Tesla Aside, The Kia Soul EV Is US Electric Car Range King


Combined EPA Range Rating In Column At Far Right

Combined EPA Range Rating In Column At Far Right

Kia Soul EV

Kia Soul EV

The Excel spreadsheet posted above shows handy city, highway and combined range for all 2015 Model Year battery-electric vehicles available in the U.S.

Ignoring Tesla, the clear range champion, we noticed that the Kia Soul EV is the only BEV sold in the U.S. with a combined range rating in the 90s.  The electric Soul beats the range rating of every other BEV sold in the U.S. without a Tesla badge.

Editor’s Note:  The Tesla Model S 60 kW car has now been replaced with a 240 mile, 70 kW – AWD version (full details here)

The Soul EV would not place where it does if the Toyota RAV4 EV were still available, but as it stands right now, there’s no non-Tesla electric car out there with more EPA-rated range than the Soul EV.

Here are some additional details on the Soul EV:

  • Range of 93 miles
  • 620-pound battery pack
  • Total weight of ~ 3,400 pounds
  • A 6.6-kilowatt onboard charger
  • CHAdeMO DC fast-charge port
  • Synchronous AC motor with 109 horsepower and 210 lb-ft of torque
  • 0 to 60 MPH in 10.7 seconds
  • Base price of $33,700
  • EV Plus version is $36,500

Of note: With the arrival of the updated 2015 Mercedes-Benz B-Class Electric Drive (with the “range package” now a standard/selectable feature) the Mercedes adds approximately 17 miles more of range and takes over the technical lead (though not officially according to the EPA since it’s not tested in range mode) with an approximate combined rating of about 104 miles.

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81 Comments on "Tesla Aside, The Kia Soul EV Is US Electric Car Range King"

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How much range RAV4 had?

It’s 120+ miles at highway speeds (65 mph) on full, extended charge without any hypermiling tricks. And let me tell you that getting up into this range is so much more convenient for travel around the San Francisco Bay Area (vs 70-80-ish miles in LEAF). Presumably the same is true for other large metro areas.

Can’t wait to see all the reasonably-affordable next generation EV’s coming in a couple of years!

Found this on the “My RAV4 EV” forum:

“[Consumer Reports] says that the Rav4 EV isn’t a hurried conversion like other EVs and isn’t a runabout on a ‘short leash’. They said they found the claimed range of 100 miles to be quite realistic, and potentially even longer based on their experience.

“Over the course of their testing, the Toyota Rav4 EV was taken on highways with its lights, air conditioning, and miscellaneous accessories on and it lasted 99 miles.”


Re my RAV4 EV:
1. I have regularly gone 130 miles at 65mph cruise control.
2. 0-60 in 7 seconds – with lots of tire-spinning goodness.
3. hauls lots of people and stuff.

I have not had a single problem. Toyota had such disdain for such an excellent vehicle. Total shame.

Range at 65mph (100km ground speed) on dry, hard surface level road with no wind or cabin climate control with new condition battery at 70F, battery capacity is “useable” amount, not advertised amount. Ranges are at maximum available charge and EPA rating is the maximum published. Nissan LEAF – 4 miles per kWh (250 wattHours per mile) * 21.3kWh = 85.2 miles / EPA 84 BMW i3 – 4.7 miles per kWh (213 wattHours per mile) * 18.8kWh = 89 miles (the “REx” version has less electric range) I3 “REx” (with gasoline engine) – 4.6 miles per kWh (217 wattHours per mile) * 18.8kWh = 86 miles minus reserve held for gasoline engine operation = 80 miles Kia Soul EV – 4 miles per kWh (250 wattHours per mile) * 27kWh = 108 miles / EPA 93 VW eGolf – 4.1 miles per kWh (244 wattHours per mile) * 24kWh = 100 miles GM / Chevrolet 2014 Spark EV – 5 miles per kWh (200 wattHours per mile) * 19kWh = 95miles / EPA 82 2015 Spark EV – 5 miles per kWh (200 wattHours per mile) * 18kWh = 89 miles / EPA 82 Mercedes B-Class ED – 3.6***… Read more »

107 city 98.9 highway and 103 combined

No, those were bogus calculated and mixed numbers. In reality, we RAV4 EV owners easily get 120+ miles at highway speeds (65 mph) on full, extended charge and over 100 miles on standard charge.

