Here’s where things get tricky. Audi acknowledged that the official numbers for range will be less than 248.5 miles – possibly around 230 to 240 miles. For an EV with a nominal 95-kWh pack, it’s becoming clear that the e-tron could be one of the least efficient of the new breed of long-range EVs. Our day of driving put the e-tron SUV’s efficiency at about two miles per kilowatt hour.
“I don’t think the customer cares about the absolute efficiency number,” said Matthew Mostafaei, Audi E-Tron vehicle manager. “There are a number of other factors that are more important.”
Mostafaei said that Audi responded to direct customer feedback that their priority is a normal-looking, upright SUV with optimal cargo capacity. Audi believes that the efficiency number is also less important than adding a relatively heavy safety cage and being very conservative with the amount of the battery’s capacity that’s used. It’s part of the same strategy to mainstream EVs. Using less of the battery’s energy (officially rated at 95 kWh) means that quick-charging happens faster because you are never cramming the last electrons into the pack. “It’s the fastest EV to 80 percent on the market,” said Mostafaei.
I asked him if he can live with a lower MPGe than what competitors offer and the potential negative reaction from EV enthusiasts. He replied, “I think we have to live with it if we are going to give a customer everything that the e-tron offers them.” Mostafaei told me that some of the auto journalists on the e-tron drive in Abu Dhabi could barely tell the difference from being in a Audi Q8 SUV with a gas engine and an e-tron with an electric motor. That, in a nutshell, was Audi’s goal – even if it means taking heat for a lower MPGe number. The e-tron is still a ton more efficient than a Q8-type vehicle.
GRA wrote:Unless/until battery tech improves so that tapering isn't necessary and the full capacity can be used without damage, I think the brute force approach of over-sizing the pack and limiting usable capacity for both charge rate and longevity is a good idea for mainstream users, at least at the upper end of the market. I liked GM doing the same thing on the Gen 1 Volt for the same reason. Obviously, hauling a lot of extra weight around that isn't of any value (until the battery degrades) isn't ideal from an efficiency standpoint, but it means degradation range loss and best charging practices are two fewer things you have to try and educate ICE owners about while trying to get them to switch.
https://insideevs.com/contributor-ev-owner-rents-electric-cars/This Contributor Rents Out A Whole Fleet Of EVs On Turo
This information makes it more clear why people aren’t so sure about EVs and why some dealerships just won’t deal with them.
Back in January, I wrote an article about renting out a Fiat 500e on Turo. I said I had planned to start renting other EVs on turo and eventually return with my experiences on those. Well, it’s almost a year later and here we go. I have now been renting out a Chevy Volt, Prius Prime, BMW i3 Rex, and more recently a Tesla Model 3, in addition to the Fiat 500e. Each of these vehicles seem to have their own set of challenges renting them to the general public. But first, I want to talk about some of the issues that seem to span all of the vehicles. This has given me real insight as to why many salesmen at dealerships don’t like dealing with EVs. . . .
https://insideevs.com/audi-e-tron-electric-suv-performance/Audi Says E-Tron SUV Will Get Performance & Entry-Level Variants