Plug-In Electric Car Sales In California Increased 53% In January

Solid Black Model X Looks Clean on ADV.1 Advanced Series Wheels

FEB 7 2019 BY MARK KANE 20

Was this the last four-digit sales result in California?

Veloz, the nonprofit organization, estimates that plug-in electric car sales in California increased in January by 53% year-over-year, which is above the pace of the rest of the U.S. (43%).

The total volume stands at 8,463, and with high probability, it could be the last month below 10,000 (if only the pace of growth will not decrease too much).

Cumulative sales are now approaching 550,000:

Source: Veloz

Categories: Sales

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20 Comments on "Plug-In Electric Car Sales In California Increased 53% In January"

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Another news: eVgo just raised the CA DCFC price. In San Diego, it’s roughly double what it was ($0.15 to $0.28).

Sadly, this only affects people who pay to charge, not the free chargers. I suspect clogging by free charging Leaf, i3, Maven Bolts will remain the same while those who pay will pay whole lot more with same amount of waiting.

As well, this makes free charging crap EV more attractive, potentially worsening the free charger clogging problem.

Free charging SUCKS!!!!!

I suspect you are seeing the issue of too many electric cars in one spot with not enough charging infrastructure…

Why aren’t companies rushing out to install chargers? Because people won’t pay for power… Even charging rates like $0.28/kWh those companies lose money horribly due to the demand fees of those chargers.

Yep, that is the problem with DCFC. People tend to do it when demand load is high. Free DCFC or Supercharging compounds the problem because it makes people charge at the wrong times. The only way to shave the load is to have a battery bank. If you are delivering kilowatts or megawatts of power it gets very, very expensive. The true solution for this is just have higher capacity batteries so you charge off peak. If your average car can go 500-600 miles on a charge, DCFC will be unnessary. Only car that will do this is the Roadster II.

It’s $0.28 per minute not per kWh. At average power of 42.0 kW (for to oh), that works out to $0.40/kWh.

When I go to OC/LA for visits, the DCFC are still clogged, mainly Maven Bolts these days. What it shows is that it’s not the number of chargers, but people plug in and sit there far more than necessary when it’s free.

They need to address the problem by having rates fluctuate according to utility demand. I’m sure there are times that charging rates can be lower. The utilities and charging stations need an app that can be downloaded so EV owners see times available. If you view it accept that your on your way. Then after so many EV’S accept stop and change time so there’s never more than a charging station can handle. Using this along with EV location and how much charge you have left. EV can always get charged for the lowest price when you need it and nearest to you. This would also help the utility by reducing peak demand.

Do Not Read Between The Lines

Any chance of a comment about the level of sales?

“As well, this makes free charging crap EV more attractive, potentially worsening the free charger clogging problem.”

One of the few states that is warm enough year round. Otherwise EV’s are very limited use vehicles in cold weather. Below 20F, and you lose 41% range. Below 0F, over 50%. -20F like the Vortex, and you might as well keep it at home, in your nice warmed garage, payed for by you paying more to the utility to keep said garage, baby warm.

Even if its loses 40% range during the coldest days, a 200+ mile range EV has excellent practicality; the remaining 100+ miles of range is more than enough for most daily commutes.

Norway has very cold winters, but EVs are still extremely popular there.



That’s what non-EV owners do not understand. Even if you have a 200 mile range car, even 120 miles restricted is plenty because you can fill up every night as long as you have good charging at home.

Do Not Read Between The Lines

Most people in Norway don’t deal with _very_ cold winters, although they deal with freezing temperatures.

In the USA stretch commuters (50+ miles each way) are about 3% of commuters. Those commuters don’t all live in cold places.

Sounds like “worst case senecio” publishing again.
Pre-Condition your car and your range will be much better.
New-be’s don’t know about pre-conditioning.

Also, on the plus side Electric Heat comes on Much Quicker in an Electric.
It’s a real luxury to have heat come on so fast in cold weather.
And remote heating your car, and not having to walk into a cloud of SMOG your car created while it idles burning gas to get itself warm. The crudeness and pollution some people are willing to put up with is amazing.

Too funny. Minus 22 Celsius this morning. I’ll take my EV over any ice in these temps. For us we lose about a third of our range at these temps. Car is toasty warm when we get in it with precondition. Funny how the highest EV densities are in northern countries. Who makes this stuff up.

Koch-Heads and their fossil fool mafia friends funded anti-EV propaganda.

Troll alert!
Might want to look at cold Norway and EV adoption.

“Below 20F, and you lose 41% range”

If you actually read the article, Bolt’s range dropped from 238 miles to 209 miles. Only when they turned on the heat did the range drop 41%.

They don’t say how much heat was used to warm the cabin, but if you assume 15 kW is used for driving, 41% is 6.2kW. Bolt’s heater tops out about 6 kW, which means they were blasting the heater at full power all the time. Sure, short trip may need this, but longer trips won’t need so much. 6 kW is more power than most ovens.

So unless you drive over 140 miles every single day and cook food in your cabin, there is zero issue with range at 20F.

Speaking of cooking, it seems toaster oven can be used in cabin to cook food while driving in cold weather. It’ll serve double duty of cooking and heating the cabin.

Do Not Read Between The Lines

You’re writing about temperature challenges in an article about sales in California.
Wrong thread.

PS Our maximum driving distance between charging opportunities in a typical 2-week period is 105 miles. It gets cold here. 0F is not really unusual in winter, though not especially common. But this is why long-range BEV would always be the goal. Not just because of the effect of cold temperatures, but handling other events like outages and EVSE failures.

Obviously we have here a person who’s never experienced an EV in cold weather. It was -23 F (-50 with windchill) here last week and my lowly EV with only 120 rated range was preferable over my gas car that we had to stand outside in the cold to refuel vs our weather-protected garage.

Even in that record cold I still came home every day with more than half the battery left before easily and conveniently recharging at home.

I hope this keeps up, but I have some concern that as Tesla works through the backlog and starts sending more cars overseas we could actually see a decline in EV sales in the US and California. We will need other manufacturers to pick up the slack and so far it’s not clear that they will.