10.7 from 0-60mph is way too slow my work 10,000lbs f250 box truck comes close to that.

I think it’s perfectly fine, I drive a small Euro eco box (Peugeot 206 SW 2.0 HDI) 90hp diesel and it takes atleast 14 seconds. Definitely a upgrade.

15 years ago it was just fine for the best selling car is the US.

Indeed, with electric cars, it would make more sense to software limit acceleration to 10 second if user wants that slow acceleration. But with sport mode option, acceleration could be boosted into 5-6 second range without significant added cost.

Also as Tesla pointed out, dual motor EV is actually cheaper overall, as efficiency and more even drivetrain and tyre wear compensates the marginally higher added cost by more complex assembly.

The parts themselves do not add relevant cost as the cost of electric motor+inverter scales roughly linearly to power output. That is, 1×200 kW electric motor costs nearly the same as 2×100 kW electric dual motor.

But established car manufacturers do not want to innovate with electric cars, therefore they are bringing on markets rubbish in hopes to delay the inevitable and rapid transition to 100 % renewable energy economy and all electric transportation.

agree. the performance of non Tesla EVs are a joke.

Define Joke. Many of the non-Tesla EVs are faster than their gasoline counterparts. How fast does an EV have to be in order to get your seal of approval? The BMW i3, for example, has a very respectable 0-60 time of around 6.8 seconds. The Spark EV is also known for being pretty fast, and much faster than the gasoline version (which nobody ever complains about being slow)

Anything over 10 seconds is unacceptable for a modern car or truck

And that would be why, exactly? Racetracks aside, What does faster 0-60 acceleration give you functionally on public roads, except waste more energy and get untrained drivers in trouble because they’re going faster than they know befpre they notice it?

This isn’t an empty question… I’m a motorcyclist; virtually all motorbikes accelerate quicker, and it’s a contributor to serious accidents (my last bike did 0-60 in <3.0 seconds, and it was a heavy literbike, not a sportbike)
That was the typical number for medium size cars with medium engines in the 1970s and 1980s.

I appreciate that your question isn’t empty. There IS a legitimate use for high-acceleration from standing start to 30mph. If you see a car coming towards you that is sure to crash into you, you can get out of the way of it by accelerating. This has happened to me… I was turning left across traffic and someone was running the light… they would surely have hit my car had I not accelerated out of the way.

Short times getting to 60mph are less necessary, I agree. But if it helps save you in a potential accident situation, it is useful.

Tesla all-wheel-drive and 1.0-sec 0-30 times are going to be very useful.

The point is that EVs could be not just faster but a lot faster than their ICE counterparts. E.g. dual motor for BMW i3 would not add any cost or weight to the car, but acceleration could be boosted below 6 seconds. But BMW intentionally left dual motor approach away from i3 so that their electric car would seem less desirable comprared their xDrive ICE cars.

This is the problem that pushing the boundaries what is possible with electric cars is left only on Tesla’s shoulders. No other car manufacturers has done ever anything to advance electric car technology.

Does anyone bashing EVs own or even have ever test driven any? In the city who cares about 0-60. But when the light turns green I leave every car behind. EVs have great instant torque, so they make very fun cars to drive.

True. It seems that most of the e cars outperform their sister ice versions. It is probably a holdover of the thinking of ev’s as glorified golf carts.

“Who cares about 0-60 acceleration in the city?”

I do, every time I want to merge onto a crowded freeway. Prompt acceleration is also appreciated when I’m on a two-lane highway and I want to pass another vehicle.

A 0-60 time of 10 seconds does sound a bit poky, but the Nissan Leaf has the same limitation. That wouldn’t be a deal-killer for me personally, but somewhere around 12 seconds might be. Something better would certainly be appreciated, and would be worth paying a bit more for.

