https://aeva.asn.au/little-book-of-ev-myths-australian-edition/
Little Book of EV Myths Australian Edition
2025
CONTENTS
Part 1: The driving experience, towing and range anxiety
Part 2: Purchase prices and running costs
Part 3: The charging experience
Part 5: The environment and emissions
Part 6: Fires, floods and carpark collapses
FOREWORD BY QUENTIN WILLSON
Three years ago, the UK was fighting the same battle that Australia is now. Newspapers, TV, radio and social media were bristling with anti-EV stories. One tabloid newspaper carried 167 continuous days of EV-hating pieces. Editors realised that negative stories about EVs generated clicks, and soon it was open season on EVs. Some of the posh broadsheets were the worst with stories dressed up to look informed and measured, but carrying the same deeply negative messaging.
And those same posh broadsheets were read by policy makers, ministers and MPs. Quickly the whole UK EV transition looked in peril. The influence of so many negative voices was so strong that In September 2023, the then UK Conservative Prime Minister, Rishi Sunak, performed what’s now known as the ‘Rishi Roll Back’. A decision to delay the UK 2030 ban of the sales of new combustion cars and vans until 2035. For our small group of EV evangelists, this was the last straw.
We mobilised and joined forces. Instead of being separate voices we became EVUK, joining FairCharge, the Fully Charged Show, Everything Electric, EVA England and PR specialist Bold Voodoo together under one brand. We held events, published books, commissioned research and took reporters out to lunch. We quickly realised that nearly all of the journalists who wrote EV knocking pieces had never driven, owned or even travelled in an electric car. One regular writer of EV negativity on a major broadsheet had never even taken a driving test and on another tabloid the digital motoring editor only held a motorcycle licence. This was a revelation.
Politely and respectfully, we suggested that writing pieces that criticised EVs without ever having driven them wasn’t a good look. We also pointed out that in many cases what they were writing was factually incorrect, out of date or based on ill-informed social media generated EV myths. Getting things wrong made them look, well, foolish. We did this gently, without confrontation, and offered EV test drives, interviews and exclusive stories.
Gradually the calls stated to come in for EV quotes and data. We forged relationships, earned trust and became a source of accurate, factually evidenced information. Ben Kilbey, our Director of PR, built up a network of trusted journalists and offered them EV stories that were topical, relevant and accurate. Slowly the narrative started to shift. Journalists realised that there was a market for positive EV stories connected to economic growth, air quality and energy security. We’d changed the debate.
As I write, we work with newspapers, TV and radio helping create a couple of balanced, accurate EV stories every week. Our team of EV experts are regularly quoted and the information about EVs, charging times, battery life, range, battery fires and all those previously wildly contentious issues, are now reported accurately – irrespective whether the stories are negative or positive. The UK now has a fair, reasoned and factually accurate national EV discussion. And we always make it very clear that EVs aren’t for everybody and that we’ll be driving combustion engined cars and vans for many decades yet. Being too evangelistic helps nobody.
So, take heart Australia. You will come to the end of your EV Wars, just as we have. You just need to respectfully and helpfully educate journalists to become knowledgeable about EVs. The battle that you will never win is social media – so we advise you to not bother. Don’t engage. We have found though that the negative voices on X, Facebook and other platforms are becoming less strident and mostly originate from vested interests or those deeply resistant to any form of change. And here’s the thing, in January of this year the UK was the most successful EV markets in Europe, having overtaken Germany. One in four new cars sold in the UK is now fully electric and second hand EVs are now the fastest selling fuel type on the Auto Trader buying and selling platforms. And here’s the big number: over the last year sales of petrol and diesel cars across Europe have fallen by 10% and EV sales are up 26.1%. The shift to electric is gaining pace.
In all modesty we believe our strategy over the last three years has helped educate journalists who in turn have educated UK consumers, who in turn have started to buy EVs in much greater numbers. It’s been a long, hard road and its not over yet. But being accurate, fair, even handed, respectful and busting all those embedded EV myths does make a difference. Australia, we wish you luck in your EV Wars. We’re here to help when you need us.
Quentin Willson (Founder, FairCharge)
INTRODUCTION
There are dozens of false claims and misinformation about electric vehicles which we debunk in this publication.
Many see EVs as a threat to their freedoms and there are plenty of well-funded vested interests who want us to carry on burning fossil fuels. But EVs have also become politicised – a four-wheeled symbol of your personal politics. In Australia and some other countries there’s a cultural war over electric cars with political parties using them as a wedge issue to divide voters. Electric cars will be the biggest energy disruptor of this century, so we shouldn’t be surprised that so many dislike the idea of such a profound transition.
Australia is home to several social media creators who have posted hundreds of YouTube videos hostile to EVs. In the process they espouse many of the myths which we debunk in this publication.
EVs may not be for everybody, but we know that the technology works and has proved reliable for more than 250,000 Australian owners who drive EVs every day.
We’ve collected some of the most frequently repeated EV myths and used available data to set the record straight. EVs have been on our roads for over a decade with billions of battery-only kilometres travelled so there’s plenty of real-world experience available. So, if you find yourself scratching your head at the myths, misinformation, and general moonshine that’s being written, posted and broadcast about electric cars, this publication is for you.
PART 1: THE DRIVING EXPERIENCE, TOWING AND RANGE ANXIETY
Photo: an Ioniq 5 towing a camper trailer (courtesy of Peter Campbell)
"EVs ARE COMPLICATED TO DRIVE"?
THEY'RE SIMPLER THAN ICE
Non-EV drivers can be intimidated by EV technology, perhaps because many EVs (though not all) deploy large central screens instead of using conventional buttons and switches. In reality an EV is as easy to drive as a traditional automatic. If you can use a smartphone or an iPad, navigating through an EV’s operating system is similarly intuitive.
Getting used to how to charge an EV, at home and on the highway, is an important learning process, but one no more complicated than filling a petrol tank. The internet is full of tutorials, and there are All about EVs workshops run by several of the state and territory branches of the Australian Electric Vehicle Association (AEVA). Most new EV owners are able to master the new tech within a few days of ownership.
"EVs ARE SOULLESS TO DRIVE"?
