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 twenty-five kilometers. If you head north, you’ll reach the North Cape in about 2,200 kilometers. 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 three-hundred-kilometer 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 20 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
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
Ionity, a joint venture of BMW, Daimler, Ford, and the Volkswagen Group with Audi and
In Europe and the USA, the Combined Charging System (CCS) is the leading option. There are currently some seven thousand CSS charging locations from Finland to Spain. The
Charging at home
Charging on the go
In ideal conditions, a charge on the go of up to 80 percent of the charge capacity will take about 22.5 minutes—made possible by 800-volt charging pedestals with up to 350 kW of output. In about five minutes enough energy for roughly one hundred kilometers flows into the lithium-ion battery (according to WLTP).
* Available upon market launch in Europe and the USA.
Six hundred dealers worldwide are set to be equipped with
* Данните са определени според методите, изисквани от закона. От 1-ви Септември 2017г., определени нови автомобили се одобряват според WLTP „Harmonized Light Vehicles Test Procedure‘‘ (WLTP) / Световен унифициран тест за леки автомобили/. Това е по-реалистичен тест за измерване на вредните СО₂ емисии. От 1-ви Септември 2018г. „WLTP“ ще замести използвания досега тест за измерване “NЕDC”. Поради по-реалистичните условия при измерване, в повечето случаи, стойностите ще бъдат по-високи от тези определени чрез „NEDC“. Това може да доведе до промени в данъчното задължение за МПС след 1-ви Септември 2018г. Можете да намерите повече информация за разликите между „WLTP и NEDC“ на адреса www.porsche.com/wltp.
Към настоящия момент, сме задължени да представим данните от NEDC, независимо от метода на тестване. Допълнителното обявяване на данни от WLTP е доброжелателно, като след време ще бъде задължително. Относно автомобилите, които са тествани чрез новия метод „WLTP”, техните резултати от новите тестове за емисии ще бъдат публикувани в „NEDC”, докато трае тестовият период. Стойностите, измерени от “NEDC” цикъла са диапазон, който варира и не се отнасят към определен автомобил, шаси и тн. Също така те не са част от офертата за автомобила. Тези стойности са способ за сравняване стойностите на вредните емисии и разход на гориво между различните марки и модели автомобили. Допълнителни екстри и аксесоари (като багажници, транспортни греди, други добавки и различен размер гуми) са в състояние да променят различни параметри като: тегло, коеф. на челно съпротивление, аеродинамика, консумация на електричество, вредни CO₂ емисии и производителността на автомобила. Това се отнася за всяка различната конфигурация с различен набор от екстри и при различните условия на движение, както и климатични промени.
** Важные указания по электроприводным моделям