Many of us have been conditioned to think electric vehicles won’t stand up to sub-zero conditions, that you’ll get to the end of your driveway and the battery will get suddenly sapped by the frigid Alberta air. After all, as gas engines burn more fuel in winter, EVs draw more power. But how much?
A Canadian Automobile Association test of 14 EVs found that in cold conditions (-7 C to -15 C), driving range dropped by up to 39 per cent compared to the manufacturer’s estimates. Results varied by model — some lost as little as 14 per cent — but distance still takes a hit. That’s because, unlike gas vehicles that use waste engine heat to warm the cabin, EVs — which have no engine — rely on the same electricity that powers the motor to also keep the battery warm enough to function properly. Still, says Brian Lewis, a journeyman mechanic and owner of ProFix Auto, an EV is “always going to start” so long as it’s plugged in overnight.
“Driving characteristics are a big part of it,” he says. In other words, take it easy. Lean on the regenerative braking system to recoup as much as a third of your expected range. Avoid “heavy acceleration” that strains power reserves. Lay off the heater a little by programming the vehicle to start warming before your commute. And though installing a fast professional- grade level-three charging outlet at home could run you $50,000, any electrician can fix you up with a level-two (what your dryer plugs into) for decent recharge capabilities. (But as for standard level-one outlets — they won’t get you much recharge on cold nights.)
With today’s gas prices, electricity is still the cheaper way to fuel up, says Lewis — and those savings can go toward maintenance that helps stretch your winter range. “There’s a misconception that EVs need no upkeep,” he adds. Pay close attention to your tires: keep them inflated and aligned to boost efficiency, and choose winter tires with low rolling resistance. They’ll not only keep you from sliding through icy intersections but also help claw back some range.
There may be another misconception in need of dispelling: Tesla isn’t the only reliable EV maker anymore. There are plenty of options on the market — and I can confirm, they’re very pleasant to drive. Here’s a look at four models I tested with Edmonton’s snowy roads in mind.
Cold-weather range varies widely between EVs, largely due to differences in battery design and thermal management (the system that heats, cools and regulates battery temperature). Our estimates average result from multiple industry and automotive tests conducted in -7 C to -15 C to provide a realistic picture of how each model performs in typical winter conditions.
Starting price: $35,300
227 km
Winter efficiency: 30–50%
This Italian import is as cute as an espresso cup and about as compact — no parking spot is too small, no stream of traffic too tight. If you want a simple city commuter, this is it. At -15 C, expect a range of around 140 km — roughly a 2.5 per cent loss per degree below zero — enough for a couple of commutes and an errand or two. (Running low? “Sherpa” mode powers down non-essentials to stretch the battery — like a phone in low-power mode.) As one of Canada’s lowest-priced EVs, the Fiat 500e is a good introduction to the technology. Maybe it’s a tad noisy and, given the short wheelbase, a bit bumpy — and maybe the kids are miffed about the cramped back seat — but it’ll still have you zipping around town feeling like you’re living la dolce vita.
Heated seats (basic), heated steering wheel, mirrors and windshield (upgrades)
Starting price: $57,800
550 km
Winter efficiency: 30–35%
The moment this well-regarded sedan gets silently rolling, it seems to beg to be put into “sport” mode. It’s sleek, low and peppy off the get-go. But save that for summer so as not to eat into range, even if it’s an impressive 550 km. Stick to regen-boosting “normal” or “eco” drive options — being mindful that the latter may limit acceleration — with a flip of a little paddle on the steering wheel as you ferry the family about. (A quibble: The dash display can be hard to see behind said steering wheel.) But, really, this is the car for ferrying: practical, economical and comfortable for everyone. It could also be the car for a winter trip to the mountains, though it probably won’t make the trip in one go. At -15C, the range may drop to around 385 km. The recharge, however, is reasonable: about 20 minutes from 10 to 80 per cent — or a break just about long enough for everyone in the family to visit the bathroom (and calm a tantrum over denied convenience store candy) before the Ioniq is ready to hit those snowy roads again.
Heated front seats and steering wheel; snow mode automatically adjusts traction; battery conditioning system turns on as needed; heat pump redirects waste heat from other systems and environment to warm cabin
Starting price: $63,500
486 km
Winter efficiency: 30%
As Cadillac’s first electric compact SUV, the Optiq offers both substance and style, not to mention a respectable 486-kilometre range, or just over 340 km at -15 C. With luscious veneers and fabrics made of recycled materials, the interior is eye-catching and opulent, even if a tad garish. It’s also ostentatiously high tech. The dash display stretches almost a metre, feeding you more information about your vehicle than you probably need to know (thankfully it can be customized to be less overwhelming). Otherwise, piloting the Optiq is like captaining a cloud, its suspension system carefully designed to dampen vibrations and bumps well before they reach your cushy bucket seat (complete with a back-massaging system). The Optiq isn’t the gutsiest of electric SUVs; Car and Driver ranks it slightly behind its peers for sheer acceleration. But what’s your hurry? It’s a Caddy. Enjoy the ride.
Heated front seats and steering wheel; snow/ice mode automatically adjusts traction; heat pump redirects waste heat from other systems and environment to warm cabin
Starting price: $67,700
640 km
Winter efficiency: 14%
It’s hard to single out the most impressive aspect of the Silverado EV. The spacious cab with full-size back seats? The 5,700-kg towing capacity? The ease with which I can get in and out of parking spots thanks to the four-wheel steering? Above all, it may be the fact that this is a full- size pickup — Alberta’s favourite vehicle — that doesn’t run on gas or diesel. Road tests put this EV’s range at an astonishing 640 kilometres, with winter losses of just 14 per cent, meaning that if the temperature drops to -15 C, you’ll still get 544 km on a full charge. Car and Driver also lauds quick recharge times, which Chevy puts at 160 km for every 10 minutes on a level-three charger. All of which is to say that an electrified pickup appears not to require major tradeoffs — other than losing that black plume of exhaust as your Silverado EV goes from zero to 100 in about 5.5 seconds, which of course you’ll want to do now and then. I mean, it’s still a truck, and this is still Alberta.
Heated front seats and steering wheel; heat pump redirects waste heat from other systems and environment to warm cabin; snow/ice mode automatically adjusts traction