SOME EVs CAN ACCELERATE TO 100 KM/HR IN LESS THAN 3 SECONDS
We can only assume that by "soulless" they mean "dull" or "ordinary". But EVs are high-performance cars. Ask anybody who owns an EV, and they’ll tell you that the acceleration is one of the greatest attractions. The Tesla Model 3 Performance can hit 100 km/hr in 2.9 seconds. Even the MG4 XPower can accelerate to 100 km/hr in 3.8 seconds - faster than a Porsche 911 Carrera 4.
"EVs ARE JUST TOWN RUNABOUTS"?
NEW EVs CAN TRAVEL LONG DISTANCES
Many EVs have traversed Australia – north to south, east to west, and circumnavigating, even with trailers and caravans. As charging infrastructure is increasingly installed, more remote places will be easily accessible, and EVs will be encountered everywhere across Australia.
Here is a photo of an AEVA member charging his EV on the Nullarbor:
[Photo, courtesy of Chris Johnson: a 2022 Tesla Y RWD standard range, charging at the NRMA’s prototype 75kW charger on the eastern edge of Nullarbor plain, 300 km west of Ceduna]
Contemporary EVs can travel long distances due to longer battery ranges, and increased charging infrastructure.
EV drivers routinely drive from Sydney to either Melbourne or Brisbane in just two short charging stops. Given the significant number of EVs with odometer readings above 150,000 km appearing on the used market, there’s clear evidence that EVs are now travelling the same, or more, mileage than combustion cars.
"EVs HAVE SHORT RANGES"?
AVERAGE AUSTRALIAN EV BATTERY RANGE IS NOW MORE THAN 300 KM
The average range of even cheaper EVs in Australia is often well over 300 km. In the early days, some EVs had very limited range, due to the then-high cost of batteries. This has changed markedly in recent years. Most current EVs now have ranges exceeding 400 km and more. Some quoted ranges can be a little optimistic, as cold weather and fast highway motoring for example, may reduce a quoted 500 km range to 400 km or so.
As more fast chargers are put in place around the country, 10-15 minute top-ups every few hours enable a healthy break, stretch and toilet stop.
"EVs LOSE MUCH MORE RANGE THAN PETROL CARS IN WINTER"?
EVs LOSE AN AVERAGE OF 20% OF RANGE IN WINTER COMPARED TO A 15% LOSS FOR PETROL CARS
Yes, EV batteries do lose driving range in very low temperatures but so do combustion cars. In 2020 the Norwegian Automobile Association tested 20 EVs in winter conditions and found that on average EVs lose up to 20% of range at temperatures between 0 and 2 degrees. The Nissan Ariya performed best with a 16% loss of range.
The latest EVs now have heat pumps to reduce low temperature range loss. But, according to tests done by the US Department of Energy, in low temperatures the average gasoline car also loses 15% fuel efficiency and on shorter trips before the engine has warmed up, the average increase in fuel consumption was 20%. But with an ICE car and a 500 km fuel tank range you might not notice the loss of efficiency. Range loss in sub-zero temperatures will also depend on driving style.
Australia’s temperate climate makes it the perfect environment for electric vehicles.
"EVs CAN'T TOW"?
THERE'S A WIDE RANGE OF EVs SUITABLE FOR TOWING
ICE cars use more fuel when towing. It is exactly the same with EVs. Many EVs are designed to be very aerodynamic, and towing – or adding a rear bike-rack – will mess up the airflow, and decrease range. This is the same with all vehicles.
The best towing cars are those that produce the most torque at low engine speeds and the torque in an EV is instantantaneous. As long as you choose an EV that has been approved by the manufacturer for towing, you’ll find that they can work as well as combustion cars and, depending on the battery, can tow between 1500 kg and 2500 kg.
This YouTube video debunked the myth, prominent in the 2019 Australian election, that "EVs will ruin your weekend" because they "can't tow your boat or trailer".
As with an ICE car, towing will reduce the range. This road trip report provides useful insight into the towing experience.
EVs rated for towing above 1500 kg include:
Hyundai Ioniq 5: 1,600 kg
Audi e-tron: 1,800 kg
BMW iX: 2,500 kg
Tesla Model Y: 1600 kg
Kia EV6: 1,600 kg
Polestar 2: 1500 kg
Kia EV9: 2,500 kg
Mercedes-Benz EQC: 1,800 kg
Volvo XC40: 1,800 kg.
EVs rated for towing below 1500 kg include:
Kia Niro EV: 750 kg
BYD Atto 3: 750 kg
MG ZS EV: 500 kg
MG4: 500 kg.
It should also be noted that charging with a large caravan or trailer in tow can be more difficult in smaller charging sites and bays.
PART 2: PURCHASE PRICES AND RUNNING COSTS
[Image courtesy Auburn Advancement]
"EVs ARE MORE EXPENSIVE THAN COMBUSTION CARS"?
NEW EV PRICES ARE FALLING
Yes they are, but the price difference is narrowing.
- The BYD Dolphin Essential is one of the cheapest EVs on the market in Australia at $29,990 plus on-road costs.
- The GWM Ora (Standard range) is priced at $33,990.
- The MG ZS EV (Essence Long Range) starts at $36,888
- The MG4 (51 kWh Excite) is priced at $37,990.
- The BYD Atto 3 starts at $39,990.
More EV models, priced below $40,000, will enter the Australian market in 2025.
Remember, too, that second-hand EVs are available. It is possible to buy a good quality used EV, suitable for local use and the occasional highway journey, for $20,000. Compared to a year ago, there are far more used EVs available on the market for prospective owners to choose from. These range from electric hatchbacks to family SUVs. Their sale prices have decreased recently due to the fall in new EV pricing, and due to growing competition in the market. Electric hatchbacks, sedans and family SUVs like the MG ZS EV are available under $30,000 and are expected to get cheaper.
"EVs COST MORE TO MAINTAIN"?
EV SERVICING COSTS 30% LESS THAN PETROL, 60% LESS THAN DIESEL
EVs have far less moving parts than combustion cars, and they have no spark plugs, oil, timing belts, exhausts or clutches. They need significantly less maintenance, contributing to their lower total cost of ownership.
Tusker Direct, a UK leasing company with 16,000 EVs, estimates that their EV maintenance costs are 30% less than petrol and 60% less than diesel. Data from a survey by UK-based BookMyGarage.com in February 2023 showed that overall average maintenance bills were 43% less for EVs compared to other fuel types. Many studies have shown that EVs are cheaper to maintain than ICE cars.