In the city who cares about 0-60? LOL

dude in the city there are stop lights, stop signs, everything low speed LOL

0 to the speed limits is what matters

0-60 in 10 seconds is fine for most people. It’s no rocket but will do for normal driving. EVs also do well in mountain regions, where the thin air is a benefit while all the normally aspirated cars lose power.

I agree it is slow. It’s about the same speed as a Prius. So it isn’t neccessarily a problem to drive. But at the same time the speed certainly isn’t a selling point.

It’s ironic that a lot of range postings start with the text “Let’s ignore Tesla for a moment”. One of these is engineered as a “useful” electric car, the others are engineered to a price. A very different sort of engineering.

Given the choice, would you buy a cordless drill that goes empty after 10 screws into your job, or would you buy the more expensive model that can finish your job each time.

Considering the price of the car i’d feel investing in something as expensive as a car for a mediocre range is odd. In 5 years, it’s still has the same limited range.

Except the Tesla, that one still does 200 miles on a charge and is thus useful.

I’m very concerned for the 2nd hand value of the rest of the automakers in a few years.

All that being said, if a Soul EV comes around 2nd hand for a good price, i’d have it in a hartbeat. Normal looks and practical insides. Comes with Quick Charging per default, they all should.

Let’s see. If the drill that could finish the job on a single charge costs me $500 and the drill that can still do the job with less convenience is $50, then… yeah. Give me the $50 drill.

1) Cars are anything but an investment unless it’s a vintage Ferrari.

2) After 5 years, you could trade in your old EV with limited range for a brand new one with probably more than 200 miles of range and all for less than the price of the expensive one + you are not left with a 5 year old car to boot ?

1. Very true, insert random vintage automobile here. 2. Yeah, the post comes of a bit harsh, but in the EU (NL) the Kia is 32k euro, and the entry level Tesla 60 was 70k euro, the 85 is 80k euro. None of which I can pay at my yearly salary 🙂 So that’s still a factor of 2.5. I suppose Kia could sell a Soul EV with double the battery for 45k euro, that would still be a lot, but get you almost twice as far, but not for twice as much. Pretty much the same story for other manufacturers. A BMW i3 with 44kWh would probably be a terrific car as it would manage 150 miles in pretty much any weather. You’d be hard pressed to find people have an issue with that. It would cost another 10k over the base model, but it would be significantly better. That raises another point, no other manufacturer gives you battery size options. Why exactly? @Art Isbell Yes, the resale value of the current BEV’s concerns me. Not that the car is useless, far from it, but it applies to the same market of people that can work with the range… Read more »

Our i3 BEV and our previous i-MiEV were both useful EV’s for us, but obviously not for everyone.

I wouldn’t choose an expensive cordless drill that was so heavy that using it wasn’t as nice as a light, well-balanced drill, especially if I don’t need to screw more than 10 screws at a time very often.

If an EV’s range is sufficient now and no changes in one’s life would likely change that, who cares whether its range in 5 years is no better?

Used EV values will likely drop faster than ICE vehicles due to new EV purchase incentives and the dropping costs of EV battery packs. But if one doesn’t plan to sell one’s EV because it satisfies one’s needs, who cares what the used value is?

Unless you fully know the cost path that EV components and batteries will follow, it is impossible to make a great EV decision. It is all just educated guesswork, personal preference, your budget, etc.

I’d love a Tesla but it costs a bit much. If I stretched finances to buy one, I’d be disappointed if battery prices crashed and it quickly lost value. For now, an EV I picked up cheap provides me with the gas-free driving I want. And I continue to carefully watch the market for a time to upgrade.

I hope we get a nice new crop of 200+ mile range affordable EVs over the next few years. But for now, the 80 mile EVs can get me back & forth to work.

lol nothing bad will happen to Tesla

“Given the choice, would you buy a cordless drill that goes empty after 10 screws into your job, or would you buy the more expensive model that can finish your job each time.”

What would you say to the majority of Americans that make less than $50,000/year? “Buy the drill you can’t afford because it’s better?” This is why people live paycheck to paycheck with tens of thousands of dollars of credit card debt.

