EGEB: Waiting on India’s cheap wind power, a floating solar farm in Cambodia, and more

Today in EGEB, India’s wind power push is hampered by delays. A new floating solar farm comes to Cambodia. And construction starts on a large solar project in Texas.


The post EGEB: Waiting on India’s cheap wind power, a floating solar farm in Cambodia, and more appeared first on Electrek.

Source: Charge Forward

MotorWeek: Nissan LEAF e+ Re-Energized For Future: Video

And only time will tell how good the e+ really is

More and more media reporters had a chance to try out the Nissan LEAF e+ (or PLUS) for short test drives, so hopefully, we will discover weak and strong points of the latest longer-range version. It will be available in parallel with the current 40 kWh version.

MotorWeek, during its first drive (don’t expect deep reviews yet, as those will probably follow later on) in sunny San Diego said: “Nissan LEAF grows with the times becoming even more energized for a future where electricity will play a bigger role in how we drive”.

It’s a very good point, as the times have changed a lot during those eight years since the first LEAFs were delivered. The battery capacity increased, range increased, power output is up. Consumers are looking for better cars and aside from production constraints (leading to lack of choices) the LEAF was showing its age. In the case of LEAF, a lot will depend on price, which we don’t know yet for the U.S.

Nissan LEAF e+ specs (vs. LEAF 40 kWh)

  • 62 kWh battery (+55% capacity over 40 kWh, 25% more energy dense lithium-ion cells, similar size)
  • 288 lithium-ion cells (compared to 192 cells)
  • battery limited warranty of 8 years/160,000 km (whichever occurs first) is standard
  • 364 km (226 miles) of expected EPA range (up 50% from 243 km/151 miles)
  • 385 km (239 miles) of WLTP range in Europe (vs. 285 km/177 miles)
  • 458 km (285 miles) of WLTC Japan range in Japan (vs. 322 km/200 miles)
  • 570 km (354 miles) of JC08 range in Japan (vs. 400 km/249 miles)
  • 160 kW electric motor (up from 110 kW) and 250 lb-ft (340 Nm) (vs. 320 Nm in 40 kWh version)
  • 70 kW (100 kW peak) fast charging using CHAdeMO (vs. less than 50 kW)

Source: Electric Vehicle News

VW I.D.3 (Neo) Pricing Leak? Launch Strategy To Follow Tesla

Volkswagen to mimic Tesla’s product launch strategy

Handelsblatt’s EDISON magazine recently interviewed Christian Senger, Volkswagen‘s Head of the e-Mobility. The interview revealed interesting stuff.

According to Senger, Volkswagen at first will introduce a top of the line version of the I.D. hatchback (I.D.3) with the biggest battery and well equipped. Such version will be presented at the Frankfurt Motor Show in September with a range of about 550 km (342 miles), 150 kW electric motor and a top speed of 180 km/h (112 miles). Price of the I.D. will be around €30,000.

Those who opt for more affordable versions will be required to wait 1.5-2 years for the base model, rated at some 330 km (205 miles) of range that would cost €24,000.

Interestingly, the numbers are in-line with previous expectations:

  • about 48 kWh battery (base)
  • some 330 km (205 miles) of WLTP range (base)
  • some 450 km (280 miles) of WLTP range (higher version)
  • up to over 500 km (311 miles) of WLTP range (top version)
  • 7.2 kW or 11 kW on-board chargers
  • 125 kW DC fast charging capability

Assuming that the first I.D. will be produced in late 2019, and first deliveries will happen 2019/2020, we could expect the base version by the end of 2021.

In such a way, Volkswagen will have a similar strategy to Tesla – to launch the most profitable version at the beginning and then spread the product line down (and sometimes also up).


The Volkswagen I.D. CROZZ is to follow I.D. in September 2020 (in Tiguan format) and in mid-2021 (in coupe-like version). The I.D. BUZZ is expected in 2022.

