The pure electric car pushes with power to the surface, time for a comparison. At first, it makes sense to compare the tank with the battery. In the first approximation correct, but which tank would suffer from being filled especially fast, the battery does. Also, the voltage of the battery is important. If this is only 48 V, then the electric motor is clearly limited in its performance.

Quite good is the consumption compare, on which we put so much more value in the combustion than in the electric drive. Wrong, because there is a lot of uncertainty about the numbers and quite a bit of tension. It can be about 12 - 13 kWh for the particularly economical e-Golf, BMW i3 or Nissan Leaf, 20 kWh for the new Ampera-e or Tesla Model 3, and 26 kWh for the Model S.

This, of course, suffers from the range, which, like the tank, depends on capacity and extraction. As a result, the e-car may perhaps impress us at the traffic light, but is later on the highway more likely to find in the right lane. Less acceleration and a little more speed might be more desirable. You basically buy an automatic with and, for the combustion engine unusual, one-pedal operation. And the low noises have already upper-class level.

With the exhaust gases we can no longer be duped, but with the capacity of the battery. Of that are usually only 80 percent available. Rarely, however, is 'gross' or 'net' here. And refueling is since long been very easy, but loading? Alone the cables and connections are a science, the infrastructure even more (see video). However, you sometimes can leave completely legal without paying.

It is crazy that 'fuel' is also lost during the electrical 'refueling', 30 percent in worst case . For the inspection in the future probably limited to suspension, brakes and air conditioning and hopefully the main investigation at times cheaper instead of always more expensive. And the annoying discussion stops, whether a front- or rear-wheel drive car is better for the driving behavior. 12/17