"EV INSURANCE IS MUCH MORE EXPENSIVE THAN ICE CARS"?
THE REALITY IS MORE COMPLEX
The conventional wisdom is that EVs cost more to insure and that premiums are increasing at a faster rate than for petrol and diesel cars in Australia. In fact, car insurance premiums have increased significantly across the board in the last year or two. Many of the reasons are not unique to EVs, including the higher purchase costs, escalating repair costs and the need to import specialised parts.
Repairing EVs does require additional training for mechanics, given the risks around working with batteries. In addition, there is evidence from overseas research that battery electric vehicles are more likely to be written off in an accident; however, claim frequency for EVs is lower, due to the greater safety and security features.
It appears that insurers are still refining their pricing models for EVs. The Australian motor insurance industry is highly concentrated and dominated by a few large insurers, so they tend to change their approach to new technology very slowly. In general, insurers are more conservative about insuring newer products because the loss data that they base their pricing on is not as robust. This is evident in the very wide range of quotes EVs owners can obtain from different insurers.
Articles in the popular motor press tend to exaggerate EV premium differentials. One article headlined that comprehensive insurance in 2024 was 20% higher for EVs relative to comparable petrol/diesel cars. However, based on the actual data presented in the article, the EV (Tesla Model Y) was actually significantly cheaper than the comparable ICE car across all insurers quoted.
It is also important to note that premiums for compulsory insurance (CTP or green slip), which are regulated at the state level, are generally no different for EVs.
You can find more discussion of EV insurance issues here.
"EVs NEED SPECIALIST SERVICING"?
WHAT SERVICING? THERE ARE ONLY ABOUT 20 MOVING PARTS IN AN EV
Because EVs have so few moving parts, servicing is often limited to rotating the tyres to even out wear, replacing the cabin pollen filter, visually checking brakes, suspension and steering, and checking the battery efficiency. This can now be done by many large service centres. Tesla’s brake health checks are every four years with cabin filter replacement every two years. EVs have no filters or oils, friction-based parts to wear, exhausts to replace or timing belts to change.
Battery or charging system problems will need an EV specialist, but the data now available in the UK shows that battery failures are rare.
PART 3: THE CHARGING EXPERIENCE
Photo: an MG4 at a kerbside charger in Sydney (courtesy of Warwick Cathro)
"THERE AREN'T ENOUGH CHARGERS"?
YES, MORE ARE NEEDED TO COPE WITH HOLIDAY PEAKS
Australian Governments and private charging companies are investing heavily in charging infrastructure. It should also be recognised that the NRMA led the way to lobby for, and install, fast chargers on all NSW highways, and similar efforts have happened nationally. We agree, though, that more needs to be done, especially to meet highway demand at peak holiday times.
Charging infrastructure is growing at a rapid pace with over 1,200 fast charging sites now available for drivers to use. Many more sites are on the way alongside a national network connecting major highways. The road trip reports provided by AEVA members demonstrate that the charging infrastructure in Australia is adequate but not yet ideal.
Major charging networks in Australia include Chargefox, Evie Networks, Tesla, Jolt, Ampol and BP Pulse. Charging in our major cities and regional Australia has never been more available. You can see charging sites across the country at Plugshare.
"CHARGING IS TOO EXPENSIVE"?
IT VARIES, BUT IT'S SIGNIFICANTLY CHEAPER THAN PETROL
Depending on the infrastructure used, charging your EV can cost anywhere between 8 cents and 90 cents per kWh - which for the average EV journey means between $1.50 and $16 per 100 km. A reasonably efficient petrol car will have a fuel cost of about $16 per 100 km. So in the worst case scenario, with no home charging and only the most expensive highway chargers used, the cost of fueling an EV will be similar to that of an efficient ICE vehicle.
In the best case scenario, an Australian EV owner with a rooftop solar system, charging at home at a speed low enough to not draw from the grid, is effectively paying the feed-in tariff which, depending on the electricity contract, could be as low as 8 cents per kWh.
An EV owner that does not have rooftop solar, or is charging overnight or in winter and is drawing from the grid, will typically pay about 25 cents per kWh.
On long highway trips, the charging cost will depend on the charging networks used, time of day, and on the extent to which the EV owner can use destination charging at accommodation stops. One AEVA member posted this report on a 2600 km road trip undertaken in 2024, for which the overall charging cost was $7.90 per 100 km. In this journey, the charging prices varied between zero (charging provided free to guests at the accommodation) to 90 cents per kWh (for the use of a Tesla Supercharger by a non-Tesla car). For other highway fast chargers, a typical price was 65 cents per kWh.
"TOO MANY CHARGERS ARE BROKEN OR BUSY"?
WE AGREE - AND WE NEED BETTER DATA
There are certainly pockets on national highways where there are too many broken chargers. The Australian EV community needs better data, and the EV Council's recently created, free ChargeAtLarge app aims to fill the gap with live charging availability 24/7.
We call on the charge point operators in Australia to be transparent about their reliability and availability.
Tesla Superchargers have 99% reliability in the UK, and the Australian experience is similar. Many Superchargers are now open to all EV brands.
"CHARGING TAKES TOO LONG"?
ULTRA RAPID CHARGERS CAN ADD 400 KM IN 15 MINUTES
Charging does take longer than filling up an ICE car with fuel. Key factors in EV charging times are charger power, battery size, and vehicle charging capability. The majority of EV owners charge at home while they sleep on a low-power, 3 to 7 kW domestic supply or on-street lamppost chargers. This takes between six and 12 hours. Workplace charging is also becoming more widespread. This common charging approach takes between six and 12 hours.
There are now rapid chargers (up to 350kW) which are capable of adding 400 km of range in less than 15 minutes, although in practice most EVs currently on the road are unable to charge this rapidly. A typical current vehicle peak charge speed is 100-150kW.
Battery technology is improving all the time. As an example, in March 2025 Chinese car maker BYD announced a charging system which is claimed to be capable of peak speeds of up to 1000kW.
Rather than driving from a full tank to empty and then recharging, many EV drivers choose to do slightly more frequent short stops, adding 200 km in 15 minutes, while they have a break, every couple of hours. Given the need for rest breaks irrespective of the type of vehicle, a recent survey of AEVA members found that only 14% felt that "charging usually adds to my travelling time".