There are also plans for a smaller model based on the MEB platform, but Volkswagen is aware that it will be difficult to make such an EV profitable:

“”The answer is a definite yes, a city car would be the logical continuation, because the cheaper the price, the greater the number of buyers We therefore also want to offer vehicles below the first model.” However, it will be a challenge to “economically represent an electric car below the Golf segment, which is not easy.””

Hat Tip to our reader!!!


Source: Electric Vehicle News

Let’s Take A Closer Look At Polestar 2 Battery Details

There’s a lot to like about this battery pack design.

The Polestar 2 battery pack layout is very unique. It’s kind of like a marriage between the Chevrolet Volt “T” pack (where GM put cells down the tunnel of the car) and the Bolt EV pack that is essentially a mono-slab pack design with a double stack under the rear seat. It’s the footwell under the rear passenger’s feet that is the coolest part of this design. The Porsche Taycan also uses this approach. The advantage of the rear footwell is that it keeps the rear passengers’ knees from being jammed up into their chests.

It also appears that this battery pack has slightly higher voltage than most other packs. Usually, these battery packs are wired with 96 cell packs in series. However, this pack — like that of the Audi e-tron and Jaguar I-Pace — appears to be wired with 108 cell groups in series instead of 96 in series, which results in an increase in nominal pack voltage from 350 volts to 400 volts.

Let’s walk thru the slides.

The pack consists of 324 individual rectangular shaped pouch cells.

Each module has 12 pouch cells, so the total number of modules is 27.

What makes us think that this pack is wired with 108 cell groups in series? The total number of cells is not divisible by 96, but it IS divisible by 108. That tends to indicate that the Polestar 2 pack is wired in a 3P 108S arrangement. (3 X 108=324).

Each module is an aluminum box much like, the I-Pace, e-tron and Taycan.

The modules are then stacked in such a way as to utilize what is typically unused, like the area under the seats and in the tunnel of the car. This allows for the footwell for the rear passengers.

The pack is cooled by a flat plate cooling system, which seems to be common fare in Bolt EV, I-Pace, e-tron and Taycan.

The 27 modules are housed in a battery case with a steel top and an aluminum bottom. See the nice shot of the rear passenger footwell below.

The battery case fits into the Polestar 2 body as shown in the next slide.

There is crushable crash structure that surrounds the pack, as well as another in the car body.

The crash structure also increases the torsional rigidity of the Polestar 2’s body.

This article was a co-production of the author and Keith Ritter.

Source: Electric Vehicle News

The $35,000 Tesla Model 3 Announcement Recap


After many reservation holders waited almost three years for the chance to own a Tesla, the opportunity to order has (finally) arrived. Announced in a blog post from Tesla, “the standard Model 3, with 220 miles of range, a top speed of 130 mph and 0-60 mph acceleration of 5.6 seconds is now available at $35,000!”

*This article comes to us courtesy of EVANNEX (which also makes aftermarket Tesla accessories). Authored by Matt Pressman. The opinions expressed in these articles are not necessarily our own at InsideEVs.

Above: Tesla’s Model 3 has arrived (Flickr: Thomas Hawk)

And that’s not all. Tesla is also “introducing the Model 3 Standard Range Plus, which offers 240 miles of range, a top speed of 140 mph, 0-60 mph acceleration of just 5.3 seconds and most premium interior features at $37,000 before incentives. For 6% more money, you get 9% more range, more power, and an upgraded interior.”

Above: A look at the standard vs. premium Model 3 interiors (Reddit: scottg96)

However, Tesla explained that in order “to achieve these prices while remaining financially sustainable, Tesla is shifting sales worldwide to online only.” The company says that “shifting all sales online, combined with other ongoing cost efficiencies, will enable us to lower all vehicle prices by about 6% on average, allowing us to achieve the $35,000 Model 3 price point earlier than we expected.”

Above: A look inside the base trim Model 3 (Image: Tesla)

And even if you already own a Model 3, Tesla is going to improve your car. How? It turns out the company will be “implementing a number of firmware upgrades for both new and existing customers. These upgrades will increase the range of the Long Range Rear-Wheel Drive Model 3 to 325 miles, increase the top speed of Model 3 Performance to 162 mph, and add an average of approximately 5% peak power to all Model 3 vehicles.”