The Model S costs almost as much as my house. It’s not an option. The Kia Soul EV is even beyond my reach. That leaves me with the Harbor Freight drill of electric cars (ie LEAF or worse).

So ignoring the Tesla line is totally appropriate for me- and not just me, but also the vast majority of potential EV buyers.

We can clearly see on the chart that the ICE car maker cartel never provide cars with 125-150 miles . A clear break with the only BEV-only company with 3 times the range , when we all know that range is the most critical issue for the adoption of EVs.
With the omnipresent pressures of Big Oil, it’s like the big tool makers cartel agreed on making weak drills to help their lucrative hammer&nail business in order to sell more hammers and nails.

I find it odd that the Model S is the only vehicle on the list that has a larger highway range than city. I wonder exactly what allows them to do this? Is it just that their PWM motor control is that much more efficient than the others?

Aerodynamic, aerodynamic, aerodynamic!

Heavy, heavy, heavy! (uses lots of energy in stop and start city traffic)

Both, both, both!

Cha, Cha, Cha!

The 4000 pound RAV4 EV is the same.

Less than 3.0 miles per kWh around town and more than 3.0 on the freeway.

Exactly. And Tesla is the ONLY company that got this right.

For urban efficiency, weight is king because most energy is consumed in start-stop inertia changes; For highway efficiency, aerodynamics is king because most energy is consumed overcoming air resistance.

Same for ICE cars, although the urban ICE inefficiencies (always on, acceleration enrichment, conversion losses) make them look particularly bad in the city.

One thing that bother me is the expected charge time shown here.
6 hours at 6.6 kw to charge a usable 21.5 kwh of the 24 kwh in the Leaf doesn’t correlate with any calculation whatsoever, come on!
Can’t speak for other car but having one myself for 3 years I’ve never, I SAY NEVER, having such a long charging time neither comming close to what is spread all around everywhere and by Nissan themselve.
And that include some charge at -25c° (don’t know F°)
They should know firsthand with all the data they gathered from all the car sold.
For the Kia, it seems to have 27 kwh usable capcity from an estimate 31.5 kwh total.
That was from a test drive done by Tony William and post on this site.
If true, it shows Kia poor efficiency, rather than being king of anything.
What about it?

That would be -13F°.

Kia Soul EV is heavy and has the aerodynamics of a brick which results in its low efficiency. But even a Kia Soul EV can have a better range than its competitors by having a significantly larger battery pack.

I wonder how much range would a Kia Optima get with the same battery. The shape of Kia Soul is not efficient friendly.

Yeah, these companies need to stop putting batteries into bricks.

Aerodynamics really REALLY matters for EVs. Electricity is cheap, that’s not the issue. But batteries are expensive and heavy so the further you can go with your batteries, the better your EV will be. So they HAVE to hyperoptimize the aerodynamics.

And ONLY Tesla got this right. The rest of the car-makers are stuck in an ICE mindset wherein making the gas tank a little bigger costs pretty much nothing so aerodynamics don’t matter.

When you talk about charging time from 0-100%, you have to be careful. It will not be a simple calculation because it is not a linear process. Even at a mere 6.6kW, the charge rate will taper above 80% or so. What we should really care about is the 20-80% charge time since that is where the battery charges at rates up to 2C.

On a long trip where you drive-charge-drive, repeat, you want to keep the SoC in the 20-80% range. Of course, this requires either a long range EV or a very dense QC network. Only Tesla has this set up correctly.

On your normal day-to-day use, where you drive all day without care and then recharge while you sleep, it doesn’t really matter for most of us how long it takes to charge (the exception being those whose utilities have Time-Of-Use metering with a short – <=4 hour – super-off-peak period).

As I wrote, I own a Leaf and never ever had to wait that long.
Be 80% or 100% charge from 0% corrected SOC.
And that is with an 3.3kw (3.6kw here) charger.
The power stepdown occur much later than 80%.
From my experience just above 95% on L2 and still pulling 13kw when plug in a DCFC at 90%+ SOC.
Typically, I charge right away to 80% since I have a 2012, and prior to a shuttle that need it I fill to 100% in about 75 minutes or less.
So all charging times claims that I read about is from my experience and my encounter with other owners of EV, way pessimistic.
I just don’t know why 5 years down the road using the thing it’s still misleading everybody not familiar with EV and to some extend some that are.

