Electric Cars: Savings on Gas & Electric Bills?

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Discussion Overview

The discussion revolves around the economic implications of owning hybrid and electric vehicles, particularly focusing on the costs associated with fuel and electricity. Participants explore whether the savings on gas translate into overall financial benefits when considering electric bills and vehicle expenses. The conversation touches on various driving conditions, vehicle models, and battery performance.

Discussion Character

  • Debate/contested
  • Technical explanation
  • Mathematical reasoning

Main Points Raised

  • Some participants question whether the savings from using a hybrid vehicle extend beyond fuel costs, considering the potential increase in electricity bills.
  • Others argue that the economic efficiency of hybrids depends on driving patterns, with city driving being more beneficial than highway driving.
  • A participant provides a hypothetical scenario comparing costs of gas and electricity for a hybrid vehicle, seeking clarity on actual savings.
  • Some calculations suggest that the cost per mile for electric driving is significantly lower than for gasoline, but the overall savings depend on driving conditions and distances.
  • Concerns are raised about the longevity and reliability of lithium-ion batteries, with anecdotal evidence of performance degradation over time.
  • Participants discuss the implications of battery temperature on performance and the potential challenges of using electric vehicles in varying climates.
  • There is mention of the high initial cost of vehicles like the Chevy Volt and the impact of battery lifespan on long-term savings.

Areas of Agreement / Disagreement

Participants express differing views on the overall cost-effectiveness of hybrid and electric vehicles, with no consensus on whether they provide significant savings compared to traditional gasoline vehicles. The discussion remains unresolved regarding the best economic choice based on individual driving habits and conditions.

Contextual Notes

Limitations include varying assumptions about driving patterns, electricity rates, and the performance characteristics of different vehicle models. The discussion also highlights the dependence on battery technology and its implications for vehicle operation in different climates.

  • #31
mgb_phys said:
Conventional taxis probably get only half the makers 'city' mileage because of the stop -tart congested driving.

Tart-congested driving? I bet that depends on the exact neighborhood they go to. :devil:
 
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  • #32
I have a Honda Civic Hybrid. There is no plugging in, the battery is charged from the heat of braking. It cost me $3000 more than a similar Civic without hybrid. I doubt that I will recoup the $3000 over the life of the car. As I bought it used, I did not get the govt rebate. I don't know whether the cradle to grave energy usage for the hybrid is more or less than the non-hybrid Civic. I get 43 mpg overall, and I drive mostly on highways. When I stop at a light, the engine turns off. This should be a big advantage for city driving, but I don't much of that. As I understand it, turning off a non-hybrid is a bad idea because it costs more energy to restart it than you save by turning it off.
 
  • #33
jimmysnyder said:
When I stop at a light, the engine turns off. This should be a big advantage for city driving,
VW claim that 25% of city driving in Europe is spent stopped and idling.
As I understand it, turning off a non-hybrid is a bad idea because it costs more energy to restart it than you save by turning it off.
It depends on the engine. A bigger problem is the start motor overheating they are only rated for turning the engine over a few times/day - not every few minutes for an hour.

VW had a system on the Golf (at least in Europe) that used a flywheel to restart the engine in traffic. For various reasons it is only practical on diesels.

The next Masda 3 is going to have a system that can restart a gasoline engine just using combustion. It stops the engine at a particular point in the stroke and then uses a pressurised fuel injector (like on a diesel) to restart the engine without any external power.
 
  • #34
Pengwuino said:
From what I read, it charges to 85% and allows drainage until 30%. Then the engine takes over.
Wouldn't that cause a "battery memory" problem (at the 30% mark)?
 
  • #35
EnumaElish said:
Wouldn't that cause a "battery memory" problem (at the 30% mark)?
Memory effect is only a problem for NiCd.

Li-polymor are very fussy about the last 10% of charge to full, I'm guessing the volt decided it was easier to play safe and only charge to 85% than risk shortening the battery life.

Discharging fully under load is also bad for Li-Poly but leaving 30% capacity seems a bit pessimistic. It may be that this is to ensure there is enough power available to cold-crank the ICE - assuming the Volt doesn't have a lead acid battery as well.
 
  • #36
mgb_phys said:
The next Masda 3 is going to have a system that can restart a gasoline engine just using combustion. It stops the engine at a particular point in the stroke and then uses a pressurised fuel injector (like on a diesel) to restart the engine without any external power.

That sounds a bit like an old train steam engine start up.
 

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