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Wales Online
5 days ago
- Automotive
- Wales Online
I drove 350 miles in a day in an electric car and it was an expensive nightmare
I drove 350 miles in a day in an electric car and it was an expensive nightmare A man decided to see if he could make the 350-mile round trip from his home to Bristol in an electric car Plugged in at the services at Taunton on the M5 (Image: Steve Smith) What happens when you swap a trusty diesel for a sleek electric Volvo on a 350-mile journey? A writer for the Mirror, Steven Smith recently put the C40 to the test on a trip from Cornwall to Bristol, discovering the true costs, quirks, and challenges of long-distance EV driving. He chronicled: Something like 13 years ago, I had the opportunity to test drive a Nissan Leaf for several days. This vehicle was the trailblazer for mass-market electric cars in the UK. Prior to the Leaf, we only had a handful of quirky city cars produced in limited quantities, but it was the Leaf that truly ignited our EV revolution. However, it was still early days and despite the Leaf being a game-changer, the first model could barely cover 100 miles before needing a recharge. Moreover, public charging stations were few and far between, not to mention slow, making the car primarily suitable for local trips followed by overnight charging at home. Fast forward to today and the landscape has dramatically changed. After Tesla entered the UK market, I got behind the wheel of its Model S in 2015, which represented a significant leap forward with its extended range, positioning it as a credible alternative to petrol and diesel vehicles. Now, virtually every car manufacturer has an all-electric model, and crucially, the charging infrastructure is vastly improved compared to when I first drove the Leaf, with charging points now widely accessible. Over the years, I've also taken several other electric vehicles for a spin. However, I never felt confident enough to embark on long journeys due to the fear of running out of charge - a phenomenon known as 'range anxiety'. For money-saving tips, sign up to our Money newsletter here A couple of years ago, however, I decided it was time to put this to the test for the first time. The vehicle chosen for this experiment was a Volvo C40 Recharge Twin Pro, generously loaned to me by the Swedish automaker for a week. The plan Every few weeks, I embark on a 350-mile round trip from my home in Cornwall to Bristol for family and footballing reasons. The question wasn't whether the journey was possible, but rather how convenient it would be, the cost involved, and how it would compare in terms of time. The competition for the Volvo was stiff - my trusty BMW 318 diesel, now more than 18 years old, which consistently delivers between 55 to 60mpg on this route and can easily cover close to 700 miles on a full tank. Filling up the tank costs me roughly £80, takes only a few minutes, and I never have to worry about running out of fuel during my 350-mile trip. The build-up The Volvo, a twin-motor fully electric model boasting 408hp, arrived on a Tuesday, giving me ample time before my Saturday experiment to get acquainted with the car and, crucially, learn how to charge it. My research indicated a plethora of charging options available today. The slowest method is using a standard three-pin plug at home, which, as far as I can tell, provides around 2.4kw to the car. This method takes approximately 20 hours to fully charge the Volvo. However, anyone investing in an electric vehicle will likely install a home wall charger, which boosts the charging capacity to at least 7kw, significantly reducing charging time. Home charging, despite energy price hikes in recent years, remains the most cost-effective method of charging. My electricity costs when I did this experiment were around 25p per kWh during the day and 20p per kWh at night. This equated to roughly £20 to fully charge the Volvo, which boasted a theoretical range of 273 miles. It'll vary for everyone depending on their electricity deal - many providers now have EV tariffs which have overnight rates as low as a few pence, meaning you can top-up a car for something like £5. However, public chargers are a different kettle of fish. In my search, I found prices ranging from 28p per kWh for a slow 7kW supermarket car park charge (the ones at Tesco used to be free, but not anymore) to a staggering 79p for a faster boost of up to 350kW. What you're paying for here is speed. That 79p charger could fill the an EV battery in something like 30 minutes, but it would set you back a hefty £60 or more. In the days leading up to my trip, I spent a considerable amount of time pondering over strategy and cost. It was clear that a round trip without charging was out of the question. Therefore, I had to plan for a quick fast charge at a motorway service station on the way there, followed by a slow top-up at a relative's house in Bristol, and another pit stop for a boost on the return journey to avoid the risk of being stranded on Bodmin Moor in the dark. The anticipation of this seemingly more epic than usual journey filled me with a blend of anxiety and excitement. Would I reach Bristol? Would the chargers at the service stations function properly? What if they didn't? Would I find myself returning home at midnight after spending a lonely Saturday night at a deserted motorway service station, waiting for the battery to charge? This was going to be an interesting experience. The journey As I mentioned earlier, I frequently make this journey in my trusty, slightly aged Beemer. At current diesel prices, it costs me approximately £40, assuming 55mpg and 139.9p per litre, which is the rate at my local supermarket in August 2025. Setting off around 8am, the journey usually takes me about two hours and 45 minutes. I only typically stop if I need a comfort break. Assuming no traffic disruptions, I'm in Bristol before 11am. However, I knew this journey would likely be different. Before setting off on a Saturday morning, I made sure the Volvo was fully charged to give myself the best possible start. Although it's generally advised not to charge to 100% to extend the battery's lifespan, I decided to ignore this for the journey. Setting off in the morning - fully charged (Image: Steve Smith) Despite the battery indicating a full charge, the actual range displayed was only 180 miles, falling short of Volvo's official claim of a theoretical 273-mile range. This meant that I had just enough to cover the 175-mile trip. I had hoped for a bit more wiggle room. Factors such as outside temperature, driving conditions and usage of amenities like climate control and heated seats can impact the range. However, in order to make a fair comparison with my old diesel car, I was resolved not to forego these comforts to stretch the range. Setting off with a range of 180 miles, I was already feeling slightly apprehensive. Thankfully, the car came equipped with Google Maps, which includes a useful feature that estimates how much battery will be left upon reaching your destination. If it predicts you won't make it, it suggests charging stations along the route, providing details about each one's detour distance and charger type (medium, fast, etc). I had hoped that the 180-mile range would stabilise or even increase once I was on the move, similar to how your miles per gallon improve when you transition from stop-start driving to steady cruising. However, this wasn't the case, although it did seem to hover around a median value between a high and low point, according to the car's computer. Regardless, my planned charging stop was at Taunton Deane services on the M5, which was 120 miles away and comfortably within my remaining range. I pulled in there at 9.40am, with 25% battery left and 45 miles of range remaining. It was time for my first encounter with an on-the-road charger. At the time of this drive, Taunton was equipped with a Gridserve fast charger, capable of delivering 60kw to the car at a rate of 65p per kWh. The process was swift and straightforward, with the charger's own cable extending out much like a petrol pump, plugging directly into the car without any need to mess about with the cables that come with the vehicle. Once plugged in, you simply tap your contactless payment card and the charging begins. When finished, you press 'stop', the cost is displayed, you unplug and you're on your way. Typically, I'd pause here for a quick 10 or 15-minute break and a cup of tea. But this time, I needed a different kind of energy, so I waited until 10.20am, by which point the battery had recharged to 60%. Improved charging tech since my experiment - I'm reflecting now on this trip back at the start of 2023 - means this will now be faster. The whole process had been quite simple, but it hadn't been inexpensive. The cost was £19.62 to add 55 miles. Blimey - 55 miles in my BMW would consume about a gallon, costing less than £7. I finally arrived in Bristol just past 11am, about half an hour later than usual. Upon arrival, my charge was down to 35% with a range of 60 miles. I hastily plugged in at a relative's house for a slow recharge using a standard three-pin plug. By 6.30pm, I had managed to add another 30 miles to the car's range, costing around £5. The journey home was nerve-wracking. Throughout the day, I evaluated my charging options for the return trip and realised I had overlooked a better option. Gridserve operates a larger charging station at Exeter services, roughly halfway through my journey, offering super-fast chargers that deliver 350kw, a significant upgrade from the 60kw charger I used at Taunton. Since I did this trip, it has expanded even further and is now a major charging hub. The impressive - but expensive - super-fast charger at Exeter (Image: Steve Smith) I set off for home at 6.45pm, the typical departure time for this day trip, having managed to charge the car up to a 90-mile range, or 52%. Exeter was 75 miles away. It was going to be close, but I was resolved to reach it without having to stop twice on the way home. I was confident that the super-fast charger would come to my rescue, provided I could make it there. The following hour was incredibly tense. I barely made it to Exeter with a mere 7% charge left, showing a range of 14 miles. The last 20 minutes before reaching Exeter were particularly unnerving as the range seemed to shrink more and more. Arriving at Exeter with 7% battery after a worrying hour or so (Image: Steve Smith) But I made it and, at 8pm, plugged in. The process was as straightforward as in the morning, quick and easy to get charging, this time, for some reason, 66p per kWh. The charger didn't disappoint when it came to speed - it showed as much as 130kw during charging, although it slows as it gets fuller, so this was impressively quick - it was hard not to be struck by how far we've come in terms of charging tech in recent years. However, it wasn't cheap. I wandered around a fairly quiet service area until 8.45pm, stopping the charge at 84%, 140 miles range - comfortably above the 100 remaining until home. The rapid charger had added a tidy 126 miles in just 45 minutes. The downside? It cost £43.45. The second part of the return journey was somewhat less stressful, knowing that I was home and dry, so to speak, with enough range to get back. I did just that at 10.20pm, 50 minutes later than normal, with 25 miles and 16% battery left. I, on the other hand, was close to running on empty at this point. The whole day had been a bit of a brain melt in all honesty, constantly working out how far I could travel and where the best places to stop were on both legs of the journey. All in all I felt relieved to get home, but also like someone had emptied my wallet while I wasn't looking. Costs Fully charge at home before departure: approx £20; miles added: 180 Fast top-up at services on outward journey: £19.62; miles added: 55 Slow top-up in Bristol: £5 approx; miles added: 30 Super-fast top-up at services on return journey: £43.45; miles added: 126 Total: £88.07 However, with an EV-specific home tariff that I didn't have, you could make this overall cost something like £70. It's also possible to get subscriptions for public chargers if you're a regular user, which can reduce the cost further: Diesel cost for same journey: assuming 55mpg and 139.9p per litre, £40 Petrol cost for same journey: assuming 45mpg and 130.9p per litre, £46 The car Before we delve into the conclusions, let's discuss the rather splendid Volvo C40 Recharge Twin Pro. This top-of-the-range model boasts a hefty 408hp, making for some thrilling driving experiences. Thanks to its electric power, it offers immediate and rapid acceleration, propelling you to 62mph in a mere 4.7 seconds. It provides an exceptionally smooth ride in every aspect and is undeniably a luxury vehicle. The interior is beautifully minimalist, with ample storage space, generous room in the back, and a plethora of gadgets. The C40 Recharge is also available in a fetching Fjord Blue (Image: Volvo) Features include adaptive cruise control that adjusts your speed based on the car ahead, as well as technology that keeps you in your lane by correcting your steering if needed. These features theoretically make the car almost self-driving, but it will nudge you if you become too complacent. The car also boasts a 360-degree parking camera, providing an overhead view that's incredibly handy for squeezing into tight spots. The seats and steering wheel are heated, the sound system is a top-notch Harman Kardon setup, and there's a wireless phone charger. A panoramic roof adds a bright and spacious feel to the interior, while a simple 'swish' of your foot under the rear of the car opens the tailgate to reveal a generous boot. All these features contribute to a seamless driving experience, something Volvo excels at. The C40 is exclusively available as an electric vehicle, marking the first time in Volvo's history that a model has been offered solely as an EV. An alternative option is the single-motor 231hp Recharge version, which may not offer the same performance - reaching 62mph in 7.4 seconds - but does promise quicker charging and better fuel efficiency, at least on paper. This variant was priced at £47,100 at the time, while our test car came in at £61,950 at the time of writing in 2023. The verdict I genuinely wanted this to work out. However, after what I believe was a thorough real-world test, I couldn't justify the figures that I encountered and the added journey time was an issue as well. No matter how I crunched the numbers, the round trip took me an extra 90 minutes and cost nearly £40 more than usual. That was unexpected. However, had I been an EV owner, with a cheap overnight tariff at home and a public charger subscription, I could have got the costs of EV versus diesel considerably closer, but the added time 'cost' would have still been there. It seems that contributing to environmental preservation with zero-emission vehicles comes with a personal price tag, in time if not money as well. The issue lies not with the car, which was superb, as are the many others available these days, but with the expense of on-the-road charging. My only gripe with the vehicle was its failure to meet its advertised range, which ultimately added to the cost as I wasn't getting as much value for my money as I had hoped. Achieving around 220 or 250 miles on a full charge would have been more satisfactory. Until the cost of on-the-road chargers comes closer to home charging rates, long-distance travel becomes a tricky calculation. If all my charging could have been done at home rates, the day's expenses would have been totally different story. However, this wasn't feasible, because on a long journey you are reliant on public chargers and their escalating costs. This leads me to conclude that the current debate over electric cars continues to be complex. If, like many people, your driving is mostly local (commuting, shopping, dining out, etc.) with the occasional long trip thrown in every few weeks, it makes a lot of sense when most of your charging can be done at home. This is especially true if you have a proper home charger installed and aren't resorting to running an extension lead out of a window like I was. The old cable-through-the-window method for home charging (Image: Steve Smith) For those frequently embarking on long journeys, the current high costs of service station chargers remain a significant hurdle, even more than two years since I did this drive. If I had relied solely on the 79p charger, for instance, my total cost would have skyrocketed to £130 - something like four times the cost of diesel. This doesn't even factor in two other vital considerations - the car's price tag and its environmental impact. Given that electric cars emit zero carbon, you might be prepared to shell out more to reduce your carbon footprint. So, while we've made tremendous strides over the past decade, we're not quite there yet if you do a lot of long journeys. Car technology has advanced leaps and bounds and charging infrastructure continues to expand at a rapid pace. However, roadside chargers need to keep getting faster and significantly cheaper. We still have some distance to cover before EVs can match the convenience of petrol or diesel vehicles, even if they are environmentally cleaner. There is no mainstream EV on the planet right now that can match 700 miles to the tank. The day when we all drive electric cars is likely still a few decades away. If you're in the market for a new car, considering an electric vehicle is certainly worthwhile. However, it's not a decision to be made on a whim with a sudden declaration of 'I must buy an electric car'. There are numerous factors to consider and the practicality of going electric will vary from individual to individual. Article continues below
Daily Record
7 days ago
- Automotive
- Daily Record
Driving a 350-mile round trip in an EV was a headache for two reasons
I've been driving electric vehicles for more than a decade, but never felt confident enough to take one on a long journey Around 13 years ago, I had the chance to take a Nissan Leaf for a spin. This car was the pioneer of mainstream electric vehicles in the UK. Before the Leaf, we only had a smattering of eccentric city cars produced in small numbers, but it was the Leaf that truly sparked our EV revolution. However, it was still early days and despite the Leaf being a game-changer, the first model could barely cover 100 miles before needing a recharge. Furthermore, public charging stations were scarce and slow, making the car mainly suitable for local trips followed by overnight charging at home. Fast forward to the present day and the scene has dramatically transformed. After Tesla entered the UK market, I got behind the wheel of its Model S in 2015, which represented a significant leap forward with its extended range, positioning it as a credible alternative to petrol and diesel vehicles. Now, virtually every car manufacturer has an all-electric model, and crucially, the charging infrastructure is vastly improved compared to when I first drove the Leaf, with charging points now widely accessible. Over the years, I've also taken several other electric vehicles for a spin. However, I never felt confident enough to embark on long journeys due to the fear of running out of charge - a phenomenon known as 'range anxiety'. A couple of years back, I decided it was high time to put this to the test for the first time. The guinea pig for this experiment was a Volvo C40 Recharge Twin Pro, kindly lent to me by the Swedish car manufacturer for a week. The idea Every so often, I undertake a 350-mile round trip from my residence in Cornwall to Bristol for familial and football-related commitments. The question wasn't about the feasibility of the journey, but rather its convenience, the associated costs, and how it would stack up in terms of time. The competition for the Volvo was fierce - my reliable BMW 318 diesel, now over 18 years old, which consistently achieves between 55 to 60mpg on this route and can comfortably cover nearly 700 miles on a full tank. Topping up the tank sets me back around £80, takes mere minutes, and I never have to fret about running out of fuel during my 350-mile excursion. The build-up The Volvo, a dual-motor fully electric model packing 408hp, arrived on a Tuesday, affording me plenty of time before my Saturday experiment to familiarise myself with the vehicle and, crucially, learn how to charge it. My research pointed to a wealth of charging options currently available. The slowest method is using a standard three-pin plug at home, which, as far as I could ascertain, delivers around 2.4kw to the car. This method requires roughly 20 hours to fully charge the Volvo. However, those investing in an electric vehicle will likely install a home wall charger, which increases the charging capacity to at least 7kw, significantly cutting down charging time. Despite recent energy price surges, home charging remains the most economical method. During my experiment, my electricity costs were approximately 25p per kWh during the day and 20p per kWh at night. This amounted to roughly £20 to fully charge the Volvo, which had a theoretical range of 273 miles. The cost will vary for everyone based on their electricity deal - many providers now offer EV tariffs with overnight rates as low as a few pence, allowing you to top-up a car for around £5. Public chargers, however, are a different story. In my search, I found prices ranging from 28p per kWh for a slow 7kW supermarket car park charge (the ones at Tesco used to be free, but not anymore) to a whopping 79p for a faster boost of up to 350kW. What you're paying for here is speed. That 79p charger could fill an EV battery in about 30 minutes, but it would cost you a hefty £60 or more. In the days leading up to my trip, I spent a significant amount of time contemplating strategy and cost. It was clear that a round trip without charging was not feasible. Thus, I had to strategise for a swift top-up at a motorway service station en route, followed by a leisurely recharge at a relative's home in Bristol, and another quick pit stop on the return leg to avoid the peril of being marooned on Bodmin Moor after sundown. The prospect of this seemingly more daunting journey stirred a cocktail of trepidation and thrill within me. Would I make it to Bristol? Would the charging points at the service stations be operational? What if they weren't? Would I find myself trudging home at the stroke of midnight after a solitary Saturday night spent at a desolate motorway service station, waiting for the battery to juice up? This was set to be a fascinating experience. The journey As I alluded to earlier, I regularly undertake this trip in my reliable, slightly worn Beemer. Given the current diesel prices, it sets me back roughly £40, assuming 55mpg and 139.9p per litre, which is the going rate at my local supermarket as of August 2025. Embarking around 8am, the journey typically clocks in at about two hours and 45 minutes. I only usually pull over if nature calls. Barring any traffic snags, I'm in Bristol before 11am. However, I was aware this voyage would likely deviate from the norm. Before hitting the road on a Saturday morning, I ensured the Volvo was fully charged to give myself the best possible head start. Despite the general advice against charging to 100% to prolong the battery's lifespan, I chose to disregard this for the journey. Despite the battery showing a full charge, the actual range displayed was merely 180 miles, falling short of Volvo's official assertion of a theoretical 273-mile range. This meant I had just enough to cover the 175-mile journey. I had anticipated a bit more leeway. Factors such as external temperature, driving conditions and use of amenities like climate control and heated seats can affect the range. However, in order to make a fair comparison with my previous diesel vehicle, I was determined not to sacrifice these comforts to extend the range. Embarking on the journey with a range of 180 miles, I was already feeling a tad nervous. Fortunately, the car came fitted with Google Maps, which includes a handy feature that estimates how much battery will remain upon reaching your destination. If it predicts you won't reach, it suggests charging stations along the route, providing details about each one's detour distance and charger type (medium, fast, etc). I had hoped that the 180-mile range would stabilise or even increase once I hit the road, similar to how your miles per gallon improve when you switch from stop-start driving to steady cruising. However, this wasn't the case, although it did seem to hover around a median value between a high and low point, according to the car's computer. Nonetheless, my intended charging stop was at Taunton Deane services on the M5, a comfortable 120 miles away within my remaining range. I arrived there at 9.40am, with a quarter of battery left and 45 miles of range to spare. It was time for my first rendezvous with an on-the-road charger. At the time of this journey, Taunton was kitted out with a Gridserve fast charger, capable of supplying 60kw to the car at a rate of 65p per kWh. The process was quick and easy, with the charger's own cable extending much like a petrol pump, plugging directly into the car without any need to fiddle with the cables that come with the vehicle. Once connected, you simply tap your contactless payment card and the charging commences. When finished, you press 'stop', the cost is displayed, you unplug and you're off. Usually, I'd take a brief 10 or 15-minute break here and enjoy a cuppa. But this time, I needed a different kind of energy, so I waited until 10.20am, by which point the battery had recharged to 60%. Improved charging tech since my experiment - I'm reflecting now on this trip back at the start of 2023 - means this will now be quicker. The whole process had been quite straightforward, but it hadn't been cheap. The cost was £19.62 to add 55 miles. Crikey - 55 miles in my BMW would consume about a gallon, costing less than £7. I finally touched down in Bristol just after 11am, a tad later than my usual time. Upon reaching, I found my charge had dwindled to 35%, with a remaining range of 60 miles. In haste, I plugged in at a relative's house for a slow top-up using a standard three-pin plug. By the time 6.30pm rolled around, I had managed to squeeze an additional 30 miles into the car's range, setting me back about £5. The return journey was fraught with anxiety. Throughout the day, I assessed my charging options for the homeward leg and realised I had missed a trick. Gridserve runs a larger charging station at Exeter services, roughly midway through my route, boasting super-fast chargers that pump out 350kw, a significant step up from the 60kw charger I utilised at Taunton. Since my trip, it has grown even more and now stands as a major charging hub. I embarked on the journey home at 6.45pm, the usual kick-off time for this day trip, having managed to juice the car up to a 90-mile range, or 52%. Exeter was 75 miles distant. It was going to be a tight squeeze, but I was determined to make it without having to stop twice en route. I was banking on the super-fast charger coming to my aid, provided I could reach it. The ensuing hour was incredibly nerve-racking. I barely scraped into Exeter with a scant 7% charge left, indicating a range of 14 miles. The final 20 minutes before hitting Exeter were particularly hair-raising as the range seemed to dwindle rapidly. However, I managed to reach my destination and by 8pm, I was plugged in. The charging process was as straightforward as it had been in the morning, quick and easy, this time costing 66p per kWh for some reason. The charger didn't disappoint when it came to speed - it showed as much as 130kw during charging, although it slows as it gets fuller, so this was impressively quick - it was hard not to be struck by how far we've come in terms of charging tech in recent years. That said, it wasn't cheap. I meandered around a fairly quiet service area until 8.45pm, stopping the charge at 84%, 140 miles range - comfortably above the 100 remaining until home. The rapid charger had added a tidy 126 miles in just 45 minutes. The downside? It cost £43.45. The second part of the return journey was somewhat less stressful, knowing that I was home and dry, so to speak, with enough range to get back. I did just that at 10.20pm, 50 minutes later than normal, with 25 miles and 16% battery left. I, on the other hand, was close to running on empty at this point. The whole day had been a bit of a brain melt in all honesty, constantly working out how far I could travel and where the best places to stop were on both legs of the journey. All in all I felt relieved to get home, but also like someone had emptied my wallet while I wasn't looking. Costs Fully charge at home before departure: approx £20; miles added: 180 Fast top-up at services on outward journey: £19.62; miles added: 55 Slow top-up in Bristol: £5 approx; miles added: 30 Super-fast top-up at services on return journey: £43.45; miles added: 126 Total: £88.07 However, with an EV-specific home tariff that I didn't have, you could make this overall cost something like £70. It's also possible to get subscriptions for public chargers if you're a regular user, which can reduce the cost further. Diesel cost for same journey: assuming 55mpg and 139.9p per litre, £40 Petrol cost for same journey: assuming 45mpg and 130.9p per litre, £46 The car Before we delve into the conclusions, let's discuss the rather splendid Volvo C40 Recharge Twin Pro. This top-of-the-range model boasts a hefty 408hp, making for some thrilling driving experiences. Thanks to its electric power, it offers immediate and rapid acceleration, propelling you to 62mph in a mere 4.7 seconds. It provides an exceptionally smooth ride in every aspect and is undeniably a luxury vehicle. The interior is beautifully minimalist, with ample storage space, generous room in the back, and a plethora of gadgets. Features include adaptive cruise control that adjusts your speed based on the car ahead, as well as technology that keeps you in your lane by correcting your steering if needed. These features theoretically make the car almost self-driving, but it will nudge you if you become too complacent. The vehicle also features a 360-degree parking camera, offering an overhead view that's incredibly useful for manoeuvring into tight spaces. The seats and steering wheel are heated, the sound system is a high-quality Harman Kardon setup, and there's a wireless phone charger. A panoramic roof lends a light and airy feel to the interior, while a simple 'swish' of your foot under the rear of the car opens the tailgate to reveal a spacious boot. All these elements contribute to a smooth driving experience, something Volvo excels at. The C40 is exclusively available as an electric vehicle, marking the first time in Volvo's history that a model has been offered solely as an EV. An alternative option is the single-motor 231hp Recharge version, which may not offer the same performance - reaching 62mph in 7.4 seconds - but does promise quicker charging and better fuel efficiency, at least theoretically. This variant was priced at £47,100 at the time, while our test car came in at £61,950 at the time of writing in 2023. The verdict I genuinely wanted this to work out. However, after what I believe was a comprehensive real-world test, I couldn't justify the figures that I encountered and the added journey time was an issue as well. Despite my best efforts to make the numbers work, the round trip took an additional 90 minutes and cost nearly £40 more than usual. This was a surprise. However, if I had been an EV owner, with a low-cost overnight tariff at home and a public charger subscription, I could have brought the costs of EV versus diesel much closer, although the extra time 'cost' would still be a factor. It appears that the commitment to environmental conservation through zero-emission vehicles comes with its own personal price tag, in terms of time if not money as well. The problem doesn't lie with the car itself, which was excellent, as are many others on the market today, but with the high cost of charging on the go. My only complaint about the vehicle was its inability to achieve its advertised range, which ultimately increased the cost as I wasn't getting as much bang for my buck as I'd hoped. A full charge yielding around 220 or 250 miles would have been more satisfactory. Until the cost of on-the-road chargers aligns more closely with home charging rates, long-distance travel becomes a complex equation. If all my charging could have been done at home rates, the day's expenses would have told a completely different story. However, this wasn't possible, because on a long journey you are dependent on public chargers and their rising costs. This leads me to conclude that the ongoing debate surrounding electric cars remains multifaceted. If, like many, your driving is primarily local (commuting, shopping, dining out, etc. ) with the odd long trip every few weeks, it's a sensible choice when most of your charging can be done at home. This is particularly true if you have a dedicated home charger and aren't resorting to running an extension lead out of a window as I was. For those frequently undertaking long journeys, the current steep prices of service station chargers remain a significant obstacle, even more than two years since I undertook this drive. If I had relied solely on the 79p charger, for instance, my total cost would have soared to £130 - roughly four times the cost of diesel. This doesn't even take into account two other crucial factors - the car's price tag and its environmental impact. Given that electric cars emit zero carbon, you might be willing to pay a premium to reduce your carbon footprint. So, while we've made remarkable progress over the past decade, we're not quite there yet if you do a lot of long journeys. Car technology has come on in leaps and bounds and charging infrastructure continues to grow at a swift pace. However, roadside chargers need to become faster and significantly cheaper. We've still got a way to go before electric vehicles (EVs) can rival the convenience of petrol or diesel cars, despite their greener credentials. Currently, there's no mainstream EV that can boast a 700-mile range on a single charge. The era of universal electric car usage is probably still several decades off. However, if you're in the market for a new motor, it's definitely worth considering an EV. That said, it's not a decision to be taken lightly with a spur-of-the-moment proclamation of 'I must buy an electric car'. There are many factors to weigh up and the practicality of switching to electric will differ from person to person.
Daily Mirror
7 days ago
- Automotive
- Daily Mirror
I drove 350 miles in a day in an electric car - the numbers didn't work
We've moved a long way since the Nissan Leaf was the UK's first proper electric car Something like 13 years ago, I had the opportunity to test drive a Nissan Leaf for several days. This vehicle was the trailblazer for mass-market electric cars in the UK. Prior to the Leaf, we only had a handful of quirky city cars produced in limited quantities, but it was the Leaf that truly ignited our EV revolution. However, it was still early days and despite the Leaf being a game-changer, the first model could barely cover 100 miles before needing a recharge. Moreover, public charging stations were few and far between, not to mention slow, making the car primarily suitable for local trips followed by overnight charging at home. Fast forward to today and the landscape has dramatically changed. After Tesla entered the UK market, I got behind the wheel of its Model S in 2015, which represented a significant leap forward with its extended range, positioning it as a credible alternative to petrol and diesel vehicles. Now, virtually every car manufacturer has an all-electric model, and crucially, the charging infrastructure is vastly improved compared to when I first drove the Leaf, with charging points now widely accessible. Over the years, I've also taken several other electric vehicles for a spin. However, I never felt confident enough to embark on long journeys due to the fear of running out of charge - a phenomenon known as 'range anxiety'. A couple of years ago, however, I decided it was time to put this to the test for the first time. The vehicle chosen for this experiment was a Volvo C40 Recharge Twin Pro, generously loaned to me by the Swedish automaker for a week. The plan Every few weeks, I embark on a 350-mile round trip from my home in Cornwall to Bristol for family and footballing reasons. The question wasn't whether the journey was possible, but rather how convenient it would be, the cost involved, and how it would compare in terms of time. The competition for the Volvo was stiff - my trusty BMW 318 diesel, now more than 18 years old, which consistently delivers between 55 to 60mpg on this route and can easily cover close to 700 miles on a full tank. Filling up the tank costs me roughly £80, takes only a few minutes, and I never have to worry about running out of fuel during my 350-mile trip. The build-up The Volvo, a twin-motor fully electric model boasting 408hp, arrived on a Tuesday, giving me ample time before my Saturday experiment to get acquainted with the car and, crucially, learn how to charge it. My research indicated a plethora of charging options available today. The slowest method is using a standard three-pin plug at home, which, as far as I can tell, provides around 2.4kw to the car. This method takes approximately 20 hours to fully charge the Volvo. However, anyone investing in an electric vehicle will likely install a home wall charger, which boosts the charging capacity to at least 7kw, significantly reducing charging time. Home charging, despite energy price hikes in recent years, remains the most cost-effective method of charging. My electricity costs when I did this experiment were around 25p per kWh during the day and 20p per kWh at night. This equated to roughly £20 to fully charge the Volvo, which boasted a theoretical range of 273 miles. It'll vary for everyone depending on their electricity deal - many providers now have EV tariffs which have overnight rates as low as a few pence, meaning you can top-up a car for something like £5. However, public chargers are a different kettle of fish. In my search, I found prices ranging from 28p per kWh for a slow 7kW supermarket car park charge (the ones at Tesco used to be free, but not anymore) to a staggering 79p for a faster boost of up to 350kW. What you're paying for here is speed. That 79p charger could fill the an EV