"CHARGING IS TOO COMPLICATED"?
PAYMENT AND CONNECTIONS WILL BECOME SIMPLER
We agree that there should be a better solution for Australian EV drivers than managing about 10 charging apps on their phones. AEVA introduced its RFID card as a partial solution to this complexity, allowing AEVA members to identify themselves to seven different charger brands with a simple tap-on. They still need those apps on their phones, but they don't need to use them to start charging.
Australia needs to move in the direction of the UK, where the Government has mandated that credit card payment must be available on all new rapid charger installations.
"NO DRIVEWAY, NO EV"?
THERE ARE MANY PLACES TO CHARGE WITHOUT A HOME CHARGER
Public EV charges can now be found across most urban areas in Australia. However, in our experience, many people are not aware that there are EV chargers near their homes. To find these, a good place to start is the widely used EV locater app called Plugshare – this provides maps of the location of public EV chargers across Australia (in fact the World) and gives a lot of useful information about charging at each location.
The latest EVs on the market typically have a range of at least 400 km which means, for many Australians, only one charging session is needed per week.
The public EV chargers take many forms, with charging speeds ranging from slow to very rapid. The slow ones are typically located at hotels, gyms, leisure centres, shopping centres, workplaces, etc – places where people will be stopping for some time. On the other hand, the very rapid chargers located on the main highways now charge so quickly it can be difficult to take a toilet break and grab a coffee before your EV is full and you have to move your car.
Rapid chargers are increasingly being installed within urban areas. A downside of using these is that the driver will often have to interrupt whatever they are doing (eg shopping) in order to move their car. Some companies charge significant idling fees if a fully charged EV is occupying a charger.
Intermediate speed chargers are now being installed across suburbs in our major cities (Adelaide, Brisbane, Melbourne and Sydney). These provide a good compromise charging experience.
PART 4: BATTERIES
[Photo: Tesla Model 3 battery, courtesy of Syd Crawford]
"EV BATTERIES DON'T LAST"?
THERE ARE EVs WITH OVER 500,000 KM ON ORIGINAL BATTERIES
Modern EV batteries are very different from those in phones, scooters etc. They have sophisticated thermal and battery management regimes to prevent complete discharge and overcharging. Some early EVs without these systems (such as the first generation Nissan Leaf) did experience gradual battery degradation.
Battery warranties now typically guarantee retention of at least 70% capacity after 8 years and 160,000 km. (That loss of capacity would mean that the EV would still drive perfectly, but with 70% of original range).
Tesla’s Impact report indicates that, after 320,000 km, the average battery degradation in their older S and X models was 12-15%. An Australian 2018 Tesla model S was featured on the 2024 Fully Charged show after its original battery was replaced on warranty at 666,666 km, having dropped below 70% of original capacity.
The Chinese battery manufacturer BYD released a battery in 2024 designed for heavy discharge cycles in buses. It is guaranteed (to 70% capacity) for 15 years and 1.5 million km, with zero degradation in the first 1,000 charging cycles. In a car being charged once a week, that’s 19 years without any loss of capacity.
EV battery health testing experts Aviloo have found 1-2% of EVs exhibit rapid early life degradation and issues, outlined in this report. Industry experts now widely accept that EV batteries will generally outlast the chassis of the car.
"THERE WON'T BE ENOUGH CRITICAL MINERALS"?
VIABLE RESERVES OF CRITICAL MINERALS ARE INCREASING
A 2023 paper reported that there are known reserves of 88 million tonnes of lithium: ‘enough for our electric vehicles, decades into the future’. We still can’t accurately say exactly how much available lithium or cobalt there is in the world as its exploration has been relatively recent. Australia holds some of the largest reserves in the world.
It is not widely understood that much of the world's cobalt is used in petrol refining.
A 2023 report by the Energy Transitions Commission (a global body) stated that battery designs and improved electro chemistry have reduced future cobalt needs by 50% in five years. 50% of Teslas use no cobalt and nickel-free LFP batteries are now being used in 40% of EVs, up from 7% in 2019. The Commission also estimated that by 2040 over 50% of lithium used in batteries could come from recycling. As battery chemistries improve – particularly solid-state - with new materials like silicone and sodium, the need for critical minerals will reduce.
As EVs become even more efficient they will have smaller batteries, and thus critical minerals will be even less in demand.
"EV BATTERIES RUN OUT OF POWER AND STOP"?
THE DATA SHOWS HOW RARE THIS IS
In the UK, the Automobile Association (AA) responded to a total of 1.37 million breakdowns in 2023. Of these, 39,109 were EV breakdowns. And of these, just 135 were "out of charge" breakdowns. (By contrast, over 17,500 EV callouts were for punctures and 12 volt batteries). The AA President said “our data on ‘out of charge’ clearly shows that charging anxiety doesn’t match the reality.”
Australian roadside recovery organisations have similar experiences here despite equipping patrols with charging equipment.
"OLD EV BATTERIES WILL BE A TOXIC HAZARD"?
GLOBAL BATTERY RECYCLING WILL BE WORTH $6.8 BILLION BY 2028
Used EV batteries are far too valuable to be discarded. They can be recycled again and again to make new packs for EVs and for static energy storage batteries. Cobalt, nickel, manganese, and lithium are all highly prized minerals and 95% of the minerals can be recycled ready for use as cathode-active materials by car makers. The global EV battery recycling industry is estimated to be worth US$6.8 billion by 2028.
There are plenty of EV battery recycling companies in most countries who can’t get enough spent EV batteries to satisfy demand.
EV batteries are designed to be used in vehicles for up to 15 years. Many EV batteries will be ‘second-lifed’ as stationary storage, such as a home battery for another 10-15 years, before finally being recycled. None of this is possible with ICE vehicles.
"EVs WILL RUN OUT OF CHARGE IN LONG TRAFFIC JAMS"?
A STATIONARY EV USES VERY LITTLE BATTERY POWER
A typical 2.0 litre car uses around 650 ml of fuel every hour the engine is idling. When stationary an EV uses very little power from its battery. It may, of course, use some power from accessories such as a radio or cabin heater. To explore this, in January 2022, U.S auto magazine, Car and Driver, reported the results of a "cold weather test" in minus 10 C (15 degrees Fahrenheit) Michigan temperatures. The test involved Tesla Model 3 with a 75-kWh battery running stationary with the heater set to 19 C (65 degrees Fahrenheit) for 37 hours.
