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> With respect, I just don’t understand this use case. You focus on 42 miles as being a lot of range for most cases, but exclude the ~300mi range BEV because it’s… not enough? You can disagree, but it's a reasonable point Let's subdivide trips into A <42 mi, 42 mi < B < 150 mi and 150 mi < C. (These numbers assume no charging at the other end. We can tweak the actual numbers up by assuming charging at the other end.) We can ignore, for our analysis A. Those are 100% plug in. By your sources, 95-99% of trips are in the "A" column, depending on charging on the other side. So, you then ask "why is it material to stop for a supercharge on 1% of the trips". In this case, you kinda seem to have lost the thread. Why worry about your gas emissions if it's only 1% of the trips? Why advocate renting a second ICE car for a long trip instead of just having a single car where the switchover point to burning gas is just 250 miles shorter a trip? But really, it's how do you estimate B vs. C. If B is 99% of the combination, a pure EV may be best. If you think C is 99%, then a PHEV is best. In between, you have to make your choices. And those numbers can be highly personal. If you live 400 miles from the grandparents and (the other way) the city you like to visit for a weekend every month, it's clear you want a PHEV. If you those numbers are 100 miles, you probably don't. |
The long range model S can drive from SF to LA on a single charge.
Even taking into account a supercharge stop, it takes <10 minutes to charge enough to extend your range to make it to grandma's house. In practice, that's faster than a stop at a gas station.
Obviously grandma will need charging at their house to do this^, but if you're driving 400+ miles you're usually going to stay the night which means you can plug into a normal outlet and charge over night.