on the side of the road, while an outlet is still easier to find than a gas station? It is also easier to generate electricity, e.g. with a solar panel, than to produce gasoline at the backyard. There are a lot of questions in this area, there are a lot of people who have not yet received enough information about electric cars – this was one of the aims of this series of articles.

10. What is my favorite EV?

I’ve received this question almost every week, and on each occasion, I couldn’t provide a meaningful answer. I found something to like in almost every tested car, and there were also some that didn’t resonate with me. I believe my favorite electric car hasn’t been manufactured yet; for now, I can only piece together an ideal electric car like Frankenstein’s monster from various existing models. What’s certain is that it would be a mid-sized, aerodynamic sedan or even better, a wagon (oh, how few wagon EVs are on the market…). It would have an 800V platform and battery technology (similar to what Hyundai/KIA group cars or the Audi RS e-tron GT offer), the mass, the app and infotainment system (supplemented with a few physical buttons) of a Tesla Model 3, the exterior and interior design of the German premium manufacturers, and at least one or two generations more advanced – and switchable! – driver assistance systems than what’s available today. If anyone knows of such a car, please let me know…

11. Resolving a contradiction

Many have asked why I spend so much time discussing electric cars when they know I’m a petrolhead, spending much of my free time on racetracks and enjoying powerful, loud gasoline cars. The criticism is valid, and I appreciate the feedback.

I believe electric cars are excellent for everyday commuting. They are becoming more and more accessible, cost-effective, and environmentally friendly, considering both the car’s production and the carbon footprint of electricity generation. Moreover, driving them is enjoyable and relaxing due to the immense torque and quiet, vibration-free operation. The lower operating costs also play a significant role. As someone who drives a lot each year, I prefer electric cars for daily use during weekdays and weekends.

In my leisure time, I enjoy sporty and interesting ICE cars. However, I don’t view these cars as daily transportation vehicles, but rather as recreational tools. Just as some people collect stamps, someone likes to crochet or find joy in fishing, my primary hobby is driving sports cars. The few kilometers I cover annually in these cars don’t significantly impact our planet (especially since synthetic gasoline will soon be an option). Additionally, these vehicles tend to remain in service for a long time after production. After some years they become youngtimers, then valuable classic cars.

And finally, some statistics for curiosity’s sake: over 15 weeks, 15 reviews were published, totaling approximately 100,000 characters. If this were a book, it would fill around 55 pages. The 15 articles collectively reached 25,000 readers so far, with the most popular three being the Skoda Enyaq RS, BMW i5, and Volvo EX30.

If you’d like to read similar reviews in the future, feel free to let me know here or via private message, there are still plenty of EVs waiting to be tested.

As a reminder, here’s the list of articles:

#1 Concept car come true: Hyundai IONIQ 5

#2 Efficiency matters: Hyundai IONIQ 6

#3 A giant birthday cake: BMW XM

#4 More than you need: BMW i5

#5 Design matters: KIA EV6

#6 Magic cube: KIA EV9

#7 Thor's cute hammer: Volvo EX30

#8 Give me a five: Volkswagen ID.5

#9 A good all-rounder: KIA Niro EV

#10 If you need four rings: Audi Q4 e-tron

#11 Need to talk about it: Tesla Model 3

#12 Really clever: Skoda Enyaq RS Coupé

#13 Magic mirror: Audi Q8 e-tron

#14 Say my name: Ford Mustang Mach-E

Sources of images, graphs and charts: [1] Thomas Geiger [2] carsized.com [3] Michelin

Disclaimer: opinions expressed are solely my own and do not express the views or opinions of my employer and are not supported by any OEMs.