OK. I agree. It is what it is.
For me, the apparent fact that they tested cars that were 2 or 3 years old (and therefore had maybe lost 10-20% battery capacity) and compared them to newish cars, or maybe they tested 2 or 3 years apart, meaning quite possibly quite different conditions let alone battery technology changes, along with the apples to oranges LR vs SR comparisons, diminishes the value in my mind.
The cars tested were not "2 or 3 years old when tested". And therefore did not suffer from the heavy battery degradation you are suggesting. They are simply results completed years earlier than now.. and the list has steadily grown year after year. Some of those results are now 1, 2, or even 3 years old. I am pretty sure each result is from a specific overall review of the vehicle.. as their exact review is the one I used as a basis for purchasing my wife's ID.4 back in 2021. Notice the date of the actual test completion: August 20, 2021 (two years ago!!):
Volkswagen ID.4 Pro 70-MPH Highway Range Test.
The most important takeaway here is that Tesla is widely sorted and well-represented.. with results shown from a range of vehicles. A 2019 M3LR, 2020 MYLR, 2021 MS-Plaid, and 2021 M3LR were all tested.. so I am not seeing where this whole conspiracy theory stuff is coming from. As you said.. it is what it is.
As for the regular long-range S/X missing from the testing. Personally speaking, I can't afford a new $100,000 S or $120,000 X. So even if it achieved 500 miles in real-world testing (like the $165,000 Lucid they tested).. I honestly couldn't care any less. What is important to me is that vehicles I can actually afford, which do fall within my price range (up to $65K) are also well represented. That includes the M3LR & MYLR, Mach-E & EV F150, ID.4, Polestar, Ioniq5 & Kia EV6, and even the RIvian R1T (original starting price was $67,500). These are all vehicles very comparable in price and I imagine the ones most new EV buyers care about.
One thing I would like to see is this exact same sort of controlled test method done for EVERY EV. I find that the EPA range of many EVs is so different from the real-world range.. That whatever is shown on the sticker (or in the car) is often useless. In most cases, Tesla grossly overestimates its real-world range.. while companies like Porsche grossly underestimate it. I didn't notice this until Alex on Autos pointed out that every Tesla he has ever driven will only get about 90% of its indicated range.. even in the best conditions. Since the EPA publishes such unreliable range expectations.. it would be awesome to see some 3rd party step in and give us better "real-world" results. The list I posted by InsideEVs is just a start from what I'd like to see done.
Specifically what I'd like to see is a "real world" test of every EV showing results for these situations:
- 70mph range test in 80-degree weather, interior climate control set to 70 degrees.
- 70mph range test in 20-degree weather, interior climate control set to 70 degrees.
- Minutes of DC fast-charging it takes to add 100 miles of "real world" range @ 20% SoC in 80-degree weather
- Minutes of DC fast-charging it takes to add 100 miles of "real world" range @ 20% SoC in 20-degree weather
- 70mph range test while towing a 3,500lb trailer.. if it comes equipped with a Class III tow hitch and 2" receiver.
The idea is that most EVs are now capable of 200, even 300 miles of range in perfect conditions and low speeds. However, that range can drop tremendously while driving 70+ mph.. and/or in freezing temperatures.. and/or while pulling a trailer. Just as important as how far you can actually drive off a full battery.. is how much time it actually takes to recharge that battery on a longer trip. So I'd also like to see DCFC tests showing how long it takes to add another 100 miles of "real world" range. Especially in freezing weather, as many EVs do not have the ability to precondition the battery. This type of testing is important as it's likely DCFCs are still spaced so far apart in many parts of the US.. that it might actually take another 100 miles of driving until you can reach the next DCFC to continue your trip.. or arrive at your final destination.
I would imagine the above testing covers the overwhelming amount of long-distance driving scenarios. As an EV owner, you know the drill. For long trips, we commonly charge that battery up to 100% before leaving.. aim to drive until the battery reaches 20%.. then look for a DC fast charger. The above testing would give us a much better picture of exactly how far you can go.. and how realistically long it will take you to get there when driving any specific EV.
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