It is no longer surprising to those who read us often that we deal a lot with electric cars, both as concrete cars and as a rapidly evolving technology and industry. Accordingly, we have used many (but slowly countless) e-cars for a longer or shorter period of time, and we also hide domestic and foreign news, as well as the relevant comment sections. We know that reading posts is often a more burdensome and mind-boggling activity than specific professional articles, but armed with enough serenity is still a pretty good immersion in terms of what people think about electric driving.
In short: he looks down. He doesn’t even take it to a dog. Workaholic. He finds it pathetic. He calls it a gentleman’s fad. He apostrophizes as a terrible end to a glorious era.
Small e-cars that are really simple and puritanical, really intended primarily for urban use, are subject to a particularly strong verbal stroke. The trio of Ion, i-MIEV and C-Zero sits on the imaginary throne of the most despised cars, but there is plenty of hatred for Citigo/ e-Up! for a couple, a Dacia Springnek and the Fiat 500eeven though the latter two are such a fresh product that you can’t even see them on the street. Tin box, narrow, primitive, coffin, corrugated board, pennant, soulless… and these are even finer markers.
300 kilometers on an embankment and 7 million forints? My diesel cost 700,000, it goes 800 miles, I refuel in 5 minutes and then it goes the same again. Bibibí. Of course, the better buy, who is the one who pays ten times more money for a car with a finite range, huh?
But the phenomenon isn’t just and exclusively directed against e-cars, there’s the layer where the car starts at the V8, everything that’s smaller, weaker, less full-fledged, simpler, crappy. And typically these are the Juzers who smoothly forgive replacing a dual-mass flywheel, crashing a turbo, high oil consumption, and anything that will sooner or later cost a painfully high cost for a used, higher-value car, this aspect never comes up then when there is a range poisoning between internal combustion and electric, but okay. Driving is a love for many because the machine and the mechanics, its operation, sophistication, complexity and sound can really be magical. What makes a MX-5 a cult object is its playfulness, as an IS200 with its transmission perfection, a Mini Cooper S with its roadside, or an M5 BMW with the raw power that resides in its nose. And this list can be expanded with almost infinite elements. Yes, internal combustion engines have been full of legends, specials, game drives and popular models for about 100 years. Nice era. Volt.
On the other hand, with this loud, chattering, stubborn, and just a truth-aware layer, the range of those for whom the car is an object of use is much wider. Be large enough to meet your everyday needs, stay away from it, be relatively comfortable, don’t always have to tinker and / or take it to a service center, and it should be economical and economical to operate, because it still hurts your family’s coffers when you eat in the city 12-14 liters per 100 kilometers. And then it didn’t even go bad.
The electric car society has not yet produced the layer that has been on the internal combustion line for decades in the shadow of races, legends, petrol vapor and tuning, electric cars cannot be as masculine as rallies, they have no cult, no subculture, and what has a history for him can be written on a beer mat (well not like the famous tax return).
And here we get to the point where there is a layer that in turn comes out with the math. It’s not Audi e-tron, and it is not i-Pacebecause it never produces a price back, but these little e-cars for city rushes are infinitely more economical than anything else we use for private transportation (both in rain and winter, unlike a bike and scooter). Now the domestic price of the Dacia Spring has come out (6 mils up, without support), there is also a well-sold version of the Fiat 500e, the Citigo has run out, but it is sold out precisely because the fact is that if these little dodgems it would be an absolute demand if they could really give it cheap.
And it’s not worth looking down on all of them, the faces don’t go 7-800 miles with them, but they weren’t meant to be either. On the other hand, everyone would be happier if it weren’t for the 1.9-piggy-pig Passat TDI on the boulevard, but for such small, economical, silent cars slipping in the inner lane because they have the agility and flexibility that comes with electric driving. My old obsession is that every car has a “road presence”, an electric e-Up! in front of someone turns ten times more often within the braking distance, or changes lanes inches from the front than in front of any Audi, other road users are not yet accustomed to a very tiny e-car being staggeringly dynamic in city traffic, no matter how small a wheelbarrow it seems.
Ion, C-Zero and i-MIEV
But the electricity world doesn’t just leave fragrant roses behind on the side of the road. In fact. The previously listed Ion, C-Zero, i-MIEV trio is a very, very compromising choice, even though it costs 2-3 million forints when used, the batteries don’t bring half the modern range many times, their collision safety and ride comfort are indicative, then who knows? how much the actual range will be in 2-3 years, will it still be enough for the user and who will buy a box that knows 50-60 kilometers. A new Dacia Spring is weaker than a 1310 TLX, of course there will be plenty in town, but on a smooth drive at overtaking, it will be interesting how much momentum it can take from 80 to 100. Cheap electric cars are compromising on either range or performance or ride comfort, even with e-Up! seems to be the most balanced piece.
