How efficient? Recharging EVs with diesel generators | Auto Expert John Cadogan 

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Greetings from the UK (England) John. That has got to be the most succinct and polite chastisement I have ever been witness to. Absolutely brilliantly done sir. Hats off to you. 😊🏴󠁧󠁢󠁥󠁮󠁧󠁿🇬🇧🇦🇺

I live in a small country town in the middle of nowhere . Two years ago, they put in an electric car charger . In the last 2 years, 2 cars have been charged there . One of them caught fire . And now it sits there gathering dust . 😂

As a Coal train driver I appreciate your understanding of the diesel electric locomotive. Certainly about tractive effort. They are not produced for efficiency.

I was on another Australian website and some Muppet in the comments claimed it only took 1.25 L of diesel to fully recharge an average EV battery. Can't fix stupid.

In a previous life as an engineer specifying charging systems for telecoms installations for a quick and dirty estimate of likely sizing requirements for a system (before doing the full sums for a real set of devices) was to assume rectifier efficiency of 80% and battery charging efficiency also 80% giving a system efficiency of 64%. This normally provided a reasonable estimate taking into consideration things like ageing, temperature variations, etc. for a system expected to last 10+ years. So my quick and dirty starting point for a 74kWh battery would be I need an input of at least 115kW. I was also involved in installing some remote generator packs for comms sites on some remote southern Atlantic Islands, these included a pair of generators, a massive fuel bunker, plus a massive oil reservoir to enable the generators, between them, to run continuously with auto changeovers every 12 hours. This allowed the off load generator to have a bit of automated maintenance and oil cleaning and replacement so it only required a human visit for maintenance every 6 months and a return to workshop every three years. These systems were not designed with efficiency and the primary concern, reliability and longevity where equal number one, with efficiency a distant number 3. I have never understood how people don't appear to be able to grasp that to do work (even if this work is 'only' transferring energy from one state to another) energy has to be used to do this.

Diesel charging of an EV is kinda like a Vegan sneaking in the odd Big Mac here and there……..

A little bit of Friday afternoon fun poking at The Cult members. Great stuff.

I love when it is Science - Facts, Figures & Reality Day in the classroom of JC. Very enjoyable , thank you.

This video should be mandatory viewing for every high school student on the planet.

I recharge my diesel with diesel about once a month. That diesel also runs the alternator which charges the 12v battery which seems to run the lights and stereo quite well.😅 I find it works brilliantly for me.😂

How much fuel gets used by the tanker to fill that tank?

There’s a new franchise. Jims mobile car charging.

Back in the early 80's, a VW Jetta diesel would go over 100 km on 4.5 liters. With a 55 liter tank, it would go about 1,200 km. We've gone backwards.

Glad I’m not Macca G. I am waiting to take delivery of an EV6 GT line to take advantage of the tax benefits. I have ordered custom plates ‘GAS CHRGD’ just to piss off the EVangelists by highlighting that the majority of WA’s power generation is from natural gas.

Here's an idea, carry the diesel generator around in the trunk of the car... that way you can constantly recharge the battery with the diesel generator! Genius!

The diesel also has to be transported to the charger by diesel truck.

I love that fast-charging from the NRMA's mystery-sized battery damages both the donor battery, and the vehicle's battery. How nice! I exclaim.

I’ve really missed the cold, hard facts from you, JC, especially when they’re mixed with a hint of sarcasm. If you can ever run for Prime Minster of earth, you have my vote.

John, I have pasted this on my FB page and it turns out that the science and electrical concept is OK. The main problem is that one gets a 34kWh shot of energy to just last 200 km for the average EV and this is, in my view, inadequate because it doesn't make sense to have to spend 1 hour charging an EV/200 km. Also, there is only enough energy in the fully charged battery for charging 2 EVs and after this, unless the sun is shining, the battery needs to be recharged by a 24 kW diesel generator. ========== The NRMA's electric vehicle charging station in the outback is, in fact, fully powered by solar but with a backup diesel generator is used, featured in Crikey of all places so we need to put our seatbelts on. What was claimed. The NRMA's electric vehicle charging station in the outback is, in fact, fully powered by solar but with a backup diesel generator and that solar panels on the station’s roof are the primary power source for the chargers. So, what is the truth? The EV station is NRMA’s off-grid prototype for remote charging, using solar power with a backup fuel generator as part of testing to help develop a national network. The station is in a remote part of the Northern Territory, about 200km south of Alice Springs. There are a number of articles on this topic, but I will summarise the important information here and what this means to the EV user. Some of the articles mention that the PV solar panels on the roof of the charging station facility provides the energy for EV charging and some other articles use slightly different wording, claiming that PV solar panels provide the INITITAL energy which means that the facility also has what is claimed to be 70-100 kWh battery. Let’s say, irrespective whether this battery is 70 or 100 kWh, the reality is that all Lithium-ion batteries like to be kept between a 20-80% SoC (state of charge), which to me suggests that the battery is rated at 100 kWh but only 70% of its SoC range is used on practice for a longest possible battery life and the least damage from consecutive charging cycles. The renewable power comes from a 50-60 kW ground solar array to charge the battery. A 60 kVA diesel generator is used for backup. The voltage is not provided but my guess is that it is 400V which must be the same voltage as the battery for DC charging the EV. Based on the voltage the diesel backup energy power source would then have a capacity of 24 kW which would be used to charge the battery when the sun isn’t shining or on cloudy days. With this arrangement the diesel backup could charge the depleted battery in about 3 hours. Well, that’s all nice, except as we look at the substance of the EV charging facility, the power from the battery is used to feed two charging points each providing 34 kWh of energy. Note, this is kWh and not kW which means that an EV connected to one of the charging points would receive 34 kWh energy for charging the EV battery and that’s it. When charging EV batteries with either AC or DC charging there is a 5% loss, that is the energy absorbed by the battery as reported by the EVs computer. It is claimed that the one-shot charge of 34 kWh is enough to travel 200 km. This assertion is reasonable if the efficiency of the EV is around 15 kWh/100 km. However, what is not mentioned is that there are some EVs that are less efficient and require, say, up to 20 kWh/100 km. But let’s stick to the 15 kW/100km figure and say that the distance one can travel is 200 km which necessitates 1 EV charging point every 200 km but in practice, depending on varying efficiencies of EVs, a more necessary distance is every 150 km. In relation to EV efficiency and range, if one uses air-conditioning (that is the heat pump in the vehicle), the ambient temperature is over 35 degrees necessitating the battery to be cooled, and the onboard infotainment system is use, this can result in a further reduction of 15-30% of the range. That’s nice until we get to the ticklish issue of charging times. The MS Ai Copilot mentioned that the charging time is 15 minutes, but I disputed this and mentioned to the Copilot that it would take an hour to charge any EV battery irrespective of capacity. The Copilot agreed that it was wrong with the 15 minute-charging time. So, what does all this imply for the EV user? It means that travelling on remote highways in Australia with EV charging points every 150 km (say) and 34 kWh DC charging, one has waste one hour/200 km just for charging the EV, provided that there are no charging queues at the facility. It seems to me that once the EVs become entrenched or forced upon us, our personal time no longer matters and if we are employees of a company, much work time would be wasted standing beside EVs getting charged. There is no mention of price per kWh for these charging points, but it goes without saying that the price would carry a premium based on the extraordinary effort to provide the energy at these places. In the UK many of the on-route charging points charge between 68-82 p per kWh which makes EV charging per distance travelled more expensive compared with the same distance travelled with an ICE car of similar size. Other annoying issues in the UK, and most likely also in Australia, were that at any time 30% of the chargers are not functioning, there are problems with the connectors, the ID authentication process does not always go smoothly, one needs to download an app for every EV charging company, lower charging rates below indicated maximum charging rates are common and queues can mean that charging can waste several hours of time. On all BMW EVs, and possibly other EV models, there is a battery protection algorithm which stipulates a limit of 7 fast consecutive charging occurrences which was not interrupted by a low charging level occasion - this is done to protect the life of the battery. If one is forced to DC charge the battery with smaller energy levels, one can quickly run into the maximum allowed fast charges problem. EV travelling in distant places also carries other risks such as tyre failure which is extremely common on EVs and the problem of getting it replaced. Because of the weight of the battery and the EV compared with ICE cars, it may also be necessary to change the tyres every 10,000-15,000 km. Because of the low-profile tyres and extra EV weight, the rubber on EV tyres is often softer compared with what is used for ICE cars and hence the wear can be greater on rough country roads. Should anything go wrong with the EV in the outback, finding expertise to fix the problem might be close to zero.

Number 5 is ALIVE!!

There is a Tesla getting around town with number plates 'ON COAL' . Appropriate as it is in the Latrobe Valley where Victoria's electricity is generated from brown coal.

"It doesn't matter whos f'king lippy it is dude" had me on the floor! 🤣😂🤣 Should be on stage with lines like that!

In the outback ,one could carry a spare 20 litres of diesel for the diesel vehicle ,you can't carry 20 litres of power for the EV

Can you do a story on the lithium battery recycling plant that caught fire in England 3 days ago that took 2 days to quell.

Great work here John. This had reminded me of my first class in engineering, where the lecturer was explaining the fundamenrals of thermodynamic.

He's back! As a fellow oldie I was a bit worried father time had caught up with you in a particularly bad way.

A quality run-through with the napkin math. I will offer that for the folks in 'Merica like me without the option of good diesel consumer vehicles, having the option to choose a diesel series hybrid system for transport would be a huge upgrade from what we currently have. As an example, my last SUV got 15 mpg on a good day (15.7 l/100 km) and 9 mpg when towing (26 l/100 km) which is atrocious. Hearing you guys talk about 5-6 l/100 km is a damn dream, lol. There is also something to be said about the flexibility that the EV/hybrid solution offers. What you are describing is the also the worst case for the EV (even though you were quite generous in your assumptions) because once things start charging off solar/hydro/nuclear it will give a major boost to the EV. By contrast, there is no real upside for the pure diesel vehicle as you are describing the optimal use case. Also, when you add in the added complexity of the engine/transmission (DPF, emission lying, etc), that brings and the benefits of the hybrid/EV start to shine a bit more. I'm not saying EVs are perfect; they are not, but they can at least help a bit (or at least make me feel a bit better about destroying the planet one burger at a time). p.s. I'm fat, so maybe 2-3 burgers at a time... p.p.s. I remember in college taking a class called "Alternative Energy Resources" and being told that hydro was considered a renewable resource because they couldn't build dams anymore, lol.

Well done John good job I applaud your honest work 👍

What??? How the hell would diesel be more efficient being burned in a generator rather than the engine moving your vehicle.

Thanks John, I've had EVs for two years now. Never had to use a Diesel generator to charge. But if perchance I had to, I wouldn't hesitate to do so. At this stage I mainly charge at home, but when out and about, don't seem to be having any problems finding charge points when needed. Consequently I don't anticipate a need for Diesel charging ever arising. The best bit of driving an EV is that I can now clearly hear the quieter passages of Beethoven's piano concerto #5 (I know not too everyone's taste) but am also saving about $3K pa in fuel costs. Neat.

First class, 100% and a gold star.

Greetings from some random guy in Essex, UK. Thanks for the light hearted way you present the science but still remain serious. I want to ask - what if we skip the battery and power electric motor(s) directly from a gen. set? I know the reasons related to high torque at low revs, and how the diesel engine runs at higher revs to drive the generator to create the electrical power needed. How does it apply to a car the size of a SUV?

Superb! Indisputable engineering facts presented with a thoroughly enjoyable command of the vernacular.

Phew, I was just wondering today if you kicked the bucket or something... 😂

For everyone that hates you John there are more that ❤️ you dude, much respect from 🇬🇧 🇮🇪

There are 2 fast chargers rated at 75kW giving a total of 150kW, but there are 4 charging plugs. If a group of 4 EV's are travelling together and they all recharge at the same time, they only get 37.5kW's each. The diesel generator will always be in use. Also, the diesel generator will use the same amount of fuel per 100kms of recharge (maybe more) as the Palisade does per 100kms.

Irony that a marine scientist wouldn't ask why great big cargo ships use direct diesel drives to the propellor shafts in an industry where maximum fuel efficiency is a consideration instead of his favorite diesel electric? With water providing some slip direct drive works, hard to do that with rails.

These diesel backed up EV chargers in remote areas are a fair solution in the short to mid term. Realistically, the purpose of EV chargers on remote, long distance highways is to enable an EV owner or prospective purchaser one more reason to feel confident in the ability to do such trips. If like me, 99.9% of my annual travel is around the city/suburbs and on the routes with well placed, grid powered chargers and I would only do the Melbourne to Perth run once a decade, the lifetime use case for running my EV off cleaner energy stacks up, especially when 98% of my charging comes directly from solar and renewables.

Very good discussion, I'm a retired mechanical engineer, I enjoyed your analysis there, even if you were far too kind with the numbers. Interesting that you chose the Ioniq, I've heard that the replacement batteries cost more than the original vehicle.

Driving into the outback in an EV is the definition of lunacy.

The most important issue is to ensure that there is a ready supply of drinking water as users may find themselves stranded waiting for a charge!

John you are correct about the diesel electric locomotives design. In the UK back in the 1950's and 1960's there were two competing designs of traction on heavy freight/passengers locomotives one was diesel hydraulic using hydraulic transmission powered bogies and the other was diesel electric. The hydraulic ones were great when working but as you correctly stated they weren't reliable compared to the diesel electric ones.

Sir, you were generous, to say the least. There is probably another 10% of losses in the transformers that change the output of the generator to something that will charge the 300volt or whatever it is battery in the EV. And then there are the losses involved in converting that stored electrical energy to mechanical energy..... This was a simply wonderful video.

Good work John.

Hey John, I’d love you to do an analysis of the Edison Motors heavy vehicle hybrid system.

John in the 80s and 90s i did work on a lot of the small VW and Mercedes Diesel cars they were very fuel efficient some claimed that fuel mileage was over 40 mpg not bad for a small sedan

30:16 I can attest to this fact since I was able to get from Muswellbrook to albury/Wodonga through putty rd and only needed to stop at Gundagai to refuel my 68 litre petrol tank. The orange light came on just outside Gundagai. That’s roughly 600km and the car I was driving was a 1995 ford Falcon EF XR8 with 350,000km on the odometer. I would have got further but putty road was far too much fun to be driving conservatively in…

Someone should actually do this experiment. Charge the EV from a diesel generator, give the ICE vehicle an equal amount of fuel and then send them on their way. I am quite happy with the theory presented here. But, a demonstration is always better to convince people.

Good one, JC, thanks. I know the square root of bugger-all about electricity, so thanks for taking the time to explain it. Did they include the cost of buying and installing the genny?😁

Hi John. I’m not sure if you remember but I suggested this exact point to you a year or so ago. My statement was something along the lines of “different energy input requirements to charge from 20% to 40% than 70% to 90%”. My understanding was that due to internal resistance etc. more energy was required to charge for the later due to the requirement to dissipate the heat and that this energy ( to run coolers and pumps etc )would be less when the battery is in a lower state of charge. ( to counter my thoughts I can see how the rate of charging is relevant as well as state of charge ).

Well put! Not only correct but presented with lovely, satisfying, sarcastic good humor. Thank you!

Very well put John👍🙏

Good job Johnno. Have you heard about the new Chinese ute coming out with onboard diesel generator, a la diesel electric locomotive, and the option of 2 or 4 wheel electric drive. Can't remember the name...maybe Quin Yao Electro Motive Division. 🙄

My 1978 VW diesel Rabbit got almost 480 freeway miles on 12 gallons.

It was great. I knew all facts, but listening to the expert was real pleasure . I love you John. No, no. Don't get it wrong.

I’m going to to keep my diesel ice LC, equipped with a bbar , and continue crying into my cornflakes at the price of diesel.

He is a professional, though. We could ask him how many dolphins it takes to pull a barge across a river.

Thank you for finally clearing up my conundrum regarding diesel/electric trains.

I hope there is a diesel generator out at Dingo Piss Creek mate. I'm heading out that way today with me cyber urinal.

Here's a crazy idea, use the diesel generator as an 'engine' to power the vehicle directly, thus cutting out the middle man! I don't think this has been done before, I'm off to the patent office.....

9:36 the alternative to a mechanical or electric transmission is hydraulic. Hydraulic transmissions have been used in freight trains but fell out of favour but they are still used in some heavy construction equipment .

I appreciate your generous, excessively generous simplification. 1/3 century as a Mech Eng, myself

Your so right there is a roadtrsin that goes between Port Augusta and Leigh that is a electric primemover funny thing is it charged at Leigh Ck by a deisel gen set and at Port Augusta is charged by the grid which is powered by Whyalla power plant stoked with coal 🤣

isle 2? They added a second isle to Nullarbor? Excellent video John. Just the right topic and discussion to further fuel my distaste for the EV and Solar utopia. I have even been told that shipping is a viable medium for battery power implementation. The fantasies that people want to believe and live in is extraordinary, Disney could not make this stuff up. Take care, Duncan

The difference between the emissions of a newish diesel car and that 80kw generator are not even slightly comparable. That genny is like a 1950's coal fired power station by comparison.

I did hear that to enhance the green credentials of this particular charging station they will be drilling on-site for oil and building a small refinery. Thus, a supply of diesel should be readily available for the generator.

John. I agree with your 'rise of man from the apes'. We used to call kids at school like John, 'know alls'.

So where is the next closest EV charger from the nullabor.

Everyone is wrong, Tony Stark Arc reactor is the best way of charging a EV.

Well done. Had a similar job of work trying to explain to the apprentice why his Hydrogen generator powered by his cars alternator wouldn't save petrol.

1 plus 1 equals 3 .........doh 4 ..oh shit maybe 11. Phew, nailed it. Cheers 🍻 James

Is the EV too heavy for the UFO to pick it up?

Not only is a diesel vehicle more efficient than an EV in this case, a diesel vehicle emits very small amounts of pollutants these days compared to the diesel gulping generator...

I would say that anyone arguing about whether an EV charged with a diesel generator is more or less efficient than just driving a diesel vehicle is missing the point. The point is, the diesel backup generator at a solar/battery powered outback charging station is only going to provide a fraction of the total energy delivered by that station. And anyone driving an EV in Australia is only likely to do a tiny fraction of their total charging at outback charging stations, so the amount of diesel powered charging compared to the total for any Australian EV making an occasional trip across the outback is negligible compared to a vehicle which runs on diesel 100% of the time. But having said that, using the figures quoted for that generator gives an fuel consumption at the generator of less than 0.26 litres per kWh. I have a power meter on the supply to my home charger, and I know how many km my car does between charges, so I know that on average, it takes 15kWh of AC power delivered to the charger to drive 100km. With careful driving, it can get below 13. 15 kWh × 0.26 l/kWh = 3.9 litres per 100km. That's including AC / DC conversion, charging losses, the lot. Can you achieve that in a small diesel car? Possibly in some cases, but I'd say most diesel cars would use more.

With all your generous calculations you have just proven that charging with a diesel engine generator IS MORE efficient than running a diesel car. If you use the waste heat from all the processes of the generator for district or process heating while making electric, the generator will be more efficient. There is no way that I know of to capture the heat of a diesel car but capturing the heat of a stationary generator is quite common. Thanks for pointing this out John. You thrilled me again.

This wrecks my solution to charging electric cars by towing a diesel generator on a trailer. However, thinking back to my Physics PhD days, you are absolutely correct.

Love your vids, and I also love my EV - but I didn't buy it to save the planet, I bought it because it's awesome. Also, I only use it around town and would always go back to my ICE for long trips. Would take a special kind of person to drag an EV across the Nullarbor!

John, I had a thought, and therefore found your video. My thought was, what if you did power an EV with a small diesel generator in tow? Suddenly, there's no range anxiety, no stopping every 200-250 miles for 15-30 minutes for a "quick" charge if the infrastructure exists, (fingers crossed). You can travel anywhere diesel fuel is available. Many people in the USA do most of their driving in town, and an EV is charged at home. This makes them practical for short local trips, (90% + of an individual's driving). If the last 10% of driving were also practical, I think a lot more people would be considering EV's. Also, if you have a more efficient EV than the Ionic 5, say a Tesla model Y, you get closer to similar efficiency to a straight diesel vehicle. This would also make buying a second gasoline powered car for road trips obsolete. Doesn't this make sense?

Love your work John there really are so many mummets

I just love the way John you just baffle these so called experts with facts awesome

Not sure if all electricity driven reactions produce heat. I've dumped up to 10 amps into small objects to electroplate the field lines (I think they are field lines) into them. Even in a small cup it doesn't change temp that I can tell.

Nice when someone gets down and dirty with the numbers. My fridge just exploded as warned.

Come on mate....as EV's won't be plugged in all the time solar and batteries will be used most of the time. Batteries charging up continuously. Presumably the diesel generator is just for back up because there's no mains electricity attached for when batteries are depleted and not to leave drivers stranded

Love your delivery John. I'd so love to hear you talking in a parliament somewhere. Keep it up..

Just love the debunking of the ramblings of the uneducated. Auto Expert, you are a legend. 👍

Great detail in this video. I am looking at this through a cold Canada climate. EVs in the current form is a bad idea.

I find that its a great solution even though its less CO2 efficient than a diesel car. Deploying more batteries or solar panels just to cover the peak demand may actually emit more CO2 than a diesel as in non peak the solar energy will be wasted.

John love your videos! But as a retired EE doing power conversion for 40+ years, including designing Level II ONBOARD chargers for Bosch, im afraid i must take exception to your claim that converting AC to DC incurs a 10% energy loss. If you mean simple rectification with 4 silicon diodes for single phase, 6 for 3 phase the energy loss at 240 VAC is less than 1%. Silicon power diodes typically drop 0.8 volts at rated current. In the 1 phase case 2 diodes are effectively in series conducting 0 to180 degrees whilst the other two conduct 180 to 360 degrees. Either way you get 1.6 volts drop. So your 240 volts becomes 238.4 Volts. So efficiency is 99.33%. Now in 3 phase things are a bit different. Each diode pair only conducts between 60 and 120 degrees or 240 and 300 degrees. This results in a Power Factor of about 0.9. So it is True that for 90 KW DC you need 100 KVA 3 phase AC. Effectively 10% of the power is reflected back into the generator to reappear later. This will incur small additional I^2.R losses in the generator = 1.1^2=1.21 X the losses. This is NOT 10KW OF HEAT. If the generator is 95% efficient, a ballpark number is 5% of 10KW or 500 watts. I fear you may have equated KWs with KVAs, which as described in layman's terms above is simply not the case. Respectfully David Pacholok Cecinduction@gmail.com Here in 'Merica watching the Green Madness become a pernicious disease within our once great country.

A simple reading of GMC's notes when they tested the first trains with diesel generators and the electric motors used by trains ran by overhead power wires not once do they mention the efficiency of the diesel generator. It simply was easier to put the generator on the engine than to run overhead power wires all over the rail lines. They did use two smaller generators instead of one large one so if there was an issue it could still move even if slow and it was easier to get the two smaller generators and position them on the engine. People try to rewrite history all the time.

I love it when you put these idiots straight with facts. You tell em Johnny

John, are you keeping tabs on Edison Motors from Canada and their truck "Topsy"? Seems like electrification and environmental conservation in the trucking industry finally done right.

How about the 3-phase power of the generator being fed directly as the 3-phase power of the car. I think you spoke with some from Mitsubishi about this tech, but I'd like to hear more details. What does a controller for that look like, is there some DIY way to get there, how do you combine it with taking or recharging battery power at the same time and what is the efficiency. I saw some efficiency numbers in boats, and since they were able to run all the engines (they had 3 diesel generators, 2 diesel engines and 2 permanent magnet 3-phase engines) at the optimal loads, they were able to get really good efficiency.

You forgot to include the cost of the diesel fuel delivery to the generator in the Outback. Probably delivered by a diesel tanker truck.

Just finally signed up to Nord. Came to find a video for the link. The face of Nord

Well explained!

What is your take on plug-in hybrids, which have batteries just sufficient for your daily commute? I have a 2013 Chevrolet Volt. The car is now 11 years old. The battery lasts for 55 km in summer. When I first bought it, it could drive 60 km. It's almost enough for my daily commute. My average lifetime fuel consumption is 2.5 liters per 100 km. In the last 20,000 km I've driven, it has lowered to 1.8 liters per 100 km. I've been doing fewer long trips and using the train more for those. I must say, I'm quite happy with the solution. I charge at a rate of 3.6 kWh late at night, and it can easily charge the car's 11 kWh battery. There's no need for any fancy or expensive wall appliance. I love the car. Nowadays, the Mercedes 300e finally caught up and offers a range of up to 100 km. However, most plug-in hybrids have only just about reached the range of this old Chevrolet Volt. To me, the plug-in hybrid approach is perfect. The car doesn't need to weigh too much. Ideally, if you need to replace the battery, it should cost a lot less than a full Tesla battery. When going on long rides, you don't need to panic at the charging station because all the available stations might be occupied. This approach perfectly suits my needs. You see, it has saved me quite a lot of money. My gas bills went from €120 a month when I couldn't charge the car (getting 7 liters per 100 km) to practically zero. Now, 1 kWh lasts me around 6 km, which means I no longer charge the full 11 kWh battery, and my usable range is probably closer to 55 km / 6 km/kwh (around 9 kwh). The price per kWh has increased a lot since the war in Ukraine, but off-peak charging is still affordable. Plus there is water electricity production around. Thanks a lot the video content was interesting.

Checking ACE EVs website, and not only have they never produced a vehicle, but their own statement, a partially loaded vehicle from their range wouldn't have the range to make this outback charging point anyway.

Yeah baby!! That's some goooood numbers pr0n right there! And the Wordsworth was set to 'just right'. Aaaaahhhhhh. Amazing as always, that was great thanks John. Now's the time for some combustion derived stimulant and anxiolytic...

Talk about kind with the maths, you left out the final emissions case you started on, emissions generator versus emissions ionic diesel for the burned fuel, pollutants being the whole reason (allegedly) for EV’s. Great piece of work as usual.