Fully agree with Djoni.

There is a lot of nonsense written about charging times – mostly outside of sites like this one. But occasionally some of it even leaks in here.

Here’s one data point from my own perspective:
2014 Nissan Leaf with 6.6kW charger.
Start/stop charge timers set for 2 hour overnight charge.
Plug in when “miles remaining” display shows 20 – 25mi.
90% of time the car charges at 6.5 kW (measured) until timeout.
Typical miles now remaining are 80 – 90mi.
Run car for 50-60 mi. (Can take 3-4 days in my case. Yes, ≈5kmi/yr)

The point is, for us at least, normal use requires just a 2 hour charge as needed.

On the occasional road trip. A 25-29 minute ChadeMo charge gets us comfortably to the next charger, sometimes skipping one (We’re blessed with lots of reliable Aerovironment DCQC chargers here in OR).

Oh, to be clear, these are not winter numbers. Naturally, range drops a quite bit in winter but charging strategy remains the same.

Both the LEAF and the Soul EV consume about 4 miles per kWh (250 wattHours per mile) (155 wattHours per km) at 62mph / 100km/h.

They both weigh nearly the same 3350 pounds.

The Kia battery is far more dense per pound:

LEAF – 660 pounds for 21.5 kWh usable
Soul – 625 pounds for 27.0 kWh usable


LEAF: 4 * 21.5 = 86 miles
Soul : 4 * 27.0 = 108 miles

Another way of putting this is, Tesla is the most beautiful duckling, however among the ugly ducklings Kia is not as ugly as the rest.

Didn’t Tesla said they’re willing to share their advanced technology with the rest of these guys?

Sure they did. But realistically, what technology does Tesla have that anyone else really needs? Technologically speaking, the Chevy Volt beats out anything Tesla has. Just because they stick a huge expensive battery in the car does not mean they have technology that nobody else has.

Every time I read this argument, it leaves me wondering where similar cars are from the other manufacturers. The only 200+ mile BEV even announced is the Bolt, and that’s still at concept stage. The Model S is now 3 years old, so exactly how long does it take to deliver a car with comparable range?

Good point. If it is so easy to make a car competitive to the Tesla then why hasn’t anyone done it. Hmmm?

Because the automobile market is so vast, and Tesla’s share so puny, that nobody else (yet) feels the need to compete.

Or, far more likely no one is capable of doing so. But if you try hard enough and torture logic enough you can come up with replies such as the one you submitted.

It takes about as long for others as is does for Tesla to produce an affordable car with 200 mile range, because the issue is battery costs.

The world needs a $35k electric car more than it does another $100k electric car. Even the sub-100 mile EVs collectively outsell Tesla because they are affordable, range limitations notwithstanding.

Everyone is more or less in lockstep on the technology issues. Tesla’s biggest contribution to EVs is not what they did technically, but the fact they did it at all.

“Technologically speaking, the Chevy Volt beats out anything Tesla has.”
Your confusing efficiency with complexity.
Technologically speaking an electric motor is not much of a challenge.
Tesla had nothing and still they beat all the big players with commonly used plain computer batteries.

Answering to Tim, there is no competing cars because there is no real competition. The century old petro-automobile cartel is not interrested in cutting in half their profits. An EV is much simpler, would cost less if massively produced, needs no maintenance, much less repairs and will last much longer than an ICE one.
The auto cartel agreed on never providing an appealing range, and keep them artificially too expensive. That’s why they crushed the EV1, not only stop selling them.

That’s why they try to kill Tesla and will well for 2017 only, but only enough to divert Model 3’s sales. If they succeed, EVs will fade and slowly disappear.

What they have is a thermally controlled pack using small format cylindrical cells, a lot of cell/module/pack level optimizations, and approaching a decade’s worth of data that gives them the confidence to use that approach. Only VW is taking a similar approach (although only for the low volume e-tron R8 and 8 years after the Roadster) likely because of Tesla co-founder Martin Eberhard’s time at the company.

