Erling Henningstad from Norway is one of the world’s first twenty thousand people interested in owning a
A mild summer breeze carries the sound of traffic on the E6 freeway over to Skedsmokorset. If you drive south, you’ll reach Oslo in 15.5 miles. If you head north, you’ll reach the North Cape in about 1,370 miles. Erling Henningstad, a fifty-seven-year-old software engineer sporting a neatly trimmed beard and a blue checkered shirt, walks out onto the veranda of his home and blinks in the sunlight. A flagpole flying the red, white, and blue Norwegian flag stands on the stone courtyard of a 150-year-old farmhouse with radiant white wooden walls that look as if the painters just left half an hour ago. Next to the flagpole is a Tesla Model S, which will soon be replaced—by a
Henningstad has always dreamt of owning a
Papa Erling appreciated the economic benefits of that small vehicle, but his heart didn’t quicken. It belongs to racing. He used to be a regular sight on the racetrack—for the sheer pleasure of it. Rudskogen Motorsenter, Norway’s oldest asphalt circuit, is about one and a half hours away. Fast turns on an ideal line is the perfect way to relax from work as a programmer. Around twenty-five years ago Henningstad developed information management software for the oil and gas industry, which is now used in a wide range of other sectors, including in the construction of Oslo’s new opera house.
Norway subsidizes electromobility more than any other country. Since 2012 its e-car buyers have not had to pay either the staggered CO₂-based import tax or the 25 percent sales tax on automobiles. They pay lower motor vehicle taxes in general and no tolls or parking fees. They can also drive in bus and taxi lanes. The results have been astonishing. In March of 2019, the number of newly registered electric cars exceeded the number of those with gasoline or diesel engines in Norway for the first time. Overwhelmed by success, the government stepped on the brake. Oslo no longer offers free charging power. But state subsidies have convinced men like Erling Henningstad. At first he wanted to buy two cars, one for his daily commute to the office and another with a combustion engine so he wouldn’t have to stop on the 186-mile drive to his cabin in the Jotunheimen mountains.
Then Henningstad saw the Tesla Model S and promptly started driving only on electric power, both to his office in Oslo and to go hiking or skiing in the mountains. “That worked out well,” he says, especially because of Norway’s first high-speed charging column in Lillehammer, about half the distance to his cabin. Henningstad, his wife, Elin Lauvstad, daughter Hannah, and son Nils-Henrik usually stopped for lunch there and then continued on with a full battery. Only once did they have rekkeviddeangst, which means “range anxiety” or the fear of being stuck somewhere with a dead battery. The term was number two on Norway’s list of “words of the year” in 2013. As Henningstad recalls, “We were coming back from the mountains, and the battery actually did have enough power.” The word “actually” would apply if everything had gone as usual. But that was not the case. It was 4 degrees below zero. That took power and cost range.
It soon became clear that the remaining charge would not be enough to reach their destination, so the Tesla rolled on its last legs to a gas station with a standard electrical power outlet. “We didn’t get home until after midnight,” he says. Today he can laugh about it. “But at the time it wasn’t much fun to stand around in freezing weather at a remote gas station and wait hours for enough power to dribble into the battery cells.”
That never happened again. Range anxiety levels decrease with every new charging column. At the end of last year Norway had 10,711 public charging stations—for the current figure of around 220,000 electric cars. Nobody is worried that the infrastructure won’t be able to handle the boom in electric vehicles. Most buildings in Norway are heated with electricity. The grid is correspondingly robust and generously dimensioned. Because the buildings need ever lower levels of energy thanks to modernization and better insulation, the system has sufficient capacity for electric cars. And finally, nearly all electric power in Norway comes from renewable sources and is therefore produced without CO₂ emissions. Hydroelectricity accounts for around 96 percent of it.
“An electric motor lets you drive more cleanly than any other type of drive system—at least over the long run,” says Henningstad. “It’s important for cars to emit as few pollutants and make as little noise as possible, especially in Oslo and the densely populated surrounding areas.” It’s “great” that this is now possible with a
Henningstad has not yet determined the exact trim for his
For his first drive in the
By Sven Freese
Photos by Matthias Haslauer, Heiko Simayer
Three questions for: Thomas May,
Porsche AG’s area manager for northern Europe
Mr. May, what role does the Norwegian sales market play for
This year we’ll sell around 750 cars in Norway, and probably three times that many in 2020 thanks to the
Norwegians have been able to preregister their interest in a
The first country in which we launched this program was Norway. The response was enormous, so we extended it to all the
What kinds of customers does
Failing to reach the destination because the power ran out on the way there: that’s the fear of electric vehicle skeptics. What solutions does
Electrify America owns and manages the nation’s largest electric vehicle charging network. By the end of 2019, the company expects to operate over 420 stations across forty-two states. Each charging station will be on average seventy miles apart.
In the US, the Combined Charging System (CCS) is the leading option for DC charging. Most CCS charging stations offer an output range of 20 to 50 kW, but the network of high-performance charging stations with 150 or 350 kW is constantly being expanded. The
Charging at home
The standard hardware for home charging included with the
Charging on the go
With the right charging hardware and ideal conditions (battery temperature between approximately 85 and 95 degrees Fahrenheit), a charge up to 80 percent of capacity can take as little as 22.5 minutes. This is made possible by 800-volt chargers with 270 kW of output. In about five minutes enough energy for roughly sixty miles is pumped into the lithium-ion battery. And it’s possible for it to go even faster: in the future there will be offerings that look to exceed the 270 kW charging speed of the
* Available upon market launch in Europe and the USA.
Electrify Canada owns and manages an ultra-fast electric vehicle (EV) charging network across Canada. Their initial plan includes the installation of thirty-two EV charging sites near major highways and in major metro areas in British Columbia, Alberta, Ontario, and Quebec. Each charging site will have four chargers on average and be placed an average of sixty miles apart. Charging power will range from 150 kW to 350 kW, perfect for the