I wanted to put 200 mpg but it would seem too unbelievable and the red dot was purposely placed there (2 years forward from today) to represent where we'll be during the majority time of owning the Volt.So why did you choose 100+ MPG instead of say 200+, 250+ or even more? I'm creeping back up to 300 mpg after a few summer trips that just killed my MPGs but at over 800 mpgs so far you seem to be well on your way to beating your adverstisement.
Secondly, is your Peak Oil dot where you believe we are or is that reading too much into it?
200 mpg seems too unbelievable because it is unbelievable. It's a totally manufactured number with very little connection to reality, and can be made arbitarily high by driving solely electric. My Volt claims "400 mpg" now. If I put in $4 worth of electricity, can I go anywhere near 400 miles? No way.I wanted to put 200 mpg but it would seem too unbelievable
But when talking about these stratospheric "MPG", you aren't using gallons at all, you are using kw-hrs. It's basically a measure of your EV utility factor, that approaches infinity as you approach 100%. A number that can approach infinity has no place in an efficiency comparison metric. Something that can blow up to infinity usually means something in your equation is flawed when talking real world measurements.I respectfully disagree and contend that 200 MPG or more is totally defensible. Miles driven per gallons used.
I never said anything about battery range. I was suggesting miles per dollar, which isn't the same as range, although it's proportional to range. Range is a better measurement of efficiency than MPG, if you correct for differing battery capacities of vehicles. More efficient vehicles would have greater range for the same # of kw-hr.No one is claiming that 200 miles is the battery range. To my knowledge, range has never been used as a MPG measurement. It's always a separate measurement.
Sure it does. You're thinking engineering, this is marketing. Since when does logic have any play in marketing?A number that can approach infinity has no place in an efficiency comparison metric.
Nope. Perfectly defensible. If you're marketing to somebody who absolutely won't buy *any* EVs no matter what, what do they care if a Leaf gets ∞ MPGs. They probably'll have no concept of ∞ anyway, and still wouldn't buy it if they did. But somebody who won't ever buy an EV may look at the Volt getting 200-800-whatnot MPG and think "I gotta get me onena those!"Even if you plaster 800 mpg on the Volt, a Leaf driver could plaster infinity MPG on their vehicle and make your 800 mpg look ridiculously small, if you claim miles per gallon used is a defensible metric.
It often doesn't have any play. But I'd argue that sticking to the facts pays off better in the long run, even for marketing, it protects your credibility. Note how much backlash GM got over the "230 mpg" thing. The Volt is a good enough car that you should be able to sell it with real-world numbers, not fantasy numbers that are easily dismissed as nonsense. My friends are still impressed by my telling them that for $25 I go 1000 miles, which is a real number I can back up with usage stats and an electric rate sheet. If I told people 800 mpg, anyone with a lick of sense would rightfully call B.S., and you wouldn't be able to defend it with logic.Sure it does. You're thinking engineering, this is marketing. Since when does logic have any play in marketing?
I agree. People usually start with, "What's your mileage?" This implies they think the Volt is some kind of hybrid. My response always is, "Well, it depends. I haven't been to a gas station in two months."You know, it's interesting that in my experience, when people ask me about the Volt, their first question is how many MPG it gets. I have taken the approach of telling them that with this car, MPG is an irrelevant number. That seems to peek their interest and then I go on to explain that MPG can be whatever you want it to be based on you driving needs. It opens up the door to explaining about the electric drive system and its range extender. I usually end up explaining that I can drive about 40 miles on about a dollar of electricity and then continue to drive at about 35-40 MPG after that if I need to. I think most people get it at that point...at least they seem to.
I don't have my car yet. It is sitting on a train heading for somewhere in Tennessee on its way down here to Georgia but I have a whole bunch of people that are very interested in seeing it when it gets here. All based on the types of conversations stated above. I am really looking forward to their impressions when they have the actual car in front of them.
While I like the "impact direction" and smaller is better (and it solved the infinity issue for pure EV) GPK still ignores the total cost.So, I'm coining "GPK" as Gallons per 1000 miles.
That's great! To do that well your electric rate must be in the 7 cent per kwh range. With my 12 cent per kwh rate and approximately 300 wh per mile it costs me $36 per 1000 miles of all CD mode driving.... $25 I go 1000 miles, which is a real number I can back up with usage stats and an electric rate sheet.
Right, that's about what it is right now, it's a mix of 5.5-6.5 off-peak and 11.x cents mid-peak. Unfortunately it may go up if PG&E's E-9 rate proposal goes through. Then I'd be back to the 12-13 cent range on a non-TOU plan and my miles per dollar would drop substantially.That's great! To do that well your electric rate must be in the 7 cent per kwh range. With my 12 cent per kwh rate and approximately 300 wh per mile it costs me $36 per 1000 miles of all CD mode driving.