At the end of the test, a Tesla Model 3 had 80 km of range left, and the battery pack had depleted at an average rate of 2.2% per hour. The test showed a maximum battery life (when stationary, with heating set to a constant 19 C) as 45.1 hours - or just under two days - enough power for even the very longest traffic jam.
"EVs SUDDENLY RUN OUT OF CHARGE"?
THERE ARE LOTS OF WARNINGS BEFORE AN EV BATTERY GOES FLAT
EVs have battery monitoring systems and will do several things before running completely out of charge. If you’re using the in-built sat nav, the system will tell you if you have enough battery range to reach the destination. If you ignore this and run the battery down, the car will give range warnings, reduce power to extend the remaining charge, and finally go into ‘limp mode’ to conserve the remaining power.
The sat nav will also direct the car to the nearest charge point. The percentage of charge and remaining mileage range of the drive battery is always clearly displayed on the EV’s central screen. It is, or course, possible to flatten an EV battery if the driver ignores all these warnings. Just as an ICE can run out of fuel!
There’s nearly always a power point somewhere. If all else fails, plug in your portable charger at a 10 amp power point. It may take a while, but you’re not ‘stuck’.
"EV BATTERIES CAN'T BE REPAIRED"?
EV BATTERIES HAVE CELLS THAT CAN BE REPLACED
EV battery cell failures are extremely rare.
While an EV battery can never be restored to new condition due to the chemical reactions occurring over time (calendar ageing), it is possible to diagnose and replace faulty or degraded individual cell modules to restore overall pack performance.
In Australia, companies like Infinitev and several independent specialists offer similar battery heath assessment and repair services.
PART 5: THE ENVIRONMENT AND EMISSIONS
[Photo courtesy of Timo Newton-Syms]
"EVs POLLUTE MORE THAN ICE CARS"?
LIFETIME CO2 EMISSIONS FROM AN EV ARE AT LEAST 40% LESS THAN AN ICE CAR
The "EVs aren't green" myth has grown up around pollution from battery mining and manufacture, often in China, where coal-fired electricity grids power EV and battery factories. There are multiple studies showing the embedded carbon emissions (or "carbon debt") of an electric car is paid off much earlier than previously thought.
Research by Europe’s Transport & Environment shows that the lifecycle emissions of an EV in Poland is 40% better than a typical petrol equivalent vehicle. Why Poland? Their energy grid has a very similar emission profile to that of Australia with lots of coal. An EV in Australia pays off its carbon debt on grid supplied energy after 22,000km as found in Carbon Brief Analysis. As the grid gets cleaner with more renewables this situation only improves. Over 200,000 km of driving, an EV would save 16.6t eCO2 (34%) on the Australian grid.
In its 2022 life-cycle assessment of the greenhouse emissions impact of EVs in Australia, Transport Energy/Emissions Research (TER) estimated likely emissions reductions ranging from 9% (worst case scenario in Victoria) to 77% (best case scenario in Tasmania). The researchers noted that "much depends on how much electricity is generated from renewable sources, such as solar, wind and hydro".
"EVs SHIFT EMISSIONS FROM ROADS TO POWER STATIONS"?
80% OF EVs ARE CHARGED AT HOME WITH A STRONG CONTRIBUTION FROM RENEWABLES
Based on data from the Open Electricity Platform about 40% of the energy provided by the National Electricity Market in Australia in 2024 came from renewables – approximately 20% from solar; 14% from wind; and 6% from hydro. The Government target is that the national grid will be 82% renewable by 2030.
According to a survey by Ausgrid, about 75-85% of EV owners in Australia charge at home. And because Australia is a world leader in roof-top solar, many EV owners are able to fuel their cars from the roofs of their houses. In addition, the home batteries that are rapidly being installed across Australia are playing an important role in decarbonising our electricity supply. All of these factors mean that the emissions produced for the electricity charging the EV’s battery are low.
In its latest report, The Intergovernmental Panel on Climate Change (IPCC) said: “even with current grids, EVs reduce emissions in almost all cases.” EVs reduce emissions even when being charged with electricity from fossil fuel heavy grids because they are roughly three times more energy efficient than ICE cars.
"MINING MATERIALS FOR EV BATTERIES IS ENVIRONMENTALLY BAD"?
89% OF GLOBAL EMISSIONS ARE FROM FOSSIL FUELS
All mining and drilling for energy is environmentally bad, but global emissions and pollution need context. According to this report from the Energy Transitions Commission, the cumulative global emissions of CO2 and other greenhouse gases from battery mining and production of solar panels and wind turbines over the next 30 years will add up to between 15 to 35 gigatonnes of CO2. Compare this figure to the 40 gigatonnes of CO2 from global fossil fuel energy extraction that’s emitted every single year.
In 2018 the Intergovernmental Panel on Climate Change (IPCC) reported that 89% of global emissions come from fossil fuels. Attempting to argue that emissions from mining for battery minerals could possibly exceed the global emissions from exploration, drilling, extracting, shipping, refining, transporting, distribution and burning of fossil fuels is a bit of a stretch – even for hard-core EV doubters.
"EV TYRES CAUSE HIGH LEVELS OF PARTICULATE POLLUTION"?
TYRE WEAR IS SIMILAR TO PETROL AND DIESEL CARS
All tyres wear and leave nanoparticles in the atmosphere and particulates on the ground. A report by Dr Euan McTurk has concluded that tyre wear is determined more by driving style than weight and that fleets found that their EVs wore their tyres down at a ‘broadly similar rate to ICE cars’. Anecdotal data from EV owners and high mileage EV taxi firms also report normal rates of tyre wear compared to combustion cars.
In Australia, Transport Energy/Emission Research (TER) undertook an extensive literature review which found that claims of greater tyre wear (and other non-exhaust emissions) from battery EVs were based on invalid assumptions, and that "instead the focus should be on reducing the sale of (heavy) diesel passenger vehicles, which are expected to be a more important factor in non-exhaust PM emissions, at least in Australia".
