[Read: <\/em>How Polestar is using blockchain to increase transparency<\/a>]<\/em><\/p>\n The latest tests from Edmunds, a US-based car buying advice website, are a perfect example. You can read their full report here<\/a>, but here\u2019s the one thing you need to know: in real-world tests electric cars virtually never achieve their EPA estimated range.<\/p>\n Before you go thinking that Edmunds is some harbinger of range anxiety \u2014 a necromancer of negativity \u2014 it\u2019s important to know that while some EVs fell way short of their EPA range estimates, others far surpassed them.<\/p>\n Here are a few examples:<\/p>\n 1.<\/strong> The Porsche Taycan 4S: 203 miles (EPA range) v 323 miles (Edmunds\u2019 tests)<\/span> That\u2019s over 59% further.<\/p>\n 2.<\/strong> A 2019 Hyundai Kona Electric: 258 miles (EPA) v 315 miles (Edmunds\u2019 tests).<\/p>\n 3.<\/strong> Even the MINI Cooper SE: 110 miles (EPA) v 150 miles (Edmunds\u2019 tests).<\/p>\n Not every <\/span>car<\/span> test faired this well. In fact, one brand in particular continually fell short of estimated ranges: Tesla.<\/span><\/p>\n For example, a Long Range Model X missed its expected range by 10%, a Model 3 Performance fell 17% short of its EPA range, and a Model Y performance stopped nearly 10% short of its suggested EPA range.<\/p>\n So what\u2019s going on?<\/p>\n There are a few things that could affect the numbers Edmunds are returning. Even though the company has a set protocol, it\u2019s impossible to drive every single EV tested in exactly the same way, under exactly the same conditions.<\/p>\n As Edmunds shows, there was a 12 degree difference in ambient temperatures when testing. One persons\u2019 real-world tests won\u2019t translate to everyone else.<\/p>\n What\u2019s more, Edmunds\u2019 tests place a greater emphasis on city driving than the EPA protocols do, with regenerative braking this can lead to higher ranges due to the stop\/start nature of town and city driving.<\/p>\n It\u2019s possible that Edmunds\u2019 testing protocol simply didn\u2019t suit the Teslas they were driving. But there are other things, specific to Tesla, to consider.<\/p>\n Another reason why Tesla falls short is because of how it adjusts its EPA estimates to get the biggest number possible, most likely for marketing reasons.<\/p>\n As this article from Car and Driver explains<\/a>, the range figure the EPA comes up with isn\u2019t as simple as just testing the car on a dyno and seeing how long it can last.<\/p>\n EPA tests also let manufacturers apply a voluntary range reduction, it also applies an adjustment factor which can vary from vehicle to vehicle, and brand to brand. There are also ways to game the system which are too complex to mention here, head over to Car and Driver<\/a> for more on those.<\/p>\n The crux of the matter, though, is that Tesla has been in the game longer than most, and it knows how to get the absolute most out of its vehicles for EPA tests. So much so, its EPA range figures often far exceed what drivers get in the real world.<\/p>\n So if we can learn anything from all of this, it\u2019s to take EPA range estimates with a handy helping of salt. Depending on what EV you buy, how you drive it, and in what conditions its driven, you might get more or less range than the EPA quotes. Consider EPA figures a ballpark concept at best.<\/p>\n <\/p>\n <\/a>SHIFT<\/a> is brought to you by Polestar. It\u2019s time to accelerate the shift to sustainable mobility. That is why Polestar combines electric driving with cutting-edge design and thrilling performance.<\/i> Find out how<\/span><\/i><\/a>.<\/p>\n Published February 12, 2021 \u2014 08:57 UTC <\/p>\n
\n![](\"https:\/\/cdn0.tnwcdn.com\/wp-content\/blogs.dir\/1\/files\/2020\/07\/Polestar_wordmark_pos.png\")
<\/figure>\n