Above: New Model 3 configurations currently available (Image: Tesla)

In addition, Tesla has committed to improving its service operations “with the goal of same-day, if not same-hour service.” In fact, Elon Musk told InsideEVs, “Our headcount in 12 months will probably be significantly higher than today, due to adding lots of people to manufacturing, engineering and service.”

Above: While Tesla is reducing its stores, it’s increasing its network of superchargers and service infrastructure worldwide (Image: Teslarati)

Furthermore, CleanTechnica reports, “Tesla will nearly double the size of its Supercharging and Destination Charging networks in California by the end of 2019. The increase is just one part of a larger effort to improve the availability of Tesla’s public charging network in regions across the world in support of increased shipments.”


Source: TeslaInsideEVs , CleanTechnica

*InsideEVs Editor’s Note: EVANNEX, which also sells aftermarket gear for Teslas, has kindly allowed us to share some of its content with our readers, free of charge. Our thanks go out to EVANNEX. Check out the site here.

Source: Electric Vehicle News

Geely Unveils GE11 Compact Electric Car: Will Be Sold Globally

New all-electric sedan launches.

Geely unveiled the all-new GE11 compact all-electric sedan on February 26. The new model is a “globally developed product” and will spearhead Geely’s foray into overseas markets, the automaker said.

From the official photos, we can see that the GE11 adopts a “closed-off” front face, which features a new logo officially named “quantum silver shield”. The lack of a grille suggests that the GE11 is a pure electric vehicle that has no internal combustion engine under the hood.

As to the side profile, smarter aerodynamics is characterized by sharp body lines and “hidden” door handles that helps reduce the air resistance—drag coefficient for the car is 0.2375Cd.

The new vehicle measures 4,736mm long, 1,804mm wide and 1,503mm tall with a wheelbase that spans 2,700mm.

Featuring a fastback design, the rear end adopts flat taillights that are connected by a chrome trim. Besides, there are two charging ports at the right-front wheel eyebrow and the left-rear wheel eyebrow respectively.

Geely GE11, Geely new BEV model, China automotive news

With a minimalist design, the interior largely covered by gray materials. The dual-spoke flat bottom accentuates a sense of sports. In addition, many key presses are integrated in the auxiliary instrument panel and the center console that carries a large-sized touch screen.

The GE11 is able to run at a top speed of 150km/h powered by a 177hp (130kW) electric motor and a lithium-ion power battery pack.

Source: Gasgoo

Source: Electric Vehicle News

Here’s What You Should Know About EV Fast Charging


Though most electric-vehicle owners keep them charged at home, there are times when it’s essential to replenish the battery while on the road.

Thankfully, the number of public EV charging stations is growing fast. Published reports suggest that there were close to 60,000 public chargers up and running in the U.S. by the end of 2018. They’re typically installed in apartment building and public parking garages, retail parking lots, at new-car dealerships, and even on some urban streets, with most located in areas with higher EV penetration.

Most public chargers, however, are still limited to 240-volt charging, known as Level 2, which makes them most worthwhile for “topping off” an EV’s battery while shopping, dining, or running errands. (Ordinary 110-volt house current is Level 1 charging.) Unless you have half a day or more to remain tethered to a Level 2 unit, a better choice is to find a station that affords ultra-high-power Level 3 charging, which is also called DC Fast Charging. This is the quickest system of all, being able to bring a given EV’s battery back up to 80 percent of its capacity in around 30-60 minutes, depending on the vehicle and the ambient temperature (a cold battery charges slower than a warm one).

That makes seeking out Level 3 charging essential for anyone who’s taking a road trip or is otherwise traveling outside of his or her comfort zone when it comes to their EV’s operating range. A number of websites and smartphone apps feature interactive maps that show the locations and networks of public charging stations, what type of charging they support, and even whether or not they’re currently in use.