And then there’s the charging misery, because it’s okay so far that if someone lives in a house with a garden, they plug in the outlets in the evenings and it’s taken care of, but that’s not exactly typical of most of the urban population. And public charging has become ugly, and electric cars have suddenly disappeared from public charging stations. If you have to pay three to four times as much for electricity as at home, e-driving will no longer be as economical, but it may only take time for companies operating public space chargers to realize that if they ask for 120 forints per kilowatt hour , then no one will use the service. Ákos pointed out the aspect that there are few more annoying things than when you should urgently go to the other end of town or neadjisten countryside and your car is standing on the street with 36% occupancy, which you know you won’t get there. Then what are you doing? Are you calling a taxi? The economic coefficient is already falling, you don’t want to take a taxi to the countryside. Because a refueling is really five minutes, but an e-car (especially a cheap e-car) has to be hung on the charger for hours. Now more. Not the range of the para, but also the charging time (and its cost) when you really need to go with it a lot.
Obviously, you can rave about driving a teenage (twenty-year-old?) Premium, but looking down on city e-cars is a narrow-minded and one-bit reaction that is fueled by the fact that another person has different needs and that you don’t like the world changing. Like it or not, the development of internal combustion engines is being fueled by more and more large manufacturers to deal with electric propulsion, preferences are shifting towards car services from mechanical and mechanical solutions, and they have never before had more fans than they need in a row. engine (they didn’t care exactly what’s in the nose of the car) with an electric car they get a much more carefree and simpler mobility product where you don’t have to refine the cold engine, you don’t have to worry about shifting, you don’t have to pay attention to the oil level (and nothing else ), just sit in, go, stop and charge. And only the latter can be problematic, but at the moment the situation is still that e-cars are bought by those who are prepared to be able to charge it comfortably.
Electric driving is early adopter status has now shifted to alternatives that can be taken seriously. Not for everyone, but for those who barely venture outside the city limits or drive 20-50 kilometers a day between rural villages, they are a livable alternative. And like the hotbed of all the controversy on telephone forums, this choice is a junky addiction, just to dismiss any product because we may not have the ability to have a fairly limited attitude, which in many cases is fueled by stereotypes and half-truths. But an owner sitting in a city e-car – relying on his own experience – often just waves it up, which is still a much more practical reaction than putting on his gloves and arguing with loud, gasoline-vaping fanatics on the net.
Don’t misunderstand the reader: you don’t have to convert. Just accept. I always think back with love and nostalgia to my circularly lit Celicam, the IS200 station wagon, I loved to ride an MX-5 in the Balaton Uplands and it was animal good to chase WRX and EVO VIII in Ádánd. But those times are gone, unfortunately for the rest of my life, but in return for testing an e-car, I feel like I’m changing places economically and sparing the local environment so I don’t have to worry about technical anomalies and the charger is waiting there at the end of the road. Going out to Berlin is still one adventure tour rather than targeted transport, but getting down to Lake Balaton is no longer a problem. And it’s also worth noting that electric cars are evolving at a terrible pace, ranges are significantly increasing in a few years, charging times are decreasing, roadside chargers are multiplying: the whole industry is evolving and expanding with service infrastructure and supply at exactly the same rate. the propagation speed of electric cars requires this. And this trend seems unstoppable, of course, climate protection, not very sophisticated and often contradictory (killing small petrol engines), but also in regions where the state wants to have much less say in certain processes.
The electromobility is here, it has arrived. Accept it. The world will not switch to the new drive tomorrow. There are still and will be plenty of new cars on the market that are built along the old school so that you can feel the knowledge and commitment of the engineers embodied in them. To say the least, here are the Yaris GR, the Cupra Formentor, the Civic Type-R, the BMW M4, the 911 Porsche… and now I’m just random shooters. But in parallel, more and more electric cars are on the market, and after a pause, it now appears that more and more small, urban alternatives are coming to the salons and streets this year to make the much larger 20-50-kilometer commuter a day. offer an alternative to the general public. And if prices can be cut down, it will be worth getting used to the fact that, for purely economic and convenience reasons, people are happy to sit in small cars without prejudice, which are now seen as scarce tin boxes and soulless vessels by those who find it difficult to accept. it very much looks like this is the future of the automotive industry.
This is an opinion article. It’s worth arguing in the forum.