The First Year of Owning an Audi e-Tron

Audi e-Tron

In the earlier story, we were stranded between two Tesla Supercharging Stations because I made an error. If we had been driving a Tesla that night, things would have most likely turned out very differently.

That said, I have now owned my Audi e-Tron for 15 months and have driven 12k+ miles in it.  During this time, I’ve gotten stranded locally once, brought the car to the dealer for recalls, taken the same Lake Tahoe trip again and a trip to San Francisco, and charged regularly at Electrify America stations. I can now offer a more complete assessment of the car and the infrastructure.

Finding Software glitches

A few months after owning the car, I experienced several issues with the car.  The software for the charging module was buggy.  The handshake protocol between the car and the charging station seemed somewhat erratic, as the car sometimes failed to connect with Electrify America stations.  This proved a very distressing issue as I became nervous about taking the car too far, where I would need to charge to get home.  

One night, all the stalls at four local Electrify America locations would not establish a connection with the car. I had to resort to a level 2 charger, stranding me locally for 2 hours (though previously, I was on a long streak of successful connections).  Another time, the car failed to charge at home with the standard Audi charger included, and the charging cable remained stuck to the car, making it impossible to release even with the use of manual override cables.  The next day, the connector reset, and I could pull the charger out.

Updating Software on the Audi e-Tron

On the first anniversary of owning the car, I drove it back to the dealer for four software-related service recalls (unlike Tesla, which does software updates over the air, Audi still requires owners to bring the car in for updates). I’ve noticed many issues being resolved through these updates. The handshake protocol between Electrify America chargers and the car seems to have been fixed so that whenever I plug in, the charging station acknowledges the connection.  I am unsure whether the recall or the dealer performed some other additional repair.  Since then, I have not encountered any more difficulties connecting to chargers and am now quite pleased with the charging experience.  

Road Tripping with the Audi e-Tron

In June 2022, my son and I took the same road trip to Lake Tahoe.  This time, the experience was much smoother.  The only inconvenience we encountered was at the first charging stop on the outskirts of Southern California (Hesperia), where half of the stalls were not functional, and we had to wait about 20 minutes for other users to finish.  To avoid having to charge at unreliable stations in the middle of nowhere, I charged the car to 100% and could travel 220 miles to a small town called Bishop (so bypassing the stations caused us delays the first time).  

Though I was only going at the speed limit (65 mph), drafting behind trucks most of the time, I was still very impressed that I arrived with about 40 miles of range left, according to the car computer (the car was only EPA-rated for 220 miles).  Of note, it was a hot day with temperatures in the high 90s, and we set the AC at level 3 out of 6 the whole way (which was on fairly flat terrain).  Charging the car to about 80% and topping off about an hour later, we arrived at our destination pretty much as planned.  We could use the free level 2 chargers at the hotel during our stay, and the return home was also relatively smooth.  

Four Charging Stops over 900 Miles

This was in line with our road trip experience to San Francisco.  As we drove along Interstate 5, we only had to stop twice to charge on the way there and on the way back (a round trip journey of 900 miles) since the charging infrastructure is more well-developed on this route. While we had to wait for the car to charge, this was not an inconvenience most of the time.  

Charging Away from Home

Typically, since we could drive for over 3 hours on a charge, we spent the 30-40 minute charge time to use the restroom, eat snacks/meals, and/or shop at the grocery or other stores.  The car always seems to finish charging before we’ve completed whatever we are doing.  Increasingly, hotels now have level 2 chargers installed, though in this particular case, the price was excessively high for level 2 charging ($0.45 per kWh).

In terms of charging, I think the infrastructure has been improving rapidly.  For most of the time I’ve owned the car, I’ve been using the myAudi app to charge at Electrify America stations with the 1,000 free kWh included with the car purchase and have now exhausted those credits.  I appreciate the user-friendly interface and the ease of initiating charging sessions on the Electrify America app. The standard rate in California is $0.43 per kWh as of this writing, which I think is not unreasonable (at the long-term average of 2.8 mi/kWh, my average cost per mile works out to $0.15).  One can purchase a monthly pass (through the app) for $4, bringing the rate down to $0.31 per kWh. 

Consider a Charging Pass

Since it was travel season, I purchased the monthly pass and saved a net of $12 on high-speed charging in one month.  Over the past year, I have observed Electrify America construct many new charging stations and charged at more than 20 of them in Southern California. For instance, a few months ago, they installed one in a Walmart parking lot in our city. 
I’ve noticed that they’ve been adding a lot of new charging stations from time to time. However, these charging stations are starting to get busy, and it’s still common to find stalls that aren’t working.  I’ve yet to install a level 2 charger at home and have been using the standard Audi charger to trickle charge the car every night when the super off-peak rate is $0.16 per kWh or 5.7 cents per mile at my long-term average. 

Charging at Home With Solar 

In June 2022, we consumed 1,158 kWh, and the electricity company billed us $24.60, which equates to an average of 2.12 cents per kWh. However, since I also own solar panels in my house, our effective rate was even lower than that. This translates into a shockingly low average of 0.76 cents per mile! In contrast, my 2007 Nissan Altima (hybrid) that I still drive occasionally gets about 33 mpg, and the fuel price at $6.00 per gallon in Southern California averages 18.2 cents per mile.

Looking back, I am very happy that I owned an EV.  The service recall has resolved most of the issues I experienced earlier.  Being able to charge at home and not paying exorbitant gas prices are obvious advantages.  When shopping for a new EV, I considered environmental concerns the least important factor because car ownership in any form has a greater environmental impact compared to public transportation. Aside from cost considerations, I enjoy EVs for their speedy performance and technology.

Charging Infrastructure is Growing But Not Mature Yet 

While not quite mature yet, the infrastructure has been improving briskly, which I am certain will accelerate in the coming years.  Many OEMs are building their own charging networks or investing in joint ventures.  When I purchased my car, 150 kWh was the cutting edge for charging, but now EVs can charge at twice that speed and more while charging stations can supply high enough for that purpose.  The range of EVs has also been steadily increasing, easing the range anxiety of new EV owners.  The US has experienced a much slower rate of EV adoption than other countries for many reasons, but I think the trajectory to the future is now quite clear. 

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