A number of initiatives and partnerships have been announced that will expand the number of Level 3 chargers across America. The EVgo charging network is one of the most aggressive in this regard, with more than 1,100 public fast chargers running in 66 metropolitan areas across the U.S. and over 100 new units currently under construction. Another network, Electrify America, is planning to install more than 2,000 DC Fast Chargers at nearly 500 sites in metro and highway locations across 40 states and 17 major cities. Meanwhile, ChargePoint, the nation’s largest charging network maintains around 60,000 charging spots in 43 states, and though only about 1,000 are Level 3 spots expansion plans are in the works.


Level 3 charging at a public power station can be initiated via either the access card a network gives to its members or its smartphone app, with payment linked to a debit or credit account, or a contactless credit card.

Charging sessions are typically limited in terms of time. For example, EVgo limits active connections to 30-60 minutes (or when a battery reaches full capacity). There’s a good reason for this. Once an EV’s battery reaches a certain level of its capacity, which can be anywhere from 60 to 85 percent depending on the vehicle, charging essentially slows to what would then become expensive Level 2 operation.

Note that DC Fast Charging uses multiple connector configurations. Most models coming from Asian automakers use what’s called a CHAdeMO connector (Nissan Leaf, Kia Soul EV), while German and American EVs use the SAE Combo plug (BMW i3, Chevrolet Bolt EV), with many Level 3 chargers supporting both types. Tesla uses a proprietary connector to access its Supercharger network, which is limited to its own vehicles. Tesla owners can, however, use other public chargers via an adaptor that comes with the vehicle. You can find what type of connector a given Level 3 station uses via the aforementioned charger-locating websites and apps.


While there are still many Level 2 chargers out there that are free to use, you’ll have to pay for Level 3 charging, and it’s not especially cheap. Charging rates can be based on a per-minute or per-kWh (kilowatts per hour), depending on state regulations, and can vary from one provider to another and/or according to local supply and demand.

As an example, we found the EVgo network charging $0.29 a minute for DC Fast Charging in the Chicago area. At that rate, a 30-minute session that we’ll assume puts 80 miles of range back into a given EV’s battery would cost $8.70. That’s $2.72 to travel 25 miles. By comparison, the Environmental Protection Agency estimates it would cost the owner of a 36-mpg Toyota Corolla $1.58 to travel the same distance running on regular-grade gasoline at $2.28 a gallon. Home charging is still the most-frugal alternative, however, with the EPA estimating an operating cost of $0.92 at average electricity rates to pilot a Chevrolet Bolt EV for 25 miles.

If you use Level 3 charging regularly, you can often obtain lower rates by paying a monthly up-front advance fee. Also, certain models may be eligible for charging perks. For example, EVGo offers free charging for two years to buyers of the BMW i3 or Nissan Leaf in select markets. While Tesla buyers used to be eligible for free Supercharger use, the automaker dropped that benefit for new owners as of last November.

Be sure to check out for extensive information on other aspects of electric vehicle shopping and ownership. We’re also the Internet’s premier marketplace for pre-owned electric vehicles, with 100 percent free listings for sellers.


Source: Electric Vehicle News

Tesla releases new Model S battery pack, makes massive price drop, kills base Model X pack

Along with all the new Model 3 options released yesterday, Tesla has also updated the Model S and Model X lineup with new options and pricing, most notably adding a Model S battery pack and removing one for the Model X.

Tesla is also introducing some massive price drops. more…

The post Tesla releases new Model S battery pack, makes massive price drop, kills base Model X pack appeared first on Electrek.

Source: Charge Forward

2019 BMW i3 Extended Road Test: Bigger Battery Improves Range

What’s changed? We drive a 2019 BMW i3 REx for a week to find out

The BMW i3 has been a polarizing EV since its inception. Besides being BMW’s first electric car offering, its unconventional styling has been a point of contention, which has most certainly contributed to the i3’s lackluster sales.

