Not sure which forum this belongs in but this seemed the most appropriate...
So, I woke up this morning and found the following news article in my feed: Study compares electric vehicle charge costs vs. gas — and results were surprising In it, it basically says that even just the refueling part of an EV is more than the refueling part of an ICE car. I'm still waiting for the MYLR to be delivered to me but I've been tracking the mileage on my current ICE cars and my calculations show that even with my best mileage car, the MYLR refueling costs would be about half of the ICE.
So, knowing that USA Today (where I originally read the article) likely glossed over a lot of details, I decided to read the full report: https://www.andersoneconomicgroup.c...10/EVtransition_FuelingCostStudy_10-21-21.pdf I haven't done the research on who actually funded this "analysis" but I have a strong suspicion that it was done by an ICE manufacturer that is far behind the competitors on transitioning to EV.
Here are some gems:
From the first footnote, it would feel that they are deliberately trying to avoid mentioning the Tesla supercharging network, but the "analysis" actually mentions Tesla quite often. I guess they just assume that Tesla owners would avoid using the supercharging network and instead use the ones that charge more. Let's note though that they are adding all of these hidden fees in order to inflate the price of commercial charging.
From the second footnote, we can see that costs are greatly inflated. In my VHCOL state, I can get a 14-50 outlet installed for $600. This is a trend that continues throughout the "analysis". If it's something that can somehow cost the EV owner more, they will include the cost and at an inflated rate.
So, this "analysis" is showing that there are people who install a 14-50 outlet at home at a greatly inflated cost, but then decide to not use it, and instead make "frequent trips to a commercial charger". In addition, these people do this even though it is apparently difficult for them to find a commercial charger and they have to travel a long way (the "deadhead" miles) to do this. And they do it even though the cost of commercial power is "double or triple their residential rate".
They next have an analysis of the expected cost for driving an ICE car vs an EV over a year (12000 miles) and the calculate the cost for driving 100 miles (just dividing the first cost by 120). They also have an analysis of how much time is spent. I'm including them both in the table below as it highlights what they mean by "mostly home charging".
So, the person who is mostly charging at commercial chargers will spend 5.75 hours per month at the charger (no idea if this number is accurate), but the person who is "mostly home charging" spends 4.5 hours (roughly 80% of 5.75) also charging at commercial chargers? In other words, "mostly home charging" means that only 20% of the charging is done at home.
Later in the article, we get this...
Right... your "free" charger that work provides you is actually calculated as a cost to you. Never mind that property taxes, tuition, etc are also paid for by ICE owners. I.e., they don't just add some random charge to the ICE costs to account for property taxes, tuition, etc. Instead, they just add a charge to only the EV owner. And, as I noted earlier, they have tried to inflate the cost of commercial charges.
Found this in the appendix... The numbers don't seem self-consistent...
So, all EV charging people are charging up every night (the 25 sessions per month) and yet they are still going to commercial charging stations? The "mostly home charging" folks are going once per week to commercial chargers and the "mostly commercial charging folks" are going 1.5-2 times per week? Something seems off... Let's see if we can calculate what that is...
The article is based on 12000 miles per year, which is 1000 miles per month. The "mostly home charger" is getting 40% of those miles from commercial chargers, so 400 miles of charge per month from commercial chargers. Those are split up over 4 charges, so the "mostly home charger" is going to a commercial charging station and filling up for 100 miles. Clearly this isn't a full charge for any of the cars mentioned in the article. Let's assume that a "full charge" represents 200 actual miles (e.g., the MYLR driver can safely expect 200 miles of actual range). This means that the driver likely went on a trip longer than 200 miles and filled up another 100 miles in the middle of the trip. So, we could guess that the driver got 125 miles of charge from home and then filled up another 100 miles at a charging station for a total of 250 miles of charge. (Note that the driver would still have 75 miles of charge remaining - maybe that gets used during the week between long road trips). The problem with this analysis is that it shows about 300 miles of charging per week, or 1200 per month. So, that's mathematically impossible.
Instead, let's assume the "mostly home charger" does one long trip per month and that represents all of the commercial charging. So, the driver uses 200 miles from home charging and then charges for 400 miles on the road for a total of 600 miles. That leaves 400 miles for the rest of the month (again, only 1000 miles total per month). Assuming this long trip was over a weekend and a couple of days, this leaves roughly 25 days left for the normal driving. That comes out to an average of 16 miles per day of regular driving. Does 16 miles per day seem like "average" normal driving? That seems incredibly low based on my calculations.
I just don't see how any of the "analysis" makes sense. Are people actually charging up 4 times per month at commercial charging stations? It also lists the cost of charging up as 43 cents per Kwh at a charging station. Is that what people are actually paying?
