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Electric Vehicles

300 Is the Magic Number for EVs

If you want to road trip, spring for the bigger battery.

An EV getting 300 miles on a charge.
Heatmap Illustration/Getty Images

The Ford Mustang Mach-E, the electrified version of the iconic brand, starts with an EPA estimated range of 230 miles. The cheapest Chevy Bolt EUV promises 247. The Tesla Model 3, Audi E-Tron, and Ford F-150 Lightning pickup truck say they’ll deliver 272, 226, and 230 respectively, in their least expensive versions.

Perhaps you’ve noticed a pattern. Most electric vehicles on the market in 2023 offer an entry-level version with a range in the 200s, with an upgrade to 300 miles or more available — if you’re willing to kick in several thousand dollars more for the big battery. Buyers may want to spend the money if they can, though. A battery range in the 300s may be the key to delivering the road trip experience Americans have come to expect from their gas-burning cars.

The ranges touted in TV commercials may not reflect how far electric cars will actually travel — especially on the highway — for a variety of reasons. Vehicles use up a lot more energy per mile to travel 75 miles per hour compared to 50, for one thing. (That’s why, if your battery starts to get dangerously low, your Tesla will warn you to slow down.) How an EV’s true range on the highway compares to its official EPA range can vary wildly depending on the brand, according to testing by InsideEVs, but most cars underperform.

For another, long-haul drivers aren’t filling up to 100%. Charging may be lightning fast when the battery is near empty, but it slows dramatically when it approaches full. For the sake of making good time, you’re better off getting only as much juice as you need to reach the next stop rather than trying to top off entirely. EV marketing tends to skirt this fact by advertising how quickly the car regains most of its charge, up to about 80% or so, neglecting the fact that charging only to 80% lops off a lot of possible miles (almost 50 in the case of the base Bolt EUV). Lastly, there just aren’t enough fast-chargers yet for electric drivers to simply pull off the freeway when the battery drops close to E. This limits your ability to drive as far as the battery charge will take you.

The confluence of all these facts can be dramatic. For example, when I bought the basic Standard Range Plus version of the Tesla Model 3 in 2019, it carried an advertised EPA range of 240 miles. That sounded pretty promising, as it was essentially enough miles to drive from our home in Los Angeles to Las Vegas in one full charge, or to make the drive to San Francisco with just a single pit stop in the middle, just like my wife used to do in her trusty Toyota Tacoma.

It didn’t work out that way. A few weeks ago, I completed the familiar journey down Interstate 5 by stopping after 116 miles, then another 60, then another 92. Charging three times between SF and LA has become the standard in my little EV, which, with about 50,000 miles under its belt, now reports a maximum range of about 211 miles. I could bring the journey down to two stops by taking the extra time at each for a full battery charge, but the car’s guidance system insists it’s actually less time-consuming to pull off, charge as long as it takes to get to the next pit stop, and carry on.

Now, an additional stop or even two on a six-hour journey is a mild annoyance, no different than driving with a kid who needs ample bathroom breaks. But picture trying to travel a great distance across America in an EV with a promised range only in the 200s. I have done this, driving electric halfway across the country and back. When you have to stop for juice every 100-150 real-world miles to account for limited charging stations and that 80% battery mark, the extra time drags out long-distance travel interminably.

As EV batteries are rated at 300 miles or more, however, the game changes. More national parks and other places located far from major highways, and their accompanying fast-charging stations, become accessible. Those who are simply zooming down the interstate from one city to another have to stop only every 200 to 250 actual miles — about as long as many people would even want to drive without a bathroom break or a coffee refill.

Luckily, batteries are changing fast. It wasn’t so long ago that the few EVs available in America, like the Volkswagen e-Golf and original Nissan Leaf, had stated ranges around 100 miles, adequate for most everyday drives, particularly around cities, but lousy for even a modest road trip. The 200-some-mile range of today’s electrics make it possible for them to go many places an internal-combustion engine could go (depending upon which state you live in), though requiring more stops along the way.

As ranges reach 300 miles or more, the experience starts to approach the freedom we know from decades of gasoline engines: just drive as many hours as you can, then pull over for a refill.

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Hotspots

GOP Lawmaker Asks FAA to Rescind Wind Farm Approval

And more on the week’s biggest fights around renewable energy.

The United States.
Heatmap Illustration/Getty Images

1. Benton County, Washington – The Horse Heaven wind farm in Washington State could become the next Lava Ridge — if the Federal Aviation Administration wants to take up the cause.

  • On Monday, Dan Newhouse, Republican congressman of Washington, sent a letter to the FAA asking them to review previous approvals for Horse Heaven, claiming that the project’s development would significantly impede upon air traffic into the third largest airport in the state, which he said is located ten miles from the project site. To make this claim Newhouse relied entirely on the height of the turbines. He did not reference any specific study finding issues.
  • There’s a wee bit of irony here: Horse Heaven – a project proposed by Scout Clean Energy – first set up an agreement to avoid air navigation issues under the first Trump administration. Nevertheless, Newhouse asked the agency to revisit the determination. “There remains a great deal of concern about its impact on safe and reliable air operations,” he wrote. “I believe a rigorous re-examination of the prior determination of no hazard is essential to properly and accurately assess this project’s impact on the community.”
  • The “concern” Newhouse is referencing: a letter sent from residents in his district in eastern Washington whose fight against Horse Heaven I previously chronicled a full year ago for The Fight. In a letter to the FAA in September, which Newhouse endorsed, these residents wrote there were flaws under the first agreement for Horse Heaven that failed to take into account the full height of the turbines.
  • I was first to chronicle the risk of the FAA grounding wind project development at the beginning of the Trump administration. If this cause is taken up by the agency I do believe it will send chills down the spines of other project developers because, up until now, the agency has not been weaponized against the wind industry like the Interior Department or other vectors of the Transportation Department (the FAA is under their purview).
  • When asked for comment, FAA spokesman Steven Kulm told me: “We will respond to the Congressman directly.” Kulm did not respond to an additional request for comment on whether the agency agreed with the claims about Horse Heaven impacting air traffic.

2. Dukes County, Massachusetts – The Trump administration signaled this week it will rescind the approvals for the New England 1 offshore wind project.

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Q&A

How Rep. Sean Casten Is Thinking of Permitting Reform

A conversation with the co-chair of the House Sustainable Energy and Environment Coalition

Rep. Sean Casten.
Heatmap Illustration

This week’s conversation is with Rep. Sean Casten, co-chair of the House Sustainable Energy and Environment Coalition – a group of climate hawkish Democratic lawmakers in the U.S. House of Representatives. Casten and another lawmaker, Rep. Mike Levin, recently released the coalition’s priority permitting reform package known as the Cheap Energy Act, which stands in stark contrast to many of the permitting ideas gaining Republican support in Congress today. I reached out to talk about the state of play on permitting, where renewables projects fit on Democrats’ priority list in bipartisan talks, and whether lawmakers will ever address the major barrier we talk about every week here in The Fight: local control. Our chat wound up immensely informative and this is maybe my favorite Q&A I’ve had the liberty to write so far in this newsletter’s history.

The following conversation was lightly edited for clarity.

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Spotlight

How to Build a Wind Farm in Trump’s America

A renewables project runs into trouble — and wins.

North Dakota and wind turbines.
Heatmap Illustration/Getty Images

It turns out that in order to get a wind farm approved in Trump’s America, you have to treat the project like a local election. One developer working in North Dakota showed the blueprint.

Earlier this year, we chronicled the Longspur wind project, a 200-megawatt project in North Dakota that would primarily feed energy west to Minnesota. In Morton County where it would be built, local zoning officials seemed prepared to reject the project – a significant turn given the region’s history of supporting wind energy development. Based on testimony at the zoning hearing about Longspur, it was clear this was because there’s already lots of turbines spinning in Morton County and there was a danger of oversaturation that could tip one of the few friendly places for wind power against its growth. Longspur is backed by Allete, a subsidiary of Minnesota Power, and is supposed to help the utility meet its decarbonization targets.

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