If it was as easy as slapping in a bigger battery, a lot of automakers would have done it already. The fact of the matter is the chemistries in the large format prismatics favored by large automakers don’t have the energy density to allow them to build a 200+ mile car. LG Chem is still working on this (NMC) and all the major automakers are depending on them to make it happen (except perhaps Nissan, although there are rumors they might go with LG Chem as their in-house chemistry is behind schedule and might end up costing more).


They free license patents.

This is as “transfer of technology” as giving 6y old kids sketches would be…

Patents =/= Technology =/= Transfer of technology.

The 2015 MB B-Class comes standard with the range package, and with that option would come in number two behind Tesla. You have to select range charge, and wouldn’t have those miles on tap unless you did, but like the Tesla, it gets you further than the Kia, I believe (not in the city).

Worth considering.

True. That’s what our note says. However, the EPA rating is unchanged from 2014 because the EPA does not test in range mode, since M-B advises that it’s used only when needed. Furthermore, range mode must be selected prior to charging so that you get a full battery, so you have to anticipate needing those extra miles.

range package is lame, they just limited the battery usage to make more money

I’m not so sure… It’s my understanding that if you’d use Range Mode on the B-Class ED every charge cycle, you’d degrade the battery fairly quickly.
If so, I’d expect the Owner’s Manual to warn about this and/or Daimler to exclude this usage from their battery warranty.

Anyone know for sure?

Range mode would be no different in impact to 100% charge in other EVs (which isn’t actually 100% charge, there is still a top end buffer).

Yes, the manual does warn against frequent use, but doesn’t mention any affect on the warranty (see page 136 “Range PLUS” section):

All the following vehicles use Panasonic 18650 cells and packaged by Tesla Motors: The published voltage range 4.2v to 2.5v per cell. Mercedes B-Class ED battery 36.0kWh total – 100% SOC 31.5kWh usable- 90.0% SOC 28.0kWh usable- 80.0% SOC 1.0 kWh unusable- 2.7% SOC 3.35v * 2900mah * 3696 cells = 35.9kWh 88 in series, 42 cells per 4.15v module 365.2 volts @ 4.15v (resting OCV max) 369.6 volts @ 4.2v (charging / regen max) *********** Toyota Rav4 EV with Tesla drivetrain: 45.0kWh total – 100% SOC 41.8kWh usable- 95.1% SOC 35.0kWh usable- 80.0% SOC 1.0 kWh unusable- 2.2% SOC 92 cells in series 382 volts @ 4.15v (resting OCV max) 386 volts @ 4.2v (charging / regen max) ********* Tesla Model S-85 3100ma Panasonic 18650 cells 7104 total cells = 74 * (6 * 16), or 74 * 96 cells in series 16 battery modules are connected in series. There are 6 sections in one module also in series, and each section of 74 cells is connected in parallel. 74 cells in parallel at 4.2 volts each in parallel * 6 * 16 = 403.2 volts pack voltage (max charge / regen) 74 cells in parallel at 4.15 volts… Read more »

Renault ZOE is the ultimate king in the 20-25kwh range
240kms, or 175kms “real” -> the only one with more than 100miles.
But unfortunately not sold in the US (why ?)

I have a sneaking suspicion if it were sold in the USA, the EPA rating would be substantially below the number you are quoting.

There have been no new French cars (Peugeot-Citroen and Renault) for sale here in almost 25 years.

This is merely an academic discussion, since the Soul EV is a compliance car that most people can’t even buy.

And with the ranges of non-Tesla cars so closely grouped (on paper), I’d like to know actual ranges in real-world situations. As I’ve mentioned before, the 100% full winter range of my 12 Leaf was 36 miles this year. That’s a far cry from its rating of 73 miles.

I’ve become jaded to range claims on all but Tesla EVs.

So, nobody knows if it’s usable 27 kwh or total in he SoulEV?

27kWh usable, and that’s what Kia publish; Actual capacity is apparently 31kWh.

The Kia is the car I’d likely buy or lease if I were in the market today. And if no one comes out with a 200-mile EV in the next 18 months, I may buy one when our Leaf lease is up. The Kia has everything I want at a price I can actually afford: longer range, fast charging, decent battery thermal management, excellent warranty.

We just lost the first capacity bar on our 2013 Leaf after a little more than two years into the lease and about 16K miles. It’s a good car in many ways, but I’m glad we leased. Unless Nissan increases range and improves thermal management for the battery, I don’t think I’d choose a Leaf again.

so you clearly dont care about looks….

I would word except Tesla (biggest) and Smart (msallest) all other EVs have nearly the same range

fun fact: One of the main reasons the Model S is here is because of Tesla successfully converting a Smart Car to electric.

Odd that we haven’t heard more about the RAV4 EV and the Mercedes-Benz B-Class Electric Drive (with the “range package”) having an average all-electric range of more than 100 miles. Now, I have seen many posts expressing delight over a driver’s RAV4 EV, but I don’t recall seeing range specifically singled out for praise. In past discussions of EVs, a 100 mile electric range was often cited as a psychological “tipping point” at which many more drivers would consider buying an EV. The lack of articles and posts raving about how wonderful it is to have a longer range in those vehicles suggests that perhaps 100 miles isn’t sufficient to qualify as a “sea change”. But of course, barely over 100 miles average range means that at highway speed, it will average less than 100 miles… and that’s where drivers would tend to notice range most, since most long trips tend to be done mostly on the highway. As has been noted in several comments I’ve seen on InsideEVs, what we really need is BEVs with approximately 150 miles of range as rated by the EPA, to allow for reductions due to highway speed, running the heater/air conditioner, and allowing… Read more »

The Rav4 Ev doesn’t even get close to 100 miles on a charge. Unless you count the time it spends on the back of a tow truck after is stops in the middle of the freeway! Ask any Rav4 Ev owner who is still waiting for the recall fix. 1+ month and counting. http://insideevs.com/toyota-recalls-all-rav4-evs-to-fix-faulty-tesla-component/

Range is not a complaint amongst RAV4 EV owners. Sure, I’d love to go farther, but I plan for: 55mph – 160 miles 65mph – 140 miles 75mph – 110 miles Around town, with moderately aggressive driving, I also get the same 110 miles of range (2.7 miles per kWh). Like virtually all electric cars, this range is NOT what the dash Guess-O-Meter (GOM) displays. Only Tesla gets this mostly right with “rated range”. Also like other EVs, the range is reduced with battery degradation and or a cold battery. In addition, like any vehicle, snow, wind, rain, elevation changes, etc, all affect range. Top Issues with RAV4 EV: 1) shut down on the road (speed sensor – recall) 2) motor noise (requires motor replacement) 3) heater failure (which then takes out the DC to DC) 4) DC to DC failure 5) charger failure 6) leaking oil from gear box (I’ve had this on both one RAV4 and our Mercedes B-Class ED that shares the same Tesla Model S drivetrain) 7) “CHECK EV SYSTEM” message du jour (requires four ON/OFF cycles to reset) 8) Charge Timer (numerous issues, the most famous being failed charges on the 31st of months with… Read more »

Inside EV’s had a story here showing that the Kia Soul has a battery with double the energy density of the Mitsubishi i-miev battery pack. This has led me to try to track down the maker of the Kia Soul EV battery pack. The idea is that if I can add the same battery cells from the Kia Soul into the i-miev I could create a Frankin i-miev with 170 miles of battery range.

The Soul EV seems to be a nice product (I wish they sold it here), but many of us are holding out for the, what is it? 203 mile Bolt.

If everyone flocks to this EV due to its finally decent range, it should tell the other automakers something about battery sizing for future vehicles.

I believe the Soul EV’s EPA range is the average of the ranges the EPA obtained at 80% and 100% charge. If you are going to include the Mercedes B-class range extender, you have to include the Soul’s 100% charge-level EPA ranges too: about 115 miles in the city and 89 highway.