ADAC Tests Electric SUVs at 0°C Highway Range – Chinese Models Included
E firesc ca maşinile să consume niţel mai mult la viteze de autostradă, în comparaţie cu o călătorie extraurbană la o viteză mai moderată. Cândva, când cutiile manuale la maşinile cu combustie aveau 5 trepte, iar a 5-a era relativă scurtă, consumul de autostradă la 130 km/h putea fi semnificativ mai mare faţă de cifrele de referinţă din fişele tehnice. Apoi,cutiile de viteze cu mai multe trepte şi motoarele recalibrate să ofere eficienţă şi în regim de croazieră la viteze mai mari au redus aceste decalaje. La primele maşini electrice,construite preponderent pentru viteze mai mici,decalajul era foarte mare,iar condusul de autostradă mai genera ineficienţe şi din cauza încălzirii diverselor componente. În timp, şi maşinile electrice au evoluat cu sisteme de management termic corect, tot mai multe ineficienţe eliminate, dar şi turaţii ale motoarelor şi rapoarte ale reductoarelor calculate să păstreze eficienţa şi la viteze mari. Totuşi, pentru şoferii din Germania, condusul la viteze mari de autostradă rămâne o parte din uzanţa exploatării cotidiene, iar atunci când trec de la o maşină diesel al una electrică aceştia nu pot pur şi simplu să înceapă a conduce mult mai lent, din cauza tipului de propulsie, pentru că asta înseamnă să renunţe la avantajele pe care le aveau anterior. Tocmai de asta, ADAC organizează în ultimii ani teste anuale în care pune maşinile electrice în condiţii de condus la viteze de autostradă, la 0 grade Celsius, măsurându-le autonomia. De curând, ADAC a anunţat şi rezultatele testului din acest an.
ADAC then operated a 20-minute charge when the battery reached its limit, also measuring the range added during this time. Of course, the added range is calculated based on the actual consumption achieved by that car on the highway.
Even though among the 14 cars tested there were models with approved ranges of well over 600 and even 700 km, none of them could travel the 580 km distance without at least one stop for charging. And some needed two stops, because at the first stop they stayed for only 20 minutes, not until the battery was fully charged.
Audi A6 e-tron was the model that achieved the highest range in real life, of 441 km. But it also had the highest approved range of all the models, exactly 719 km.Therefore, the real range under such conditions was only 61.3% compared to the WLTP approved one.
The average speed in the simulated highway driving was 116 km/h, and during the 20-minute charge, the car put in the battery the equivalent of 299.5 km. as the average consumption was 23.2 kWh/100 km, this means about 69.5 kWh put in the battery during this time.
BMW i5 Touring eDrive40, the competitor of audi A6 e-tron, had weaker results, managing to record a range of 351 km, compared to the approved 602 km, which constitutes 58.3%. Consumption is higher, and charging in 20 minutes put in the battery
Volvo EX90 Energy Consumption and Range
The Volvo EX90 consumed 31.6 kWh per 100 kilometers during testing, achieving a range of 390 kilometers compared to the manufacturer’s stated 611 kilometers.
Energy Consumption Details
The EX90’s energy consumption of 31.6 kWh/100km is higher than some competitors, but is partially attributable to the vehicle’s larger size and weight. Larger vehicles generally require more energy to move.
Range Discrepancy Example
Testing revealed a significant difference between the advertised range of 611 kilometers and the actual achieved range of 390 kilometers. This 36.2% difference (611km – 390km = 221km; 221km / 611km = 0.362 or 36.2%) highlights the impact of real-world driving conditions on electric vehicle range. This data is based on testing conducted as of January 21, 2026.