A recent post by Michael Hamilton on LinkedIn said with some irony: “As someone working in a part of the tyre industry, I can only say that we are waiting to see the massive demand growth this drastic tyre wear will presumably generate….” The CEO of the Prohire Group in the UK said simply: “The tyre wear is the same as the equivalent diesel.” We definitely do have a tyre particulate problem from all vehicles and scientific research is needed to properly establish EV tyre particulate pollution.
Many EVs are no heavier than popular Australian vehicles, for example, a Tesla Model 3 is 100kg lighter than a Toyota Hilux or Ford Ranger. They also use lighter and smaller tyres, reducing rubber compound use, and resulting nano-particles.
"AN OLD CAR IS GREENER THAN A NEW EV"?
OVER 14 YEARS AN EV PRODUCES 68% LESS CARBON THAN ICE
Keeping an old car eliminates the carbon spike from the manufacture of a new EV and its batteries. And if you drive only a small annual distance - like many classic cars – you won’t cause much environmental damage. Carbon Brief has found that the carbon spike from a new EV is paid off in less than 25,000 km or around four years. They compared a pre-2015 Ford Focus and a pre-2000 petrol Mercedes against a new Nissan Leaf and a Tesla Model Y. Pollution from the older cars never reduces and can even increase as they become less carbon efficient when engines and emission equipment ages and wears.
We know that in older vehicles diesel particulate filters and catalytic converters trap less particulates and NOx and, over time, Diesel Particulate Filters can become completely blocked with soot and carbon. Carbon Brief worked out that after 14 years of driving, the average petrol car will have emitted 45 tonnes of CO2 (tCO2), while over the same period a Tesla Model Y would emit 14 tCO2 – a saving of 30 tCO2 or 68%.
"HYBRIDS ARE BETTER THAN EVs"?
HYBRID EMISSIONS ARE 3.5 TIMES HIGHER THAN OFFICIAL FIGURES
While hybrids (vehicles with a combustion engine, a drive battery and no plug socket) save some fuel, they require the engine to run, so that they can store a very small amount of electrical energy. Plug-in hybrids (PHEVs) have a range of up to 100km before the engine cuts in. As long as the PHEV is regularly charged and travelling a small distance, it’s possible to drive on electricity alone almost indefinitely. But hybrids aren’t as good for the environment as we’ve been led to believe.
A report from the European Union Environment Agency in 2024 showed that in real-world driving the average CO2 emission figures for hybrids were 3.5 times higher than their quoted Worldwide Harmonised Light Vehicle Test Procedures (WLTP) figures. Toyota’s plug-in hybrid emissions were four times the claimed WLTP figure and close to the average emission figures of their petrol models. Hybrids emit both more emissions and use more fuel than previously stated. The EU’s real-world driving data shows that when it comes to emissions and fuel efficiency, many hybrids aren’t significantly different from regular petrol cars.
PART 6: FIRES, FLOODS AND CARPARK COLLAPSES
"EVs REGULARLY CATCH FIRE"?
EVs ARE LESS LIKELY TO CATCH FIRE THAN ICE CARS
Swedish vehicle fire statistics show that ICE vehicles catch fire 20 times more often. In America, data from the National Transportation Safety Board reported that battery-powered vehicles suffer 25 fires for every 100,000 sold, compared to 1,530 fires for petrol vehicles - or 60 times more often.
The reliable source of data on EV fires in Australia is EV FireSafe, funded by the Department of Defence to research battery fires. Data includes both full battery EVs and plug in hybrid vehicles.
In November 2024, EV Firesafe issued a report called Plug-in electric vehicle battery fires in Australia: a data update. The report classified the eight electric vehicle fires that had occurred in Australia up to that date: one case of arson, three cases of fire spreading to the EV from a building fire, three caused by high speed collisions, and one of unknown cause. The last of these occurred in a vehicle connected to a charging station but it was not charging at the time. None of the fires were spontaneous, and none occurred during charging. The report states that a normally operating EV connected to an electrically compliant charger installed to relevant wiring standards by a qualified person CANNOT cause a battery fire.
The Australian New Car Assessment Program (ANCAP) conducts a range of tests of new cars. It has crash-tested (to destruction) most EV models that are on sale in Australia, and has not experienced a single battery fire. This reflects the considerable effort manufacturers put into protecting the battery from damage in a collision.
In November 2023 the Insurance Council of Australia (ICA) issued a briefing note which assessed the risk of road-registered EVs such as cars and motorcycles as “very low risk”. This compares with personal mobility devices such as e-bikes and e-scooters which were assessed as “high risk”, for which the ICA provided some principles for users of such devices to follow.
Fires in lithium batteries of all types present additional hazards and can require more resources to extinguish. EV Firesafe works closely with Fire and Emergency services to develop safe methods to deal with such events, including EV fires, on the rare occasions they may occur.
"THE LUTON CARPARK FIRE IN THE UK WAS STARTED BY AN EV"?
IT WAS STARTED BY A 2014 RANGE ROVER SPORT DIESEL
The Luton car park fire was widely publicised internationally. The fire chief in command publicly confirmed that the vehicle that started the Luton airport car park fire was a diesel - and not a hybrid or EV. “It was not an EV. This was a diesel-powered vehicle”. Despite this, there were many comments on social media that the Range Rover was definitely a hybrid and that the local fire department – and even the Government - were involved in a cover-up.
"HEAVY EVs WILL COLLAPSE MULTI-STOREY CARPARKS AND BRIDGES"?
NO BRIDGE OR CARPARK HAS COLLAPSED BECAUSE OF EVs
This claim is hard to take seriously - but it has actually been made by some of the Australian creators of YouTube videos that are hostile to EVs. Somehow EVs will collapse them, but much heavier ICE powered trucks won't?
EVs are heavier than some combustion cars, like sedans and hatchbacks, but are not heavier than the dual cab utes and SUVs which dominate our roads today. Australian research undertaken by Transport Energy/Emission Research (TER) indicates that "increased electric car sales are unlikely to greatly increase average vehicle mass. In fact, average mass could actually go down as cheaper and lighter electric cars go on sale here".
The media helps to spread this myth with headlines like: “Heavy batteries in electric vehicles leave multi-storey car parks at risk of collapse”. There is no evidence that any bridge or multi-storey car park has collapsed (or even been damaged) because of heavy EVs. A major car park association in the UK reported that this myth originated when a journalist approached one of their engineers and asked the hypothetical question about EV weights in relation to older carpark construction and his responses were in a hypothetical context with multiple caveats.