Then there are the obvious flaws with the "analysis" in that they try to get an "all-in" cost of the EV by including things like installing an outlet and amortizing that over 5 years but not including the extra maintenance of an ICE car when getting an "all-in" cost on that. However, they don't include rebates or other incentives (e.g., I don't pay sales tax on an EV) when calculating an "all-in" cost of the EV. And... when considering the cost of the outlet, what's the point of amortizing over 5 years? If they trade in the car and buy a new one, do they need to buy a new outlet? Worse... they assume that the "mostly commercial charger" will get a regular home outlet for the cost of $600. Again, who is paying an extra $1000 to go form a normal 15A circuit to a 14-50?
So, I woke up this morning and found the following news article in my feed: Study compares electric vehicle charge costs vs. gas — and results were surprising In it, it basically says that even just the refueling part of an EV is more than the refueling part of an ICE car. I'm still waiting for the MYLR to be delivered to me but I've been tracking the mileage on my current ICE cars and my calculations show that even with my best mileage car, the MYLR refueling costs would be about half of the ICE.
So, knowing that USA Today (where I originally read the article) likely glossed over a lot of details, I decided to read the full report: https://www.andersoneconomicgroup.c...10/EVtransition_FuelingCostStudy_10-21-21.pdf I haven't done the research on who actually funded this "analysis" but I have a strong suspicion that it was done by an ICE manufacturer that is far behind the competitors on transitioning to EV.
Here are some gems:
Fueling comparisons between EVs and ICE vehicles must account for all costs. The cost of fueling EVs and ICE vehicles include the cost of fuel (or electricity), as well as the cost of pump or charger, and road taxes levied on drivers. Most of these are bundled into the retail price of gasoline for ICE vehicles. The comparable cost of fueling an EV include the following five categories:
1. Commercial and residential electric power costs: Commercial chargers often impose per kWh fees that are double or triple
that of residential electric power costs. (1*)
2. EV registration taxes: In many states, EV drivers need to pay additional auto registration taxes for the construction and maintenance of roads.
3. Cost of chargers and their installation: EV buyers typically receive a Level 1 (L1) charger along with their auto purchase. These typically use a standard home electrical outlet and pro- vide only a trickle charge for an EV. Sellers of EVs typically encourage the purchase of an optional Level 2 (L2) charger. Many owners that rely primarily on home-charging, purchase
and install an L2 charger that uses a special electrical circuit. (2*)
4. Deadhead miles: EV drivers incur costs of driving miles to a commercial charger for the sole purpose of charging. By com- parison, there are over 100,000 gas stations in the US.
5. Time costs of charging: EV drivers also spend significant time finding and driving to a commercial charger, setting up the charger, and waiting for the charging process to complete. By comparison, finding a gas station and refueling the vehicle is relatively quick.
(1*) These costs also include session fee, network subscription costs and charging efficiency losses (defined as a fraction of power delivered to the EV battery to the power transmitted by the charger).
(2*) Installation of an L2 charger often necessitates a home-renovation project. We estimate that installing a 240V power outlet with circuit breaker, and pur- chasing a home L2 charger costs about $1600. See “Step 2: Calculating direct fuel cost per year” on page 24.
From the first footnote, it would feel that they are deliberately trying to avoid mentioning the Tesla supercharging network, but the "analysis" actually mentions Tesla quite often. I guess they just assume that Tesla owners would avoid using the supercharging network and instead use the ones that charge more. Let's note though that they are adding all of these hidden fees in order to inflate the price of commercial charging.
From the second footnote, we can see that costs are greatly inflated. In my VHCOL state, I can get a 14-50 outlet installed for $600. This is a trend that continues throughout the "analysis". If it's something that can somehow cost the EV owner more, they will include the cost and at an inflated rate.
Here are the "Direct Monetary Costs" for EV vs ICE
EV ICE Commercial kWh rate, session charges, charging Included in the retail price of gasoline/diesel fuel EV highway registration taxes Included in the retail price of gasoline/diesel fuel Cost of charger and installation (emphasis mine) Included in the retail price of gasoline/diesel fuel Deadhead miles Deadhead miles (very small)
"Time Costs"
EV ICE Time to connect and disconnect a charger, sync mobile app with charger and make payment, and wait for the charging process to complete (a) Time to connect and disconnect a gas pump, sync mobile app (for some users), make payment, and wait for the gas to fill Frequent trips to a commercial charger (emphasis mine) Less frequent trips to a gas station
So, this "analysis" is showing that there are people who install a 14-50 outlet at home at a greatly inflated cost, but then decide to not use it, and instead make "frequent trips to a commercial charger". In addition, these people do this even though it is apparently difficult for them to find a commercial charger and they have to travel a long way (the "deadhead" miles) to do this. And they do it even though the cost of commercial power is "double or triple their residential rate".
They next have an analysis of the expected cost for driving an ICE car vs an EV over a year (12000 miles) and the calculate the cost for driving 100 miles (just dividing the first cost by 120). They also have an analysis of how much time is spent. I'm including them both in the table below as it highlights what they mean by "mostly home charging".