However, BMW has sold around 125,000 i3s worldwide in the five years it has been in production, so it clearly has appeal to many people. For the 2018 model year, BMW made some minor visual changes, and added a sport version. There’s also been some minor interior changes over the years, as well as new exterior color choices. However, the biggest change BMW has made has been with regards to the i3’s battery pack.

The original 2014 i3 had a 21.6 kWh (total) battery pack which had a usable capacity of 18.8 kWh. The BEV version was EPA rated at 81 miles of range and the range extended version had a 72-mile electric range. About 2.5 years later, BMW introduced a new battery which became available in August of 2016 as a 2017 model. This new battery had a 33.2 kWh (total) battery with a usable capacity of 27.2 kWh, according to BMW. I say according to BMW, because I have a 2018 i3s, and my usable capacity was 30 kWh when the car was new, so I believe BMW underestimates the usable value. The BEV version had a 117-mile electric range and the REx version was rated at 99 miles on battery alone.

The 2019 BMW i3’s range is up by roughly 30% over last year’s model.

For 2019, the i3 now comes with a 44.2 kWh (total) pack. I haven’t seen BMW’s statement on usable energy yet, but my time with the car demonstrated it’s right about 40 kWh, if not slightly less. The new BEV i3 is EPA rated at 153 miles, and the range extended version’s EPA electric range rating is 126 miles, before the REx kicks on.

Like the i3 or not, you have to admit BMW hasn’t been sitting still with regards to the i3’s battery. This is the third battery available for the vehicle, and the i3 has only just begun its sixth year of availability. Only Tesla, and soon Nissan, with the 62 kWh LEAF Plus, has offered battery upgrades for their EV’s so many times, and in such a short period of time.

The i3 has a “hidden service menu” that, once accessed, reveals the usable capacity of the battery.

Besides the battery, the 2019 i3 gets a couple new options. There’s a new brown exterior color called Jucaro Beige Metallic. That new color replaces the popular Protonic Blue Metallic. I’m a little surprised that BMW discontinued Protonic Blue, but I suppose that since they added Imperial Blue in 2018, they decided they didn’t need two different shades of blue. As for the interior, Mega and Tera World trims offer new shades of brown SensaTec and leather, respectively. The i3 I was loaned was equipped with the top-of-the-line Tera World interior with full leather seats.

Other changes include standard auto high-beams, which I found worked pretty well. The only complaint I have is they seemed overly cautious and disengaged the high beams often when it was unnecessary. For instance, while driving down dark country roads, the car would turn off the high beams if I was approaching a property that had lantern-style lights at the entrance of the property Evidently, the car thought the lantern lights were approaching vehicles. They quickly turn back on once I passed the lights, but I found that this happened more frequently than it does on other cars I’ve driven with the auto high beam feature.

The i3 I had came with the Tera World interior, which has brown leather seating and dashboard appointments.

There’s also a new wireless charging pad (for mobile devices, not to charge the vehicle) and WiFi hotspot option that costs $500.00. Unfortunately, the car I had didn’t have this option, so I couldn’t test it out. Another difference is the i3 BEV no longer comes standard with a heat pump system, it’s now a $150 option. The heat pump still cannot be ordered with an i3 that has a range extender, because the heat pump system is located where the i3 REx’s fuel tank is.

On the road, the 2019 i3 I had felt a little slower than the 2018 range extended i3 that I have previously driven. I admit that since my daily driver is a 2018 BEV i3s, I had a hard time judging the quickness of this car. Not only is my i3 the sport version with more power, but it’s also a BEV, so it’s about 300 lbs lighter. Still, the 2019 felt a little slower than the 2018 non-sport REx i3, perhaps because the new battery adds a little more weight.

There’s good news on the pricing front, as BMW has held the line and is not increased the price of the 2019 i3, even though it now has a much larger battery. Still, even with the new longer range, with a starting MSRP of $44,450, the i3 is not a great value proposition, and probably the biggest reason sales haven’t been better.