He categorically did not say that there had been any collapses. The assumption is that when EV adoption grows, the collective weight of EVs travelling across bridges could bring them tumbling down. But one 44-tonne semi-trailer is the equivalent of around 20 EVs - that’s a lot of cars traveling across one bridge at a time - and nobody worries about them.
"HEAVY EVs ARE CAUSING POTHOLES"?
BUT NOT HEAVY TRUCKS?
Obviously, heavy vehicles cause road wear. But as we have explained already, EVs are about the same weight as most contemporary Australian vehicles, so there’s no excess road wear attributable to EVs.
In 2024 a newspaper in the UK ran the headline “Heavier electric cars are blamed for the £16 billion cost of Britain’s pothole plague as crumbling roads reach breaking point.” The writer cited a 2024 report by the Asphalt Industry Alliance (AIA) that blamed heavier vehicles for road damage. But the AIA report didn’t mention EVs at all.
The newspaper wrote that the report blamed EVs specifically when this wasn’t the case. The Environment and Climate Intelligence Unit (ECIU), and others, complained to the Independent Press Standards Organisation (IPSO) about the article’s inaccuracy, the complaint was upheld, and the Daily Mail published a correction. Lorries, buses, tankers, and trucks are all heavier than passenger cars and cause the greatest wear on our road surfaces. In 2022 the AA said that: “the extra weight and torque of an EV is negligible compared to a 44-tonne lorry.”
"YOU CAN'T DRIVE AN EV THROUGH WATER"?
EVs COPE WITH FLOODS MUCH BETTER THAN ICE
On a combustion passenger car, water damage happens when water gets into the air intake, hence snorkels are fitted to 4WDs for river crossings. EVs have no air intake. The main risk with water crossings, for any car, is that a surprisingly low level of moving water is enough to cause flotation and sweep the car away.
EVs can usually drive through floods without stalling. In the global floods we see in the news, there’s often footage of an EV driving through high levels of flood water when combustion cars sit stranded. Of course, driving any car through flooded roads where there could be submerged obstructions can be very dangerous and definitely shouldn’t be attempted.
PART 7: OTHER MYTHS
[Image courtesy of Public Doman Review]
"HYDROGEN WILL DISPLACE EVs"?
HYDROGEN HAS CLEARLY FAILED AS A LIGHT VEHICLE TECHNOLOGY
The reality is that hydrogen has very limited value in the land transport sector. The problem that hydrogen fuel cell EVs (FCEVs) purport to address is recharging speed, but improvements in battery technology over the past decade have closed that gap with fast charging times of around 15 minutes for some models, which is ample for most use cases. Moreover, most of the time vehicles are parked at home or work where charging does not need to be fast.
Assuming “green hydrogen” is produced from renewable energy, electrolytic hydrogen for a FCEV requires about three times more electricity compared with charging an equivalent battery EV directly. Even if the production cost of hydrogen is reduced to competitive levels, it will always be much cheaper to use electricity directly (via the battery) than to convert electricity to hydrogen and then convert it back again on-board the vehicle.
Hydrogen technology is unlikely to be competitive in any land transport application, even the most heavy and long haul applications.
Battery electric semi-trailers are now entering the freight vehicle fleet in the USA and across Europe with very fast charging infrastructure. Trials with these trucks have successfully completed routes in excess of 1,000 km per day. Most electric trucking applications will successfully rely on depot charging arrangements.
"I WILL BE FORCED TO DRIVE AN EV"?
YOU CAN CONTINUE TO DRIVE EXISTING ICE VEHICLES
The Australian Capital Territory has foreshadowed that new ICE vehicles may not be registered after 2035. No other Australian jurisdictions have yet announced such a policy. But such policies - whether in Australia or overseas - do not prevent the continued registration of existing ICE cars. People will still be able to drive used combustion cars as long as there’s fuel to power them.
In some countries, such as the UK, a surprising number of people think that the end of the sales of new combustion cars and vans also applies to used ones and that they wouldn’t be able to drive used combustion cars on public roads after the announced date.
It is worth noting that over time, market forces will cause fossil-based fuels or synthetic equivalents to become much more expensive than at present, and the number of service station outlets will reduce as there is less demand for "fuel stations".
"THE CHOICE OF NEW EV MODELS IS VERY POOR"?
CHECK OUT THE DATA FROM AEVA AND THE DRIVEN
In its list of battery EVs currently on sale in Australia, The Driven lists 39 makes and a total of 95 EV models. More are being added to our market on a monthly basis.
You can explore details of most of these models through the AEVA Factsheets. The AEVA list covers 81 different battery EV models.
"THE GRID WON'T COPE"?
EV CHARGING CAN BE FLEXIBLE, SO EFFECTS ON PEAK DEMAND SHOULD BE MINOR
The Australian Energy Market Operator (AEMO) anticipates a virtually complete changeover to EVs by the 2050s in three different scenarios as patterns of electricity generation, storage and demand change over the next few decades. Across those scenarios and relative to current total electricity generation, the electrification of transport is only expected to add around 10%-20% to total electricity demand.
The AEMO modelling also anticipates changing charging patterns. While some charging will always be unscheduled or on demand, it is anticipated that charging patterns will increasingly respond to price signals that encourage charging at times of high solar generation or low overnight demand to avoid adding to peak demand. Vehicle-to-grid and vehicle-to-load discharge is expected to further reduce effects on peak demand. Consequently, the effect of adding EVs is minor.
"EVs WOULD BE USELESS IN A STORM OR NATURAL DISASTER"?
THE OPPOSITE IS TRUE
This claim was made by the creator of a well known series of anti-EV videos in Australia. We have already seen that EVs are better able to cope with flooded roads than ICE cars - although we do not encourage any driver to do this.
More importantly, storms and natural disasters in Australia are often accompanied by power cuts which can last for several days. Many EV models are now capable of Vehicle-to-Load (V2L) meaning that the EV battery can power ordinary electric appliances. In the wake of Cyclone Alfred in March 2025, there were reports of many EV owners using their V2L capability to power their refrigerators and charge their phones. In previous disasters, there were reports of home dialysis machines being powered by EVs during a prolonged power cut.
Given that the availability of generators will be limited, AEVA stands ready to use its membership contacts and its media contacts to reach out to EV drivers who would be willing to provide emergency power where it is most needed.
