# In Germany, the cost of traveling on an electric car may be higher than on a diesel car

In Germany, dissatisfaction in the community of electric car enthusiasts is gradually growing due to the strong increase in electricity prices at charging stations. Depending on the service provider and contract conditions, the price of fast DC charging stations, especially relevant for those who travel a lot, can range from 39 to 89 cents per kWh of electricity. As a result, under certain conditions, the cost of a trip on an electric car is higher than on a diesel one. Unfortunately, no improvements are expected.

According to the BDEW (Verband der Energie- und Wasserwirtschaft), the average electricity price for German households in January 2019 was30.22 cents per kWh. To the amount of energy stored in the car’s battery, one should also add losses during charging, which, depending on the degree of optimization of the system, can range from a few percent to 25%.

Home charging stations with power up to 22 kilowatts are typically AC charging stations, while fast charging stations such as the Tesla Supercharger are DC. Many charging stations in public places also give out up to 22 kilowatts and give out alternating current. At the moment, only Renault Zoe and some Tesla with a “double” charger are able to charge, selling all 22 kilowatts, while most other electric vehicles will use from 3.7 to 11 kilowatts. These charging stations, however, are quite important, because they allow a relatively budgetary way to increase the number of points for charging. A station (excluding installation) for 11 kilowatts costs around 700-900 euros, the option for 22 kilowatts is already about 2000 euros. However, those who travel long distances on an electric car, needs powerful fast charging stations using direct current. These charging stations are usually located along the autobahns, or in the area of traffic intersections. Their power can be 50, 100 or even 350 kilowatts. An example to follow is, again, the Tesla Supercharger, which offers places for charging 8 or more cars. But the carmaker from California has already passed the time of “free electricity”. Model 3 buyers will pay an average of 40 cents per kWh, in some cases up to 44 cents. Model 3, while maintaining a constant speed on the autobahn, consumes 20.8 kWh of electricity per 100 km of track. The leader in this discipline is Hyundai Ioniq with an actual consumption of 14.7 kWh. or in the area of traffic intersections. Their power can be 50, 100 or even 350 kilowatts. An example to follow is, again, the Tesla Supercharger, which offers places for charging 8 or more cars. But the carmaker from California has already passed the time of “free electricity”. Model 3 buyers will pay an average of 40 cents per kWh, in some cases up to 44 cents. Model 3, while maintaining a constant speed on the autobahn, consumes 20.8 kWh of electricity per 100 km of track. The leader in this discipline is Hyundai Ioniq with an actual consumption of 14.7 kWh. or in the area of traffic intersections. Their power can be 50, 100 or even 350 kilowatts. An example to follow is, again, the Tesla Supercharger, which offers places for charging 8 or more cars. But the carmaker from California has already passed the time of “free electricity”. Model 3 buyers will pay an average of 40 cents per kWh, in some cases up to 44 cents. Model 3, while maintaining a constant speed on the autobahn, consumes 20.8 kWh of electricity per 100 km of track. The leader in this discipline is Hyundai Ioniq with an actual consumption of 14.7 kWh. But the carmaker from California has already passed the time of “free electricity”. Model 3 buyers will pay an average of 40 cents per kWh, in some cases up to 44 cents. Model 3, while maintaining a constant speed on the autobahn, consumes 20.8 kWh of electricity per 100 km of track. The leader in this discipline is Hyundai Ioniq with an actual consumption of 14.7 kWh. But the carmaker from California has already passed the time of “free electricity”. Model 3 buyers will pay an average of 40 cents per kWh, in some cases up to 44 cents. Model 3, while maintaining a constant speed on the autobahn, consumes 20.8 kWh of electricity per 100 km of track. The leader in this discipline is Hyundai Ioniq with an actual consumption of 14.7 kWh.

This is how ADAC measurements look for other cars.

At a cost of 40 cents per kWh of electricity, it turns out that every 100 km of journey to Model 3 will cost 8.32 euros, for this money you can buy 6.5 liters of diesel at 1.28 euros per liter, or 5.7 liters of 95th gasoline at 1.47 euros per liter. In the case of a diesel car, fuel consumption on a car comparable to the Tesla Model 3 in size may well be below 6.5 liters. With a quiet ride, even the Mercedes E-Klasse with the OM654 series diesel engine is content with less fuel. Those interested can see user statistics on spritmonitor.

At a speed of 160 km / h, the Tesla Model 3 will require 30 kWh of electricity per 100 km of track, which is equivalent to the cost of 9.4 liters of diesel. Moreover, all these calculations do not take into account losses inevitably arising in the process of charging an electric vehicle.

According to the results of ADAC measurements, the losses during charging are as follows:

Tesla Model X100 D took 108.3 kWh to fully charge the battery at 100 kW * h, for Opel Ampera-e 67.4 it took 60 kW * h for the BMW i3 32.6 on the battery 27.2 kWh. A complete table of the results of measurements:

The cost of electricity to charging stations in Baden-Württemberg EnBW (Energie Baden- Württemberg) from March 1, 2019 is 39 cents per kWh for the "customers" (plus a monthly fee of 5 euros per month), or 49 cents for everyone else.

You can reproach providers for wanting to maximize profits as much as you like, but in reality the service provider is currently obliged to pay all the same taxes and fees for electricity as an ordinary household. Thus, the output of electricity can not be cheaper than the average price for the end user. Plus, it is necessary to compensate for the costs of installing a charging station, transformer, software and maintenance.

High prices at fast charging stations lead to a double effect: on the one hand, the owner of the car will try not to charge at this station more than he needs at the moment and thereby free up the scarce charging point, on the other hand, motorists will be forced to slow down , because for electric vehicles there is a simple rule: "ride more slowly - you will arrive faster."

Thus, the problem of the relatively small power reserve of electric vehicles is supplemented by the additional problem of the high cost of charging at fast charging stations.

Source .

ADAC performed cost-per-mileage calculations for a large number of electric vehicles and comparable ICE vehicles. They used a value of 30 cents per kWh of electricity, which is applicable only to personal charging stations installed in the garage and / or in their parking lot. The study itself is available here . Without even knowing the German language, you can understand what is at stake by scrolling to the tablet.

In the previous article " The study shows the environmental return on VW Golf-E after 100 000 km " were considered as issues of environmental profitability of electric vehicles in terms of CO2 emissions during manufacture and operation. This study was published by VW a few days after the launch of the IFO Institute.in which they came to the conclusion that a diesel car is ultimately more “environmentally friendly” compared to an electric car. VW tried to show in his study that everything, in fact, is not so bad. But in comparison, different cars are used. VW shows that the main source of CO2 emissions from electric vehicle production will be the battery itself, even in the case of a 36 kWh battery, it accounts for more than half of the emissions (57%). For example, the IFO took the Tesla Model 3 with a 75 kWh battery compared to the Mercedes C220d. Accordingly, CO2 emissions from the production of such a capacious battery will be significantly higher. If we proceed from the life cycle of a car in the region of 200,000 km and the fact that e-Golf pays off after 100-125,000 km, then in the case of Model 3 the ecological "payback" may not occur at all.

Unfortunately, VW in the study (more precisely, in the final conclusion) of the CO2 balance for e-Golf used the “average” value of CO2 for the cost of electricity production for 28 European countries for calculations. If we take a mix of electricity produced in Germany itself, we get 142 g of CO2 emissions per kilometer (versus 119 g for the Central European “mix” or 140 g for diesel golf). This is how the complete table, depending on the energy used, provided by VW looks like this: