It goes to show that "range anxiety" is a fake problem in 2024.
Renault found-out that most consumers were charging their Zoe once a week, 10 years ago. Now many drivers only need to charge once a month, paying 1/10th what they would for petrol.

I don't have range anxiety, per se, but would still welcome more range. The actual, net 'range' depends on a multitude of factors.

Often the SoC (state of charge) is in the 10-80% range, so only 70% of the theoretically possible. Then there is temperature, rain (takes 10-20% more pr km), speed, wind, etc. In my car I have experience anything between 170 - 260 Wh/km consumption going 130 km/h (81 mph).

Another factor is that the 'just show up' price for high power chargers in Europe is about 1 $/kWh, i.e. 10-20 times higher than my home wall charger during the cheapest hours. For that reason, I may pay for a subscription to cut the price per kWh in half, meaning that I can now use 5% of the chargers on my way, and end up being limited in range and/or speed of travel between two charging points on long journeys.

My own pattern of consumption is 95% home charging, outside of vacation trips, which in turn may be 4000 km, which can end up being very expensive.

Bottom line: Every additional 100 km range removes situations where you are limited in your use of an EV, either by having to charge on a relatively short trip, or having to slow down and go 110 km/h in a 130 zone in you 0-100 in 5 sec. car. Which feels slightly silly...

One thing to mention is that some of the same issues come-up with fossil cars. You would never run a gasoline tank dry, because doing so will inevitably result in a failed fuel pump. Fossil cars also have less range at high speeds than at moderate speeds, and they also lose range in inclement weather.

This sort of test is simply meant to show a theoretical range. Normal people refuel/recharge before they need to call for a tow!

Bernard,

The reduced range in bad weather is also present for ICE cars, although not nearly as pronounced, as ICEs get more efficient at higher loads (higher torque, same rpm) whereas EVs suffer even greater internal resistance in the battery, not to say anything about the efficiency of the e-motor (which depends on its type).

I'm a numbers nerd, so I notice these things very vividly, as a comparison between my previous BMW 325d and my current BMW i4 eDrive40

And like I said, the cost differential from subscription/non-subscription at HPCs is currently massive. Before our latest trip down Europe, I spent quite a while plotting out prospective charging spots along our route with both attractive prices and attractive food/shopping nearby. Because in Germany, the offerings may be abysmal and in Italy, they may be zero!

WE don't see that the BEV should be compared to the CAR with ICE because they are completely different categories. The ICE vehicle needs more fuel when starting cold (only petrol/gasoline engine) (diesel less) but you also drive straight away and then the engine is fully warm after usually 1mls, as we know. Electric heaters are being installed more and more often in ICE vehicles. Many OEMs have avoided installing temperature displays in ICE vehicles for years so that the customer doesn't know exactly when the ICE is cold, warm or hot. Why?

Regarding the comment from cold Canada:
As YOU know, in Canada the ICE engines are preheated electrically via a socket at home so that they can always "start warm". The point here is that they want to avoid frost damage. But as you should know, the batteries in BEVs are always "heated or cooled" because otherwise the BEV batteries are dead. Only the 12V lead battery is not heated and therefore dies after a short time when it is extremely cold.

On the comment on the BMW 325d (E9x?) and BMW i4 eDrive40:
Both are extremely different vehicles, although the 325d is still a real car that was built lightweight. The i4 eDrive40 is a heavyweight like all BEVs and so ICE cars and BEVs are fundamentally not comparable, regardless of weight, CO2 or sustainability, because my BMW E46 LCI 330xd 6-speed manual is from 2005 and will probably last another 20 years, then powered by HVO100/E-Fuels.
BEVs usually go through the recycling phase after 20 years and what is ecological now???
By the way, the electricity for the BEV does not come from the socket in an ecological way but has to be produced with "effort".

Wind turbines and solar cells usually only last 20 years.

The fact is that nothing can be as ecological as some ecologists think and want to write...

Herman, it's easy to say stuff like "my ICE will last for 35 years," "EV batteries will inevitably fail," "all cars in Canada use block heaters" (maybe in the carburettor and 10W40 dinosaur oil days?). That's just stretching the truth in every direction in order to make a point.
Frankly, we don't know that EV batteries will need replacement after 20 years, we only have 10 years of real data, and it doesn't point to that conclusion. As long as no company repeats the mistakes of the Leaf we should be fine. What we do know is that many modern battery chemistries show 1-2% degradation per year in the real world, so you 800KM car might be just a 600km car. We also know that older "survivor" classic cars tend to lead an easy life as hobby transport. Cars that are used every day reach their design lifecycle in their second decade.
Block heaters are no longer required for temperatures above -40C. Cars start just fine at those temperatures, so people let them run until they are warmed-up enough to drive. Sure, you'll see more use of block heaters in the Arctic or in very cold places (Northern Manitoba, for instance), but they aren't as common as they used to be in.
High-quality 12V batteries should last for a decade. Cheap ones last for a couple of years. If yours are dying after a short time you should think of switching to a different brand.