"CHINESE EVs ARE SPYING ON US"?
DO NOT SINGLE OUT CARS, OR CHINA
If the fear is that Chinese-made cars are spying on us, then the same fear must also apply to many other products such as televisions, refrigerators, and mobile phones. All connected products are at risk of carrying out intentional or unintentional surveillance, not just those made in particular countries.
The Australian Government should avoid taking an Australia-specific approach to addressing any security risks of connected cars. It should deal with any potential security issues in the context of the international norms which influence the Australian Design Requirements.
AEVA fully supports the continued availability of Chinese-made EVs in our market, and is strongly opposed to any additional restrictions (such as tariffs) on the import of such EVs.
"SYNTHETIC FUELS MAKE MORE SENSE THAN EVs"?
E-FUELS ARE MORE EXPENSIVE AND LESS ENERGY EFFICIENT THAN EV CHARGING
Synthetic, or E-fuels, made by combining CO2 with hydrogen can be used in conventional combustion engines. If they’re produced with ‘green hydrogen’, they can reduce carbon emissions. But, according to the IPCC they are “up to three times more expensive than conventional fossil fuels” and would need five times as much electricity to produce compared to the amount of electricity used for EVs.
Transport & Environment calculated that the lifecycle emissions from an EV in 2030 would be 53% lower than for a combustion-engine car powered by synthetic fuels. It also calculated that filling a 75-litre fuel tank with synthetic fuels could cost up to £200 (AUD $410).
The IPCC said: “Given these high costs and limited scales, the adoption of synthetic fuels will likely focus on aviation, shipping and long-distance road transport segments, where decarbonisation by electrification is more challenging.”
"EV SALES HAVE SLUMPED"?
THEY ARE DECELERATING BUT STILL GROWING
It is true to say that sales of battery EVs, while still rising, are decelerating, both worldwide and in Australia.
In Australia, the total sales figures for new battery EVs (excluding plug-in hybrids) during the past three years have been:
- 2024: 91,504
- 2023: 87,430
- 2022: 33,416
Worldwide, total EV sales were 16.7 million in 2024, compared to 13.9 million in 2023.
The factors driving these trends are complex. Total car sales (including EVs and ICE cars) have shown sluggish growth for the past few years due to the impact of cost-of-living on discretionary consumer spending. There appears to have been a market shift towards hybrid vehicles. Sales of Tesla cars in 2024, and especially in early 2025, appear to have fallen sharply due to political factors associated with that company's CEO.
EV sales are still expected to be around 10% share in 2025 and rise in coming years.
"EVs WILL DISPLACE JOBS"?
TWO CLEAN ENERGY JOBS WILL BE CREATED FOR EVERY FOSSIL FUEL JOB LOST
New jobs created in solar, wind, batteries, electrification, automotive and renewable energy are estimated to be greater than displaced jobs in the fossil fuel industries. In 2022 the World Economic Forum (WEF) reported that “The transition to clean energy is expected to generate 10.3 million new jobs globally by 2030. That will offset the 2.7 million jobs expected to be lost by the fossil fuel sectors.”
In 2023 the International Energy Agency (IEA) reported that “Around two clean energy jobs will be created for every fossil fuel related job lost.” The agency added that “clean energy employment now represents over half of total energy sector jobs, having overtaken fossil fuels in 2021.”
Rather than loss of jobs, the future challenge will be training people to work in the nascent electric vehicle industry and related industries in Australia.
"EV DRIVERS ARE RETURNING TO PETROL AND DIESEL CARS"?
A SURVEY OF AEVA MEMBERS PROVES THIS CLAIM WRONG
AEVA undertook a survey of its members in September 2024, and 493 members responded. When asked "What is most likely to be your next vehicle purchase?" the responses were as follows:
- an EV (78.6%)
- don't intend to replace or buy another vehicle (12.2%)
- a petrol or diesel powered car (2.3%)
- a plug-in hybrid (2.1%)
- e-bike (1.5%)
- e-motorcycle (1.2%)
- hybrid car (0.4%)
- other (1.7%).
In the UK, data from Autotrader shows that EVs have around a 90% satisfaction rating among drivers. Lease specialist Tusker, who surveys their drivers every year and has 16,000 EVs in their fleet, said in 2023 that “91% of EV drivers were either ‘satisfied’ or ‘very satisfied’ with their current EV.”
CONCLUSION
EV myths and misinformation are out of control. The UK edition of this publication drew attention to the 2024 report on EV strategy authored by the House of Lords Environment and Climate Change Committee, which noted that there had been "a concerted campaign of misinformation about EVs in recent months.”
The use of the words "concerted campaign" agrees with what most of us in the EV world have been saying for a long time, that this isn’t something that’s just happened naturally. It’s an unprecedented and deliberate campaign of misinformation.
We may never know the origins of all this misinformation - if it’s being paid for or just newspaper editors wanting clickbait stories - but it’s certainly destabilised the EV market, confused consumers, and frustrated car makers.
Our advice is that if you really want to know the truth about electric cars, and if they could suit your lifestyle (they might not), then talk to one of the 300,000 Australians who are driving around in EVs. They’ll tell you the positives and negatives. Visit the "EV Experience" events organised by AEVA, and talk to the owners and drivers of EVs.
Should you trust opinions about electric cars from people who have never actually owned, driven, or charged one? Probably not! It's always best to consider advice from people with hands-on experience.
ACKNOWLEDGMENTS
This edition of The Little Book of EV Myths is adapted from the UK edition published by FairCharge.
AEVA is grateful for the permission from FairCharge to adapt the UK edition to take account of Australian data and conditions. AEVA also acknowledges the creator of the UK edition, Quentin Willson. We refer our readers to the UK edition for further acknowledgments of that edition's contributing organisations and companies.
The initiative to adapt the UK version for an Australian audience came from AEVA Directors Nathan Gore-Brown and Jon Ettershank, and was endorsed by the AEVA Board.
The following AEVA members contributed words, photos, comments or suggestions: Riz Akhtar, Peter Campbell, Warwick Cathro, Syd Crawford, Ben Elliston, Nathan Gore-Brown, Pete Gorton, Ann Hoban, Chris Johnson, Chris Jones, Heidi Richards and Dave Southgate.