Entry ICE | Mid-Price ICE | Luxury ICE | Mid-Priced EV | Luxury EV | Luxury EV | |
---|---|---|---|---|---|---|
commercial fueling | commercial fueling | commercial fueling | Mostly commercial charging | Mostly commercial charging | Mostly home charging | |
Per year (12000 miles) | 1030 | 1030 | 1512 | 1554 | 1862 | 1698 |
Per 100 miles | 8.58 | 8.58 | 12.60 | 12.95 | 15.52 | 14.15 |
Hours spent fueling per month | 1 or less | 1 or less | 1 or less | 7 | 5.75 | 4.5 |
So, the person who is mostly charging at commercial chargers will spend 5.75 hours per month at the charger (no idea if this number is accurate), but the person who is "mostly home charging" spends 4.5 hours (roughly 80% of 5.75) also charging at commercial chargers? In other words, "mostly home charging" means that only 20% of the charging is done at home.
Later in the article, we get this...
Note on “Free” Chargers. Some municipalities, colleges, and businesses offer “free” charging for a limited amount of time in specific places. These services are often combined with parking, offered as a convenience to shoppers, or provided as a benefit to employees or visitors. We recognize that these involve a cost that must be paid, and which may be embedded in property taxes, tuition, consumer prices, or investor burdens. We price them here using commercial rates.
Right... your "free" charger that work provides you is actually calculated as a cost to you. Never mind that property taxes, tuition, etc are also paid for by ICE owners. I.e., they don't just add some random charge to the ICE costs to account for property taxes, tuition, etc. Instead, they just add a charge to only the EV owner. And, as I noted earlier, they have tried to inflate the cost of commercial charges.
Found this in the appendix... The numbers don't seem self-consistent...
Mid-Priced EV | Luxury EV | Luxury EV | |
---|---|---|---|
Mostly commercial charging | Mostly commercial charging | Mostly home charging | |
fractions: commercial share per unit of fuel | 0.7 | 0.7 | 0.4 |
fractions: home share per unit of fuel | 0.3 | 0.3 | 0.6 |
No. home charging sessions per month | 25 | 25 | 25 |
Number of commercial charger/gas station trips per month | 8 | 6 | 4 |
So, all EV charging people are charging up every night (the 25 sessions per month) and yet they are still going to commercial charging stations? The "mostly home charging" folks are going once per week to commercial chargers and the "mostly commercial charging folks" are going 1.5-2 times per week? Something seems off... Let's see if we can calculate what that is...
The article is based on 12000 miles per year, which is 1000 miles per month. The "mostly home charger" is getting 40% of those miles from commercial chargers, so 400 miles of charge per month from commercial chargers. Those are split up over 4 charges, so the "mostly home charger" is going to a commercial charging station and filling up for 100 miles. Clearly this isn't a full charge for any of the cars mentioned in the article. Let's assume that a "full charge" represents 200 actual miles (e.g., the MYLR driver can safely expect 200 miles of actual range). This means that the driver likely went on a trip longer than 200 miles and filled up another 100 miles in the middle of the trip. So, we could guess that the driver got 125 miles of charge from home and then filled up another 100 miles at a charging station for a total of 250 miles of charge. (Note that the driver would still have 75 miles of charge remaining - maybe that gets used during the week between long road trips). The problem with this analysis is that it shows about 300 miles of charging per week, or 1200 per month. So, that's mathematically impossible.
Instead, let's assume the "mostly home charger" does one long trip per month and that represents all of the commercial charging. So, the driver uses 200 miles from home charging and then charges for 400 miles on the road for a total of 600 miles. That leaves 400 miles for the rest of the month (again, only 1000 miles total per month). Assuming this long trip was over a weekend and a couple of days, this leaves roughly 25 days left for the normal driving. That comes out to an average of 16 miles per day of regular driving. Does 16 miles per day seem like "average" normal driving? That seems incredibly low based on my calculations.
I just don't see how any of the "analysis" makes sense. Are people actually charging up 4 times per month at commercial charging stations? It also lists the cost of charging up as 43 cents per Kwh at a charging station. Is that what people are actually paying?
Then there are the obvious flaws with the "analysis" in that they try to get an "all-in" cost of the EV by including things like installing an outlet and amortizing that over 5 years but not including the extra maintenance of an ICE car when getting an "all-in" cost on that. However, they don't include rebates or other incentives (e.g., I don't pay sales tax on an EV) when calculating an "all-in" cost of the EV. And... when considering the cost of the outlet, what's the point of amortizing over 5 years? If they trade in the car and buy a new one, do they need to buy a new outlet? Worse... they assume that the "mostly commercial charger" will get a regular home outlet for the cost of $600. Again, who is paying an extra $1000 to go form a normal 15A circuit to a 14-50?
Last edited: