22 minutes ago, newnative said:

But, remember, we're already 700,000 baht ahead, with the initial savings, plus all the monthly savings we will have had.

This is the part that most people don't get it. Japanese cars certainly last long and depreciate less, in the end they're still a lot more expensive than Chinese EVs. The depreciation from Chinese EVs is higher but like you said you already saved a lot on day one by buying a much cheaper car.

My Fortuner Legender i bought 5 years ago was 2.0m baht. Today i still can still sell for 1.2 baht or trade in at 1.0m baht.

But i will never sell it unless i must or emergency.

I love the car so much, i use for everything , specially for my farming operations, that 4x4 train is so good , really... when i need to go deep into my farm it goes in and out without sweating a drop. Lol.

Edited May 31May 31 by brfsa2

How long do you think before EV manufacturers will pull the plug in lifetime warranty for the battery?

After all only in China and in Thailand we have such privilege.

I did some research using the new Claude opus 4.8 and this is what i got.

Ps: when you guys get your AI answers the model and mode matter a lot. I don't fully trust the answers from the cheap/fast models, and extended thinking is a must for complex thinking. i usually give a detailed prompt with as much details , some Claude skills for research are super useful.

The following research took a full 1 minute to build in thinking mode.

---

Strategic Report: EV Lifetime Battery Warranties in Thailand and Global Markets (2026)

1. Actuarial Realities: How Long Will "Lifetime" Warranties Last in Thailand?

The current trend of offering Lifetime Battery and Drivetrain Warranties in Thailand by manufacturers like BYD (Rever Automotive), MG, Changan (Deepal), and GAC Aion is an aggressive, localized customer-acquisition mechanism, not a permanent industry standard.

From a corporate finance and risk management perspective, this practice is expected to be phased out or severely restricted by late 2027 to 2028.

The Underwriting Truth Behind the "Lifetime" Label

Automakers are not taking on as much financial risk as it appears. The lifetime warranty is structurally designed as an exclusive lock-in mechanism protected by strict legal clauses that naturally disqualify a large percentage of owners over time:

1 The First-Owner Exclusivity (The Transfer Drop): These warranties apply exclusively to the first individual owner (transferable only to a legal spouse). As soon as the car enters the used market, the warranty drops to the standard 8-year limit. Given that the average vehicle ownership cycle in Thailand is 5 to 7 years, the manufacturer’s lifetime liability evaporates for the majority of vehicles before true cell degradation kicks in.

2 The Maintenance Trap: Miss a single scheduled maintenance window by more than 1,000 km or 30 days, or use a non-authorized service center, and the lifetime protection is instantly voided. This forces owners into the brand's network for parts, fluids, and diagnostic fees, offsetting future warranty costs. 

3 Hidden Operational Limits: Many of these warranties contain strict utilization limits. For example, Changan's framework caps annual mileage at 50,000 km and strictly bans commercial use (such as ride-hailing). In China, BYD enforces an even tighter 30,000 km annual cap on lifetime eligibility—a threshold that completely alters calculations for high-utilization drivers. 

The Estimation Matrix

As Chinese EV manufacturing plants in Rayong and Chonburi reach full operational scale and the domestic market stabilizes, the need to offer high-risk financial incentives will diminish. Once a robust, predictable used-EV market establishes resale benchmarks, manufacturers will likely pivot away from "Lifetime" warranties. They will replace them with high-mileage caps (e.g., 10 years or 250,000 km), which look cleaner on corporate balance sheets and satisfy international risk auditors.

2. Comprehensive EV Warranty Matrix: Thailand Market (2026)

The table below outlines the current standard vs. promotional warranty structures across major EV players in Thailand (screenshot).

3. Global Perspective: Where Else Does BYD Offer a Lifetime Warranty?

Outside of Thailand and its domestic market of China, BYD does not offer a lifetime battery warranty anywhere else globally. In international markets, consumer protection regulations, different operating environments, and complex distributor models make underwriting open-ended lifetime claims financially unviable. Instead, BYD adapts its warranty packages to local competitive pressures:

Europe (EEA, UK, Switzerland): BYD offers an extended battery warranty of 8 years or 250,000 km (with a guaranteed minimum State of Health of 70%). While this high-mileage threshold accommodates long-distance drivers, it remains strictly capped by distance. 

Australia and New Zealand: The warranty is limited to 8 years or 160,000 km, matching standard legal mandates for alternative fuel vehicles in the region.

Latin America (Brazil, Mexico): BYD utilizes a standard 8-year or 150,000/160,000 km framework on the Blade Battery, depending on the model and import structure.

The strategy is clear: Lifetime warranties are deployed as tactical tools to disrupt markets with established incumbents, such as the long-standing Japanese ICE monopoly in Thailand. In mature or highly regulated Western markets, long-term liability profiles are kept strictly bounded.

4. The Domestic Front: Brands Offering Lifetime Warranties in China

In China's competitive New Energy Vehicle (NEV) market, the "First Owner Lifetime Triad-Electric System Warranty" (首任车主三电终身质保) is a common tool used to secure customer loyalty. The core players offering these terms include: 

BYD: Covers the battery, drive motor, and electronic control system for the lifetime of the first individual owner. However, it includes a strict operational clause: the vehicle must not exceed 30,000 km of driving in any single calendar year. If you cross this limit, the lifetime coverage is permanently voided. 

Chery (EXEED, Jetour, Chery New Energy): Chery offers a comprehensive lifetime vehicle warranty for the first individual owner of non-commercial vehicles, requiring a signed agreement and exclusive maintenance at authorized dealerships. 

GAC Aion: Provides lifetime coverage on core high-voltage components for first-time private buyers on primary vehicle tiers.

Dongfeng Nissan: To better compete with domestic Chinese EV manufacturers, they introduced their "Triple Peace of Mind" policy, offering a lifetime warranty on core EV components (battery, motor, and ECU) for first-time individual owners. 

Zeekr / Lynk & Co: Select configurations offer lifetime battery and drive unit protection to the original purchaser, bound by strict anti-modification parameters.

Summary Insight for Your Planning

For an operational profile of 30,000 km annually over 10 years, these warranty conditions require careful management. If you opt for a vehicle with a lifetime package in Thailand, ensure the fine print does not contain a hidden annual mileage limit like the 30,000 km cap enforced in China. Exceeding such a limit could inadvertently void the policy during standard highway driving.

Edited May 31May 31 by brfsa2

23 minutes ago, brfsa2 said:

BYD: Covers the battery, drive motor, and electronic control system for the lifetime of the first individual owner. However, it includes a strict operational clause: the vehicle must not exceed 30,000 km of driving in any single calendar year

your AI is wrong, BYD thailand gives lifetime battery warranty limited not exceed 50,000 km per year ...

30 minutes ago, motdaeng said:

your AI is wrong, BYD thailand gives lifetime battery warranty limited not exceed 50,000 km per year ...

That section, section 4, covers China only.

2 hours ago, Pib said:

When it comes to EV "battery chemistry" longevity/lifetime estimate (i.e., NCM, NCA, LFP, Sodium-ion, Solid State, Jelly Beans, whatever), how many charge-discharge cycles, etc., the thousand upon thousands battery probable cycles can indeed make it sound like the EV battery will long outlast the rest of the vehicle.

However, an EV battery pack is consists of more than only battery cells made of chemistry so-in-so. The pack also consists of lots of electronics and cooling/heating equipment which can and does go bad sometimes and many times can not be repaired...the whole battery pack must be replaced. Pretty much like TVs which are nothing more than a bunch of electronics...no batteries involved....TVs should last forever...but nope, they don't last forever and often fail within a few years (usually right after warranty expiration).

While EV battery packs do have a low failure rate (just a few percent and it varies depending on whether its older or newer battery technology) a battery pack can be prohibitively expensive to replace. Hopefully, the battery is covered by a warranty....like a "lifetime battery warranty" which some brands provide.

For anyone who plans to keep their EV past its basic warranty period (usually 8 yrs/160,000km) an EV brand/model that comes with a "lifetime" battery/motor warranty should be high on a person's desires. Some caveats of these lifetime warranties are they usually only apply if driving 50,000 or less kilometer per year and not for commercial use EVs (like taxi service), but the great majority of folks do drive less than 50,000km per year.

Yes, I know many of us wonder just what does "lifetime" really mean for a vehicle warranty....how does the manufacturer define lifetime.....until model discontinuance, until spare parts simply run out, 10 years past a certain date, etc.? Well, whatever lifetime actually turns out to be its longer than the basic warranty period so a lifetime warranty is a good thing to have--and give serious consideration when shopping for that new EV.

Got an 8 yr warranty, and have never owned a vehicle that long. Prior to TH, all but 1 was 2nd hand, and if last 3+ yrs, I was happy.

Even here, TH, 4 prior new cars, and 3 were sold around the 7 yr 125+k kms mark (?). Really didn't trust them enough to keep longer, plus bored with them. 4th one upgraded to EV at 2 yrs / 40k kms.

8 yrs or longer, and I'll be happy with the ZS purchase. 10-15 better, and if no oops, maybe 20 yrs. By the time the warranty is up, another 4+ yrs, they'll have, if not already, techies that can remove battery, plug & play into the solar system.

As 8yr old EV won't be worth the value of the battery at that point. Better use as 35kWh ESS for solar system. 46.3 @ 80% = 37kWh

Then she can pick out a new toy to drive around in. I might still be kicking at 75, but knowing her, she'll keep as vehicle, as won't be driving much more than 5k kms a year anyway at that point. I'm the O&A motivator, and slowing down already.

Are there still BYD Seal owners on this thread?

For those of you considering EV’s. We drove from Chiang Rai to Ratchaburi over the bank holiday weekend.

Every PTT on highway 1 and other major routes had between 2 and 10 charging points (except one and I suspect we just couldn’t see it driving past at 90kmhr).

Every time we stopped for coffee or food we plugged in so as not to waste time charging later.

We never had to queue, there was always at least one charging point available.

Charging is a non-issue.

27 minutes ago, JBChiangRai said:

For those of you considering EV’s. We drove from Chiang Rai to Ratchaburi over the bank holiday weekend.

Every PTT on highway 1 and other major routes had between 2 and 10 charging points (except one and I suspect we just couldn’t see it driving past at 90kmhr).

Every time we stopped for coffee or food we plugged in so as not to waste time charging later.

We never had to queue, there was always at least one charging point available.

Charging is a non-issue.

Yep, same here. If we stop in for a P, and or coffee/snack, and of course, the dog wants out of the car, then first thing, is to plug in. People don't realize just how long their little stops take. No longer than with an ICE, since need to Q up to pump, wait with car to top up, then go about business.

15 or 20 minutes goes by fast, and electrons go in quite fast, 1% in less than a minute, and that with our slow 76kW acceptance.

After a couple hours on the road, sit for a munch, and you're topped up. Even a P and an Amazon coffee & snack could take 30 mins. Take time to 'smell the coffee', it's not a 'cross country motorsport rally'. Your destination will still be there when you arrive.

A 10 minute stop for a pee added 80km of range. And it took less than 5 seconds to plug in and walk away.

It’s easier to park in the EV charging bay than find a parking spot in a busy PTT.

On 5/31/2026 at 2:19 PM, motdaeng said:

your AI is wrong, BYD thailand gives lifetime battery warranty limited not exceed 50,000 km per year ...

thanks, I missed that, I wanted to make it more clear, it's 50,000 km per yer in Thailand. but 30,000 in China.

Edited June 1Jun 1 by brfsa2

On 5/31/2026 at 10:08 AM, Pib said:

Below weblink lists the Cd for quite a few EVs....but far from listing all models...take a look. Although my BYD Sealion 7 is not on the list an AI search says it has a Cd of 0.28 to 0.29 depending on trim....sounds about right for a SUV style vehicle.

Yes of course drag coefficient is a key indicator, and especially for SUVs that has been leading to some of the radical designs (like the SL7 - which appears to have "borrowed" the Porsche Cayenne design, and the 7x, and also the new Mazda Cx-6e). Speaking of this factor and the consequences of not re-designing an EV SUV appropriately for this DC: I watched this recent review (in Thai) of the new Toyota Bz4X and a real world test of range in Thailand, Toyota touts this as having WTLP range of over 500 extrapolated from optimistic NEDC standard, though when I calculate it it seems to fall in that approx 460-480km range. BUT, in fact the real world test (seemingly on mostly flat terrain in Thailand only netted about 394 kms (see video at 28:46 mark). When I look at this body design, it is very similar to a Lexus RX and so Toyota appears to have simply adapted their existing body design to an EV and the result is a decent though way overpriced EV, yet pretty lame overall package compared to any of the Chinese makes in the class. This shows how Mazda is way ahead of the both Toyota and Honda in that they kept their overall CX-5 design language, but specifically aerodynamically redesigned the CX-6e body to adapt to the Deepal S07 understructure and EV range realities.

On 5/31/2026 at 1:35 PM, brfsa2 said:

This is the part that most people don't get it. Japanese cars certainly last long and depreciate less, in the end they're still a lot more expensive than Chinese EVs. The depreciation from Chinese EVs is higher but like you said you already saved a lot on day one by buying a much cheaper car.

Yeah, I have spent a lot of time thinking about and calculating this reality. And, for sure in Thailand, the used car market still has not come to this realization based on high resale prices you see. Most Thais (and maybe foreigners in Thailand?) still end up defaulting to a Toyota or equivalent ICE even in today's new Chinese EV reality. This is understandable because of the certainty of potential 15 years of vehicle life in ICEs and the mostly unknown vehicle life of EVs (or even perceived diminution of battery after 10 years which renders the car not as usable.

However, what I see is that EVs are improving so radically, battery cost decreasing and rapid changes to manufacturing allow model changes every year or so (rather than the 5-6 year cycle of ICEs) that it is probably unattractive to think of keeping an EV past 10 years anyway, and in fact in 5 years the existing fleets will be largely obsolete. In this respect, buying a new Toyota today will be more expensive in the long run, but more knowable and reliable for a decision today, but for sure in 5 or 10 years anyone driving one will feel like they are in a dinosaur-era relic compared with what will be on the roads.

I feel Toyota are between a rock and a hard place.

They are very late in the game and I think they can’t be too successful. If all their ICE customers bought the bz4x they would probably go bust. I suspect they have a very poor margin and limited production capacity.

I think they may also make the same mistake as Mercedes by having an ICE range and an EV range. I think customers want one range with a choice of how it’s powered.

47 minutes ago, keemapoot said:

However, what I see is that EVs are improving so radically, battery cost decreasing and rapid changes to manufacturing allow model changes every year or so (rather than the 5-6 year cycle of ICEs) that it is probably unattractive to think of keeping an EV past 10 years anyway, and in fact in 5 years the existing fleets will be largely obsolete. In this respect, buying a new Toyota today will be more expensive in the long run, but more knowable and reliable for a decision today, but for sure in 5 or 10 years anyone driving one will feel like they are in a dinosaur-era relic compared with what will be on the roads.

47 minutes ago, keemapoot said:

that it is probably unattractive to think of keeping an EV past 10 years anyway,

i see this a bit differently: an ev bought today will still meet the needs of most owners even after 10 years, even if the technology continues to improve. eg. having to charge the car 5 times a month instead of 4 is not a reason for most people to replace their vehicle ...

of course, there will always be people who want to own the latest version, just like with cellphones where some people upgrade every two years. but i believe and hope that a change in thinking will also happen among the majority of customers ...

in thailand, there are still many 20-30 year old ice vehicles on the roads. i expect to see the same development with electric vehicles. hopefully today’s throwaway culture will gradually change in a more positive direction ...

Are there any Volvo EX30 owners on this forum? Be interesting to hear from the horse's mouth about how Volvo are managing the current battery fiasco.

Saw an item on the news this morning that said, in addition to owners being advised not to charge their car above 70% until a battery replacement can be scheduled, when it is scheduled, the car has to be brought in to the dealer with no more than 20% charge.

Maybe one of the tech geeks on this forum (hats off to you guys for your knowledge) can explain why dealers don't have access to some way of quick(ish) discharge? Is there just too much energy to release?

6 minutes ago, BKKBike09 said:

Are there any Volvo EX30 owners on this forum? Be interesting to hear from the horse's mouth about how Volvo are managing the current battery fiasco.

Saw an item on the news this morning that said, in addition to owners being advised not to charge their car above 70% until a battery replacement can be scheduled, when it is scheduled, the car has to be brought in to the dealer with no more than 20% charge.

Maybe one of the tech geeks on this forum (hats off to you guys for your knowledge) can explain why dealers don't have access to some way of quick(ish) discharge? Is there just too much energy to release?

Even if they had the device to discharge, pulling a massive, rapid discharge current out of the battery while it is stationary in a workshop creates significant internal resistive heating within the cells. If the engineer does a high rate discharge on a pack that is already chemically unstable or carrying an internal cell defect, they risk triggering the exact thermal runaway event the recall is designed to prevent and could cause a fire inside the workshop facility.

When the owner discharges the battery naturally by driving the vehicle, the current draw is relatively low and highly dynamic and the vehicle is moving, meaning the battery pack’s integrated liquid cooling loop is aided by massive ambient airflow underneath the chassis, keeping the baseline cell temperatures significantly more stable.

1 hour ago, JBChiangRai said:

I think they may also make the same mistake as Mercedes by having an ICE range and an EV range. I think customers want one range with a choice of how it’s powered.

Not sure if that is the case, i think customers prefer the “ built on a specific EV platform “ rather than an existing ICE range modified to EV.

The MG ZS EV being the exception but they were the first and other options were few, my theory proven by the MG4 success.

Seems like EV owners prefer a new shape to go with the new technology.

Maybe Toyota were worried that they might go the same route as Honda .

Who had a winning format with the HR-V , slotting in nicely between the CR-V and the ever popular Jazz.

Gave the HR-V a hefty makeover and introduced a HEV version ( as the Jazz gave way to the City ) but then decided to bolt on a traction battery to create the e:N1 ( remember that ?? ) which promptly faded into obscurity. They tried a reboot with the e:N2 ….. yup, I had never heard of it either !! but the damage was done and Honda and EV will not be seen in the same sentence for a long time to come I feel.

Toyota tried to avoid Honda’s mistake with the bz4x but created a monster with an uninspiring exterior and interior, average specs and a price way over the Chinese rivals.

They could have played it safer and copied the Corolla/Yaris Cross successes but probably frightened off by Honda’s attempt with the e:my, enly, e:ln ….. what is it called again ?? they went with another bland looking car with big chunks of plastic bolted on to represent futuristic technology, think CH-R !!

50 minutes ago, BKKBike09 said:

Maybe one of the tech geeks on this forum (hats off to you guys for your knowledge) can explain why dealers don't have access to some way of quick(ish) discharge? Is there just too much energy to release?

There is a lot of energy to discharge. And why waste/discharge energy in a way that does not provide some usefulness like pushing the EV down the road to work or play....doing everyday trips that need to be done.

Discharging at the service center would just be a waste of this energy and also require more time to complete the service action. It shouldn't require much effort from the EV owner to ensure the EV's electron tank is at/below 20% when dropping it off for the battery work.

And I'm sure the customer would want (demand) he gets his EV back with approximately the same amount of battery SOC as when he dropped it off at the service center which requires the center to refill the electron tank....dropping it off with say 60% charge (which would then require an unproductive discharge) would result in a customer expectation of getting it back with at least 60% SOC. Just unnecessary battery electrons flow back and forth However, returning the EX30 to the owner with an electron tank filled up to at least 80% would display to the EV owner the dealership has true confidence in the repair action accomplished.

1 hour ago, BKKBike09 said:

Are there any Volvo EX30 owners on this forum? Be interesting to hear from the horse's mouth about how Volvo are managing the current battery fiasco.

Saw an item on the news this morning that said, in addition to owners being advised not to charge their car above 70% until a battery replacement can be scheduled, when it is scheduled, the car has to be brought in to the dealer with no more than 20% charge.

Maybe one of the tech geeks on this forum (hats off to you guys for your knowledge) can explain why dealers don't have access to some way of quick(ish) discharge? Is there just too much energy to release?

For those curious, from G AI ...

@Andrew Dwyer I’m not in favour of taking an existing ICE car and modifying it to make it an EV eg MG ZS, MG EP etc

But I am in favour of designing a platform that can be offered with multiple different power options. Or even different platforms that to the buyer appear to be identical.

Mercedes customers don’t like the EQ ranges because they don’t look like their C, E and S class saloons.

I think you can go one further and probably only need 2 power options, BEV and REEV. I’m not sure if the market is ready for that just yet.

3 hours ago, motdaeng said:

i see this a bit differently: an ev bought today will still meet the needs of most owners even after 10 years, even if the technology continues to improve. eg. having to charge the car 5 times a month instead of 4 is not a reason for most people to replace their vehicle ...

Sure, valid point. And for sure you can still drive an EV with 70-80% of its capacity intact. In my case, I've already reasoned that I need to start with 600km WLTP range, and then I have the option of continuing to use the car, give it to family members, or even expect a decent resale value when at that point, the car still has a range equivalent to most new EV cars with 420-480 kms of range. However, do the math on an EV SUV car starting with 480 km range battery, and at 70% battery life you're only looking at 336 kms on a good day, which means you can scoot around town easily but can no longer do longer trips comfortably.

2 hours ago, brfsa2 said:

Even if they had the device to discharge, pulling a massive, rapid discharge current out of the battery while it is stationary in a workshop creates significant internal resistive heating within the cells. If the engineer does a high rate discharge on a pack that is already chemically unstable or carrying an internal cell defect, they risk triggering the exact thermal runaway event the recall is designed to prevent and could cause a fire inside the workshop facility.

When the owner discharges the battery naturally by driving the vehicle, the current draw is relatively low and highly dynamic and the vehicle is moving, meaning the battery pack’s integrated liquid cooling loop is aided by massive ambient airflow underneath the chassis, keeping the baseline cell temperatures significantly more stable.

Thanks - very clearly explained.

8 minutes ago, JBChiangRai said:

Mercedes customers don’t like the EQ ranges because they don’t look like their C, E and S class saloons.

I think you can go one further and probably only need 2 power options, BEV and REEV. I’m not sure if the market is ready for that just yet.

The new Mercedes CLA 250+ EV pretty much has the same look as the CLA non-EV, though I think the dimensions might be a bit bigger. And, a far as Hybrids, ERevs, and BEVs, it seems the trend is that the Chinese makers are mostly using the platform for both REEVs and EVs, but that legacy ICE and traditional and plug-in hybrid platforms just do not work out at all.

1 hour ago, Pib said:

Discharging at the service center would just be a waste of this energy and also require more time to complete the service action. It shouldn't require much effort from the EV owner to ensure the EV's electron tank is at/below 20% when dropping it off for the battery work.

I think "shouldn't require much effort" is not going to be the case for everyone. I don't know if every Volvo dealership can handle battery replacement, and there aren't that many Volvo dealerships in Bangkok. I can see that for someone who lives in the 'burbs (Nonthaburi, Lat Krabang etc), and who drives the car to/from home to get to work, planning to get to the dealer with less than 20% might be quite tedious, especially if not home charging.

It does look as if this battery issue could cause some longer-term reputation issues for Volvo (reading some of the comments on a UK FaceBook group all about it).

"So today we have finally sorted our EX30 problem and it’s gone. The dealership have bought it back from us after the batteries were replaced. It went in for repair and we told them that we wouldn’t be collecting it. Finance all paid off with a small payment from us. Willingly paid to get rid. Hope everyone gets a positive outcome eventually."

https://www.facebook.com/groups/1658596361800874/permalink/1740035290323647/

Ironically I was quite tempted to buy an EX30 because I like the styling. But it was too expensive and frankly the Atto 3 does the job well enough. I did however buy a secondhand XC40 (with a petrol engine) for upcountry travel.

11 minutes ago, keemapoot said:

Sure, valid point. And for sure you can still drive an EV with 70-80% of its capacity intact. In my case, I've already reasoned that I need to start with 600km WLTP range, and then I have the option of continuing to use the car, give it to family members, or even expect a decent resale value when at that point, the car still has a range equivalent to most new EV cars with 420-480 kms of range. However, do the math on an EV SUV car starting with 480 km range battery, and at 70% battery life you're only looking at 336 kms on a good day, which means you can scoot around town easily but can no longer do longer trips comfortably.

again, i cannot agree with that. most normal ev or ice drivers take a break every 2 to 3 hours anyway ... for coffee, the toilet, wife, children, or the dog. for those ev users, battery degradation changes almost nothing on long journeys, because they are not making extra stops just to charge ...

eg. on most of my breaks during trips over 500 km, i charge the car anyway, even if it is only for 15 minutes. my personal philosophy is: “charge when you can, not when you need to ...”

27 minutes ago, motdaeng said:

battery degradation changes almost nothing on long journeys, because they are not making extra stops just to charge ...

hehe, I wouldn't be too quick to judge on that sir.

Take for example the 60kWh battery on most Atto3 and Dolphin, which is not a small battery.

This battery 75% range is about 220km at 90km/h or 161km at 120km/h (source)

8 years later after it's 80% SOH (a conservative 2.5% degradation per year)

your 75% now gives you 165km range at 90km/h or 120km range at 120km/h

our 60kWh blade battery is 89% after only 3 years (3.7% a year)

1 hour ago, motdaeng said:

most normal ev or ice drivers take a break every 2 to 3 hours anyway

you cant even drive 3 hours on a highway with a degraded or small battery, more like 1 hour.

my last nightmare long trip with atto3 was: drive 2 hours, charge 1 hour, which we had to sit on this POS for 16 hours.

Edited June 2Jun 2 by brfsa2

16 minutes ago, brfsa2 said:

my last nightmare long trip with atto3 was: drive 2 hours, charge 1 hour, which we had to sit on this POS for 16 hours.

... i am talking about the average ev owner ... you probably do not really fit into that group 🙂

another point is: how many times per week does an average ev owner actually do a 150–250 km round trip in a single day?

you are right though: you have to buy the car that fits your own needs ... for example, a car with a big battery ... or a car that is very efficient ... or a car with 530 hp

...

Edited June 2Jun 2 by motdaeng

2 hours ago, keemapoot said:

The new Mercedes CLA 250+ EV pretty much has the same look as the CLA non-EV, though I think the dimensions might be a bit bigger. And, a far as Hybrids, ERevs, and BEVs, it seems the trend is that the Chinese makers are mostly using the platform for both REEVs and EVs, but that legacy ICE and traditional and plug-in hybrid platforms just do not work out at all.

I can’t think of a single reason anyone would by an ICE over a REEV. I thing buying a REEV is likely to convince many owners to buy a BEV next time.

Mercedes CLA250+ is their first new BEV after realizing they made a mistake with making the EQx range look different from the C,E & S classes.

We will see more models shortly that should appeal to traditional MB buyers.

4 hours ago, motdaeng said:

... i am talking about the average ev owner ... you probably do not really fit into that group 🙂

well why not?

I'm nothing special, we have Atto3 that i need to do 900km trip once in a while, and the Atto 3 was very bad tool for the job. pretty terrible.

I'm pretty sure, there a lot people buy EVs to drive a lot of KM, instead of 7/11 runs.

I almost always use my Fortuner for these trips and for me it's the best tool for the job, just this one time I tried to use the Atto 3 for that and it failed me pretty badly. I had hope the experience would be good and cheap, but it was a nightmare.

when you develop hate for a brand, it's hard to change, nothing will change my "dislike" for BYD.

Edited June 2Jun 2 by brfsa2

1 hour ago, brfsa2 said:

well why not?

I'm nothing special, we have Atto3 that i need to do 900km trip once in a while, and the Atto 3 was very bad tool for the job. pretty terrible.

I'm pretty sure, there a lot people buy EVs to drive a lot of KM, instead of 7/11 runs.

I almost always use my Fortuner for these trips and for me it's the best tool for the job, just this one time I tried to use the Atto 3 for that and it failed me pretty badly. I had hope the experience would be good and cheap, but it was a nightmare.

when you develop hate for a brand, it's hard to change, nothing will change my "dislike" for BYD.

maybe i am mistaken, then my apologies ... but aren't you the atto 3 driver who did around 100,000 km per year? 🙃

i get it, you expected more from byd, the atto 3 was maybe not the right car for you, fair enough ...

i do criticize the lack of software updates, and the overall byd car software does not impress me much either.

but other cars and brands also have their own issues ... all in all, i am happy with byd sl7 awd, really fun do drive ...