I was able to drive the car about 500 miles in the week I had it, so I got a good feeling for the true range. It was February in New Jersey so the temperatures were mostly in the 20’s and 30’s, but I did get one warm day where temperatures were in the 50’s. On that day, I drove the car 142 miles and still has an estimated 20 miles of range left. The range estimator showed 80 miles of range for the REx, which translates into a total of 242 miles of total range.

That’s even more range than the BEV i3 is EPA rated for. I averaged 4 mi/kWh that day which isn’t very difficult to do with an i3 in warm weather. On the colder days, I averaged about 125 to 130 miles per charge, which was surprising, because I was able to match the EPA range rating in 30-degree temperatures, and that’s usually not the case. I suspect it won’t be too hard to get 175 miles per charge with an i3 BEV in milder temperatures.

DC Fast charging on a 50kW EVgo station

Charging rates remain the same as the 2018 i3, with 32-amp level 2 charging, and a 50-kW limit for DC Fast charging. I used an EVgo DC Fast charger one day and was able to go from 12% to 70% in 30 minutes, and take in 24 kWh. I had to unplug after 30 minutes, but I then plugged back in and 14 minutes later I was at 94% state of charge. Therefore, in 44 minutes, I added 82% SOC, which was 33 kWh.

The i3 took 5 hours, 41 minutes to fully charge


At home, charging on a JuiceBox Pro 40 I was able to charge from the range extender setpoint of 6.5% state of charge (the lowest I could drain the battery down to) to full, and it took 5 hours and 41 minutes. The JuiceBox app showed that 39.01 kWh had been delivered to the car.

While charging on level 2, the i3 will accept the full charge rate (32-amps) all the way up to well over 90% SOC before the power begins to taper down.


One of the biggest complaints about the i3 for the North American market has been how the range extender is implemented. Unlike in other markets, the user doesn’t get to decide when the range extender turns on. It automatically turns on once the state of charge drops below 6.5%. The range extender then works to maintain the 6.5% SOC, it doesn’t charge the battery past that set point.

The problem is, there are some driving conditions (high speed & extended uphill climbs) where the range extender cannot keep up with the energy demand of the vehicle. In those instances, the car will deplete the 6.5% buffer and then go into reduced power mode, limiting the vehicle to speeds around 40 mph. This even led to a class-action lawsuit in 2016.

The good news is, as the i3’s battery size increases, so does the 6.5% buffer, reducing the chance of the car going into reduced-power mode:

  • 2014 – 2016 models: 21.6 kWh battery = 1.4 kWh buffer
  • 2017 – 2018 models: 33.2 kWh battery = 2.2 kWh buffer
  • 2019 – on  models: 44.2 kWh battery = 2.9 kWh buffer

The range extender now has more than double the available buffer than the original i3 REx did, about 3 kWh to prevent the chance of reduced power mode. While it can still happen, as long as the owner understands how the REx works, they should be able to prevent any issues. Before I had the 2018 BEV i3s that I currently drive, I had a 2014 i3 REx for three years, and personally never had a problem with reduced power.

Charging at home on JuiceBox Pro 40

However, it’s important to note, I don’t typically drive in areas that are mountainous, with extended drives up long inclines. On the occasions that I needed to drive 100 or more miles with the range extender running, I kept my speed at 70 mph or less and there was never any issue. I noticed that if I drove much faster than 70 mph, the state of charge would slowly go down, and I would risk going into reduced power. Now, with double the buffer capacity compared to my 2014 model, I’m confident the range extender will be able to satisfy the needs of nearly all, but the most challenging uphill driving conditions.

In all, the 2019 BMW i3 is basically the same EV it has been for the past five years, except it now has nearly double the range it did when it first came out as a 2014 model. The people that don’t like the i3 will still not like it. However, those that do like it, now have an even more compelling reason to get one, and that’s about 30% more range than it had in 2018.

One final note. I’d like to thank Chris Chang, General Sales Manager of BMW of Bloomfield, in Bloomfield, New Jersey. Chris arraigned for me to take a brand new 2019 i3 he just received in stock for this review, when I couldn’t arrange to get one directly from BMW NA. Chris is a big i3 fan, and does a great job of selling them at his dealership. That’s noteworthy because it’s been well documented that many dealerships, of all brands, are struggling to properly explain and sell their electric offerings. BMW of Bloomfield is doing a great job with their plug-ins, and Chris is the main driving force behind it.

7 photos

Source: Electric Vehicle News

Tesla Model S Vs. BMW M5, Plus Model 3 Vs BMW M3

The high-performance EVs meet some of the world’s most popular high-performance ICE powered cars

First, let’s get something out of the way. While the BMW M3 tested right here is a performance monster, it’s an outgoing model and should be valued as such. Sure, the Model 3 Performance is not a brand new car as well, but it’s still years advanced in both development and age. However, as you will see from the test drive performed by Business Insider – featuring the Tesla Model S, Model 3 and the BMW M3 and M5 – the current-generation M3 still holds its own against these high-tech machines. Furthermore, the sedan also doesn’t falter against it’s larger, more powerful and quite newer sibling in the like of the BMW M5.

For some, comparing EVs versus ICE (Internal Combustion Engine) high-performance machines is like comparing apples and oranges. However, we don’t see it like that. There’s more than a solid foundation for this test drive. All the vehicles feature a similar price tag. They are all on top of their respective performance ranges. And to make matters even more interesting, this test drive details a comparison in the two most critical go-fast sedan segments — mid-size and compact.

The Tesla Model S P100D with Ludicrous mode starts north of $100,000. It offers a 0-60mph (0-100km/h) time of just 2.3 seconds. To put things into perspective, that’s a number that a V12 powered monster in the like of the Lamborghini Aventador S achieves – and that’s a supercar in a category on its own. However, the BMW F90 M5 is no slouch either – not in pricing nor performance.

Featuring a price tag (for the tested model) of $130,000, it clearly falls into the same category as the Tesla Model S P100D. Thanks to its 4.4 liter V8 TwinPower Turbo engine, delivering 600 horsepower and 553 lb-ft of torque, it eats up gasoline and turns it into mind-numbing velocity & driving dynamics. In the end, the BMW M5 is capable of dropping a 0-60mph (0-100km/h) of just 2.8 seconds – just shy of the Model S P100D. However, you do get that sweet exhaust note coming out of those quad exhaust pipes – something performance aficionados will not get with the battery-powered competitor from California

Next in line are the two sedans. Cheaper than both the Model S and M5, they do come with near as much performance & driving dynamics. Some will even say they are more fun to drive than their larger siblings. All we know is that they are both capable machines.

Fully loaded, the Model 3 Performance will hit $78,000. That gives you a vehicle with a dual-motor, all-wheel-drive setup, clocking in an astonishingly fast 0-60mph (0-100km/h) time of 3.5 seconds. The BMW F80 M3, on the other hand, comes with a bit less of a punch in the straight line acceleration run. Powered by a 3.0 liter BMW TwinPower Turbo engine, delivering 420 horsepower and 486 lb-ft of torque, it can sprint from 0-60mph (0-100km/h) in 4.1 seconds.

While slower in that regard than the Model 3, it does even out the odds both on and off the track in the driving dynamics situations. While you can’t buy the outgoing BMW F80 M3 anymore, it came with a starting price of $66,000 – making it more than comparable to the Model 3 Performance.

As you will see in the final verdict by the author of the comparison, these vehicles do stack well against each other. In our opinion, it’s going to be several things that push customers one way or the other. Since the pricing and performance are similar, most would-be owners will be swayed by several items.

For Tesla, the Supercharger network, cheaper to run and easier to maintain advantages is obvious. For BMW (and the likes), the driving dynamics, almost infinite range (when you take into account the time needed to refill it), heritage and the exhaust sound might sway customers in their direction. In the end, if you’re faced with this kind of a decision, it’s gravy time for you!

Source: Electric Vehicle News