there are still too many gaps in the regulations

(image: Mohamedramadanabdalstar – Wikimedia Creative Commons)

The legislature should seriously study certain racquet holes that undermine confidence in electricity.

Although now on the rails and in strong progress, the electric car industry is still new. This means that it is still in its learning curve, both on the part of manufacturers and customers, but also on the part of the legislator. With all that involves approximations, ignorance, racquet holes … and sometimes misunderstandings.

There are still (too many) areas where the electromobilist sometimes has the impression of evolving like a pioneer in a caravan in a kind of wild west where the enemy can emerge at any moment, ready to age him in the slightest. second of inattention.

Cartoons? Not really. There are many examples and situations in which a little scrutiny and control by the commercial and competition authorities would not hurt, for the good of all. So, of course, not all the shortcomings we’ll see in detail are equally prohibitive, and some are even harmless, but they’re all part of a system that tends not to build public confidence in the car. . electricity, and perhaps delay the decision of some potential buyers to make the transition from zero emissions.

This is not about demanding even more administration, especially not! But just to remind you that what some electric motorists sometimes experience would be inconceivable and would probably be severely repressed in other areas of consumption and trade. While in the current state it is rather open bar. And that, consequently, it might not be useless to remedy it without too much delay, particularly in the following points.

Price display does not exist

There are charging points, and there are service areas with gas stations that offer one or two electric charging stations. If gasoline prices are shown by regulatory obligation, the same does not apply to the kWh rate. Why not be inspired by the initiative of this station and impose a clear and visible visualization on all charging points? Of course, it is usually shown in terminals and sometimes in applications, but if the legislator considered it useful to impose it for the price of a liter of fuel, why not for the price of kWh?

A price that depends on uncontrollable elements

The efficiency of the electric charge depends on many external elements over which the customer has no control. These include temperature (or, more generally, climate), but also the load power and availability of the network at a given time, not to mention the accepted power, which varies greatly depending on the vehicle. This can lead to huge price variations, sometimes doubled, for the same load, if billed for time and not for amount of energy delivered. Of course, you can see who I’m thinking of. Ionity is, as far as I know, the only operator that charges its service per minute and not per kWh, which creates injustice and really unfortunate situations in terms of “bomb” prices. Of course, car owners who accept high-power charging are happy with this, but that’s a real problem, especially since it’s usually the more expensive electric cars that charge the fastest. Therefore, the less affluent segment of electric motorists is doubly penalized. By imposing kWh billing everywhere and for everyone, we would solve all the problems related to the versatility of charging conditions.

Very optimistic consumption data from manufacturers

We have known this for decades with the fuel consumption announced by the manufacturers, always very optimistic. Despite the established drastic standards (WLTP or EPA), this seems to continue in the electric age. Manufacturers are not fully responsible for this situation created first by the creators of these standards, but their systematic enthusiasm to announce a totally unrealistic consumption in most real-life uses should end up challenging the legislator, because of sometimes it is not very far away. of a pure and simple scam. However, if in the gasoline era, the delta between marketing ads and reality was only annoying but had no consequences other than in the portfolio, the same does not happen with the electric, where the difference can have serious repercussions concrete and practical in the daily life of the electromobilista.

Places “dedicated” to non-sanctuary loading

All the motorists have had to face this situation of blatant incivility at least once in their lives, of not being able to charge because the places reserved in front of the terminals were occupied by thermal cars. If the owners of the latter are clearly to blame for their lack of respect, they are not the only ones, because the responsibility for a clear and dissuasive marking lies with the operators, who seem to care about it as a first recharge. The problem is all the more thorny as it is often a matter of spaces installed in private car parks, where the intervention of the police seems difficult, a fortiori that of the pound. Here, too, the absence of clear regulations is causing unquestionable damage.

Upgrades that increase power

If you know a little bit about the subject, you’ll see who and what I mean. If a simple free upgrade allows you to suddenly get 5% more power, and it is renewed, it is very nice for the owners of the model in question, but this is not a problem of compliance vis-à-vis. in particular the insurance policy, and the mining service in charge of the approval of cars? That is, whether it is a power or another function, does the law provide for variable geometry adaptations of a car’s characteristics that could significantly transform its behavior and performance over the course of upgrades? We are not talking here about tweaks or “inflation” made by individuals on their own initiative changing the mapping of the car, but about official updates driven by manufacturers.

We could mention many more examples (and I’m sure I’ll forget some of them), such as the late arrival of AVAS which means that many electric cars marketed before July 2019 do not emit sound, which creates a disparity in use. or lanes dedicated to car-sharing and electric and hybrid vehicles or carrying at least two passengers, used en masse by other ineligible cars, for the most part most of the time with complete impunity.

So many issues that the legislature should take seriously by addressing this regulatory inconsistency and these legal loopholes in order to create a favorable context for the electricity transition, to finally get out of the endless discussions and controversies it still arouses.

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