In the Eye of the Cold: 14 Vehicles Scrutinized During the First Canadian Edition of the CAA Winter Electric Drive
With temperatures fluctuating between -7 and -10°C, fourteen electric vehicles (EVs) hit the road from Ottawa to Mont-Tremblant for the first-ever CAA Electric Drive. Among the selection were seven of the ten most popular models in the country, including the Hyundai Ioniq 5, the Toyota bZ4X, and the Polestar 2. The course covered a distance of 423 kilometers.
The choice of this itinerary was not random, explains Pierre-Serge Labbé, Vice President of Mobility at CAA-Québec: “We wanted destinations that resonate with all Canadians.” These two popular tourist spots not only offer charming landscapes but are also separated by diverse kind of roads with varying elevations.
This national CAA initiative had an ambitious goal: to analyze the discrepancy between the range announced by Natural Resources Canada (NRC) and real-world consumption in cold weather, draining each vehicle’s battery to its last electron before reviving it at a 350 kWh DC fast charger to test its charging capabilities.
While the impact of cold on EVs is no longer a well-kept secret, range anxiety remains a top concern for many owners and potential buyers. “We wanted to test these vehicles in real-world conditions, not only to collect useful data but also to debunk some winter EV myths and reassure consumers,” explains Labbé. “Charging speed is also an important factor. An EV may have less range, but if it charges quickly, it becomes more appealing.” This is particularly relevant for fleet managers, as downtime directly affects overall operational efficiency.
To ensure consistency, CAA established a list of rules for drivers to follow: cabin temperature set at 21°C, climate control on medium, no use of heated seats or steering wheels, no regenerative braking, and no sudden accelerations or decelerations—all while not exceeding the speed limit by more than 5 km/h. “We wanted to minimize variables to reduce the margin of error,” says Labbé. Inside each vehicle, a CAA observer meticulously recorded data (remaining battery percentage, estimated range, and outside temperature) every 50 km.
Contrasting Results
Over a 15-minute period, the average range recovered was 108 km. The Tesla Model 3 topped the charts with 205 km, while the Toyota bZ4X lagged far behind with a mere 19 km. Charging it from 10% to 80% took over an hour and a half (92 minutes), placing Toyota’s only SUV at the bottom of the ranking, just behind the Kia Niro EV (77 minutes), which was about 15 minutes faster at the station. Leading the pack were the Kia EV9 (33 minutes), Volkswagen ID.4 (34 minutes), and Tesla Model 3 (37 minutes).
Under these winter conditions, vehicles lost an average of just over one-fourth (27%) of their range compared to NRC estimates. The Volvo XC40 Recharge and Toyota bZ4X finished at the bottom with -39% and -37% losses, respectively, followed by the Ford F-150 Lightning (-35%) and Chevrolet Equinox EV (-34%). In contrast, models such as he Polestar 2 and Chevrolet Silverado EV performed better, with a minimal difference of -14%, placing them at the top of the ranking. They outperformed others in the higher tiers, such as the Kia EV9 and Volkswagen ID.4 (both at -20%), followed by the Honda Prologue (-24%) and Hyundai Ioniq 5 (-25%).
In his book 50 Myths and Half-Truths About Electric Vehicles, Daniel Breton notes that “newer electric vehicles generally lose between 10% and 30% of their range between 0 and -25 degrees Celsius.” A synthesis report on electric trucks, published by the Innovative Vehicle Institute (IVI) in November 2024, supports this observation: “Winter range is, on average, 34% lower than the manufacturer’s official figure—the most challenging months for electric truck range being December, January, and February.” However, the report also highlights that “it is relatively easy to exceed the manufacturer’s stated range between May and October.”
Labbé points out that extreme heat affects range just as much as severe cold: “Speaking with colleagues from AAA, I learned that it’s exactly the same when it’s 40 degrees in Phoenix, Arizona. Due to air conditioning and heat, the battery drains just like it does in winter. We might eventually gather data on that as well.”
In recent years, features like remote preheating, heat pumps, heated seats and steering wheels and battery preconditioning for fast charging have helped preserve range. However, they don’t always fully compensate for cold-weather effects. External factors, such as road conditions (icy or snowy roads reduce tire grip), elevation changes, and decreased tire pressure in cold weather (which increases rolling resistance), also contribute to range loss.
Norway as an Inspiration
Labbé admits that the idea for a Canadian Electric Drive came after participating in a biannual range and charging test for electric vehicles organized by the NAF (Norges Automobil-Forbund), a Norwegian organization that is part of the International Automobile Federation (FIA). “It was extremely interesting. When I returned, I proposed that the Canadian club do something similar to better position ourselves in terms of EV knowledge.”
Although more advanced in electromobility, Norway shares many similarities with Canada, particularly with Quebec in terms of climate. Inspired by the Norwegian model, the national team began setting up the project in the fall — a complex exercise completed in just a few months. “At the last minute, we decided to equip the vehicles with a Geotab telematics unit. This wasn’t so much to collect vehicle data but to track their position when they ran out of power,” Labbé notes.
“We learned a lot, especially in terms of logistics. Ensuring the vehicles were fully charged, clean, and ready to go required a lot of coordination, as did making sure everyone was safe when a vehicle ran out of power.”
Towing also presented challenges, as vehicles react differently when their batteries are depleted. Some lock their doors, automatically engage the parking brake, and even lock the hood, adding complexity to the process. “We have an internal technical guide for roadside assistance teams, but we realized it’s incomplete. The first thing I’ll do with my team is incorporate the information gathered from our test to streamline procedures.”
There’s no doubt that these insights will benefit future editions, though next year’s Electric Drive has yet to be confirmed. If a second edition happens, “we’d like to go further by analyzing, for example, the residual speed of vehicles after their battery is depleted. Even at 0%, they can continue driving for a few kilometers at a low speed in ‘turtle mode,’ allowing drivers to safely exit traffic. We’d also like to collect data on battery responsiveness (charging/discharging) during uphill and downhill driving.”
Beyond providing concrete data on EV consumption, this first CAA Electric Drive highlighted the importance of understanding each model’s strengths and limitations. Overall, a positive outcome, concludes Labbé. “I’m hopeful this will be replicated elsewhere in Canada. It would be interesting to take it to another level. Could we, for example, provide more details on vehicles (towing and cargo capacity, trunk size, etc.) for comparative purposes while also gathering more precise data on the last few kilometers driven ?”
To be continued…