battery in something like 30 minutes, but it would set you back a hefty £60 or more. In the days leading up to my trip, I spent a considerable amount of time pondering over strategy and cost. It was clear that a round trip without charging was out of the question. Therefore, I had to plan for a quick fast charge at a motorway service station on the way there, followed by a slow top-up at a relative's house in Bristol, and another pit stop for a boost on the return journey to avoid the risk of being stranded on Bodmin Moor in the dark. The anticipation of this seemingly more epic than usual journey filled me with a blend of anxiety and excitement. Would I reach Bristol? Would the chargers at the service stations function properly? What if they didn't? Would I find myself returning home at midnight after spending a lonely Saturday night at a deserted motorway service station, waiting for the battery to charge? This was going to be an interesting experience. The outward journey As I mentioned earlier, I frequently make this journey in my trusty, slightly aged Beemer. At current diesel prices, it costs me approximately £40, assuming 55mpg and 139.9p per litre, which is the rate at my local supermarket in August 2025. Setting off around 8am, the journey usually takes me about two hours and 45 minutes. I only typically stop if I need a comfort break. Assuming no traffic disruptions, I'm in Bristol before 11am. However, I knew this journey would likely be different. Before setting off on a Saturday morning, I made sure the Volvo was fully charged to give myself the best possible start. Although it's generally advised not to charge to 100% to extend the battery's lifespan, I decided to ignore this for the journey. Despite the battery indicating a full charge, the actual range displayed was only 180 miles, falling short of Volvo's official claim of a theoretical 273-mile range. This meant that I had just enough to cover the 175-mile trip. I had hoped for a bit more wiggle room. Factors such as outside temperature, driving conditions and usage of amenities like climate control and heated seats can impact the range. However, in order to make a fair comparison with my old diesel car, I was resolved not to forego these comforts to stretch the range. Setting off with a range of 180 miles, I was already feeling slightly apprehensive. Thankfully, the car came equipped with Google Maps, which includes a useful feature that estimates how much battery will be left upon reaching your destination. If it predicts you won't make it, it suggests charging stations along the route, providing details about each one's detour distance and charger type (medium, fast, etc). I had hoped that the 180-mile range would stabilise or even increase once I was on the move, similar to how your miles per gallon improve when you transition from stop-start driving to steady cruising. However, this wasn't the case, although it did seem to hover around a median value between a high and low point, according to the car's computer. Regardless, my planned charging stop was at Taunton Deane services on the M5, which was 120 miles away and comfortably within my remaining range. I pulled in there at 9.40am, with 25% battery left and 45 miles of range remaining. It was time for my first encounter with an on-the-road charger. At the time of this drive, Taunton was equipped with a Gridserve fast charger, capable of delivering 60kw to the car at a rate of 65p per kWh. The process was swift and straightforward, with the charger's own cable extending out much like a petrol pump, plugging directly into the car without any need to mess about with the cables that come with the vehicle. Once plugged in, you simply tap your contactless payment card and the charging begins. When finished, you press 'stop', the cost is displayed, you unplug and you're on your way. Typically, I'd pause here for a quick 10 or 15-minute break and a cup of tea. But this time, I needed a different kind of energy, so I waited until 10.20am, by which point the battery had recharged to 60%. Improved charging tech since my experiment - I'm reflecting now on this trip back at the start of 2023 - means this will now be faster. The whole process had been quite simple, but it hadn't been inexpensive. The cost was £19.62 to add 55 miles. Blimey - 55 miles in my BMW would consume about a gallon, costing less than £7. I finally arrived in Bristol just past 11am, about half an hour later than usual. Upon arrival, my charge was down to 35% with a range of 60 miles. I hastily plugged in at a relative's house for a slow recharge using a standard three-pin plug. By 6.30pm, I had managed to add another 30 miles to the car's range, costing around £5. The journey home was nerve-wracking. Throughout the day, I evaluated my charging options for the return trip and realised I had overlooked a better option. Gridserve operates a larger charging station at Exeter services, roughly halfway through my journey, offering super-fast chargers that deliver 350kw, a significant upgrade from the 60kw charger I used at Taunton. Since I did this trip, it has expanded even further and is now a major charging hub. I set off for home at 6.45pm, the typical departure time for this day trip, having managed to charge the car up to a 90-mile range, or 52%. Exeter was 75 miles away. It was going to be close, but I was resolved to reach it without having to stop twice on the way home. I was confident that the super-fast charger would come to my rescue, provided I could make it there. The following hour was incredibly tense. I barely made it to Exeter with a mere 7% charge left, showing a range of 14 miles. The last 20 minutes before reaching Exeter were particularly unnerving as the range seemed to shrink more and more. But I made it and, at 8pm, plugged in. The process was as straightforward as in the morning, quick and easy to get charging, this time, for some reason, 66p per kWh. The charger didn't disappoint when it came to speed - it showed as much as 130kw during charging, although it slows as it gets fuller, so this was impressively quick - it was hard not to be struck by how far we've come in terms of charging tech in recent years. However, it wasn't cheap. I wandered around a fairly quiet service area until 8.45pm, stopping the charge at 84%, 140 miles range - comfortably above the 100 remaining until home. The rapid charger had added a tidy 126 miles in just 45 minutes. The downside? It cost £43.45. The second part of the return journey was somewhat less stressful, knowing that I was home and dry, so to speak, with enough range to get back. I did just that at 10.20pm, 50 minutes later than normal, with 25 miles and 16% battery left. I, on the other hand, was close to running on empty at this point. The whole day had been a bit of a brain melt in all honesty, constantly working out how far I could travel and where the best places to stop were on both legs of the journey. All in all I felt relieved to get home, but also like someone had emptied my wallet while I wasn't looking. Costs Fully charge at home before departure: approx £20; miles added: 180 Fast top-up at services on outward journey: £19.62; miles added: 55 Slow top-up in Bristol: £5 approx; miles added: 30 Super-fast top-up at services on return journey: £43.45; miles added: 126 Total: £88.07 However, with an EV-specific home tariff that I didn't have, you could make this overall cost something like £70. It's also possible to get subscriptions for public chargers if you're a regular user, which can reduce the cost further. Diesel cost for same journey: assuming 55mpg and 139.9p per litre, £40 Petrol cost for same journey: assuming 45mpg and 130.9p per litre, £46 The car Before we delve into the conclusions, let's discuss the rather splendid Volvo C40 Recharge Twin Pro. This top-of-the-range model boasts a hefty 408hp, making for some thrilling driving experiences. Thanks to its electric power, it offers immediate and rapid acceleration, propelling you to 62mph in a mere 4.7 seconds. It provides an exceptionally smooth ride in every aspect and is undeniably a luxury vehicle. The interior is beautifully minimalist, with ample storage space, generous room in the back, and a plethora of gadgets. Features include adaptive cruise control that adjusts your speed based on the car ahead, as well as technology that keeps you in your lane by correcting your steering if needed. These features theoretically make the car almost self-driving, but it will nudge you if you become too complacent. The car also boasts a 360-degree parking camera, providing an overhead view that's incredibly handy for squeezing into tight spots. The seats and steering wheel are heated, the sound system is a top-notch Harman Kardon setup, and there's a wireless phone charger. A panoramic roof adds a bright and spacious feel to the interior, while a simple 'swish' of your foot under the rear of the car opens the tailgate to reveal a generous boot. All these features contribute to a seamless driving experience, something Volvo excels at. The C40 is exclusively available as an electric vehicle, marking the first time in Volvo's history that a model has been offered solely as an EV. An alternative option is the single-motor 231hp Recharge version, which may not offer the same performance - reaching 62mph in 7.4 seconds - but does promise quicker charging and better fuel efficiency, at least on paper. This variant was priced at £47,100 at the time, while our test car came in at £61,950 at the time of writing in 2023. The verdict I genuinely wanted this to work out. However, after what I believe was a thorough real-world test, I couldn't justify the figures that I encountered and the added journey time was an issue as well. No matter how I crunched the numbers, the round trip took me an extra 90 minutes and cost nearly £40 more than usual. That was unexpected. However, had I been an EV owner, with a cheap overnight tariff at home and a public charger subscription, I could have got the costs of EV versus diesel considerably closer, but the added time 'cost' would have still been there. It seems that contributing to environmental preservation with zero-emission vehicles comes with a personal price ta, in time if not money as well. The issue lies not with the car, which was superb, as are the many others available these days, but with the expense of on-the-road charging. My only gripe with the vehicle was its failure to meet its advertised range, which ultimately added to the cost as I wasn't getting as much value for my money as I had hoped. Achieving around 220 or 250 miles on a full charge would have been more satisfactory. Until the cost of on-the-road chargers comes closer to home charging rates, long-distance travel becomes a tricky calculation. If all my charging could have been done at home rates, the day's expenses would have been totally different story. However, this wasn't feasible, because on a long journey you are reliant on public chargers and their escalating costs. This leads me to conclude that the current debate over electric cars continues to be complex. If, like many people, your driving is mostly local (commuting, shopping, dining out, etc.) with the occasional long trip thrown in every few weeks, it makes a lot of sense when most of your charging can be done at home. This is especially true if you have a proper home charger installed and aren't resorting to running an extension lead out of a window like I was. For those frequently embarking on long journeys, the current high costs of service station chargers remain a significant hurdle, even more than two years since I did this drive. If I had relied solely on the 79p charger, for instance, my total cost would have skyrocketed to £130 - something like four times the cost of diesel. This doesn't even factor in two other vital considerations - the car's price tag and its environmental impact. Given that electric cars emit zero carbon, you might be prepared to shell out more to reduce your carbon footprint. So, while we've made tremendous strides over the past decade, we're not quite there yet if you do a lot of long journeys. Car technology has advanced leaps and bounds and charging infrastructure continues to expand at a rapid pace. However, roadside chargers need to keep getting faster and significantly cheaper. We still have some distance to cover before EVs can match the convenience of petrol or diesel vehicles, even if they are environmentally cleaner. There is no mainstream EV on the planet right now that can match 700 miles to the tank. The day when we all drive electric cars is likely still a few decades away. If you're in the market for a new car, considering an electric vehicle is certainly worthwhile. However, it's not a decision to be made on a whim with a sudden declaration of 'I must buy an electric car'. There are numerous factors to consider and the practicality of going electric will vary from individual to individual.
