{"id":28750,"date":"2022-01-17T00:01:37","date_gmt":"2022-01-16T23:01:37","guid":{"rendered":"https:\/\/sport-auto.ch\/essais\/?post_type=post&p=28750"},"modified":"2023-03-26T12:04:13","modified_gmt":"2023-03-26T11:04:13","slug":"les-hybrides-rechargeables-torpillees-a-tort-par-une-etude-valaisanne","status":"publish","type":"post","link":"https:\/\/sport-auto.ch\/essais\/les-hybrides-rechargeables-torpillees-a-tort-par-une-etude-valaisanne\/","title":{"rendered":"LES HYBRIDES RECHARGEABLES TORPILL\u00c9ES \u00c0 TORT PAR UNE \u00c9TUDE VALAISANNE"},"content":{"rendered":"

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LES HYBRIDES RECHARGEABLES
TORPILL\u00c9ES \u00c0 TORT PAR
UNE \u00c9TUDE VALAISANNE<\/strong><\/h1>\n

 <\/p>\n

17.01.2022 – Bob de Graffenried<\/p>\n

Ces derniers jours, vous avez sans doute remarqu\u00e9 la publication de plusieurs articles annon\u00e7ant la suppression, dans le canton du Valais, des subventions aux v\u00e9hicules hybrides rechargeables. Cette d\u00e9cision fait suite \u00e0 une \u00e9tude financ\u00e9e par le canton du Valais r\u00e9alis\u00e9e en Valais par l\u2019entreprise Impact Living<\/a>. Sport-Auto.ch s\u2019est plong\u00e9 dans ce rapport de 38 pages aux conclusions alarmantes quant \u00e0 l\u2019efficience de ces v\u00e9hicules. Et ce que nous y avons d\u00e9couvert est assez \u00e9difiant.<\/p>\n

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header_6_text_shadow_vertical_length=”header_6_text_shadow_style,%91object Object%93″ header_6_text_shadow_vertical_length_tablet=”0px” header_6_text_shadow_blur_strength=”header_6_text_shadow_style,%91object Object%93″ header_6_text_shadow_blur_strength_tablet=”1px” box_shadow_horizontal_tablet=”0px” box_shadow_vertical_tablet=”0px” box_shadow_blur_tablet=”40px” box_shadow_spread_tablet=”0px” vertical_offset_tablet=”0″ horizontal_offset_tablet=”0″ z_index_tablet=”0″]<\/p>\n

Si on peut saluer la relative transparence de l\u2019\u00e9tude, on peut en revanche critiquer la mani\u00e8re dont elle a \u00e9t\u00e9 r\u00e9alis\u00e9e ainsi que la conclusion qui manque d\u2019objectivit\u00e9 face aux chiffres obtenus. Voici ce que nous reprochons principalement \u00e0 cette \u00e9tude<\/a> :<\/p>\n

 <\/p>\n

1 – Un pr\u00e9ambule mensonger \u00e0 l’encontre des hybrides rechargeables<\/strong><\/h2>\n

 <\/p>\n

Dans son introduction \u00e0 la page 2, les auteurs commencent par dresser un tableau r\u00e9sumant les enseignements de l\u2019\u00e9tude. On y lit notamment \u00ab\u00a0La variabilit\u00e9 de la consommation entre les diff\u00e9rents usagers est importante. <\/em>Toutefois, m\u00eame un conducteur avec des bornes de recharges \u00e0 la maison et au travail et effectuant des petits trajets n\u2019atteint pas les valeurs des constructeurs.<\/em>\u00a0\u00bb<\/em><\/p>\n

Ceci est faux et largement d\u00e9menti par l\u2019un des participants qui, sur une distance de 3’501 km, n\u2019a consomm\u00e9 que 1,09 l\/100 km de moyenne. Cette consommation correspond, selon l\u2019\u00e9tude, \u00e0 un rejet moyen de 25,96 grammes de CO2 par km, soit une valeur pratiquement deux fois inf\u00e9rieure aux 46 grammes annonc\u00e9s par le constructeur. Juste au-dessus dans le m\u00eame tableau, l\u2019\u00e9tude d\u00e9nonce une consommation d\u2019essence effective de +116% par rapport aux valeurs constructeurs, sans indiquer qu\u2019il est \u00e9galement possible de consommer nettement moins d\u2019essence qu\u2019annonc\u00e9 lorsque l\u2019utilisateur recharge suffisamment souvent son v\u00e9hicule pour rouler majoritairement en mode \u00e9lectrique.<\/p>\n

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2 – La p\u00e9riode choisie pour mener l’\u00e9tude<\/strong><\/h2>\n

 <\/p>\n

La page 13 de l’\u00e9tude mentionne que \u00ab Les donn\u00e9es de consommation ont \u00e9t\u00e9 collect\u00e9es\u00a0pendant une p\u00e9riode de 3 mois (juillet-ao\u00fbt-septembre). Durant cette p\u00e9riode, certains participants ont effectu\u00e9 des trajets hors de la Suisse (vacances). Les trajets occasionnels hors cantons sont quant a eux comptabilis\u00e9s dans les r\u00e9sultats. \u00bb<\/em><\/p>\n

Lorsqu’un utilisateur de v\u00e9hicule hybride rechargeable effectue un s\u00e9jour hors de son domicile, il n’a logiquement plus acc\u00e8s \u00e0 ses points de recharges habituels. L’avantage de ces v\u00e9hicules \u00e9tant justement leur flexibilit\u00e9 gr\u00e2ce au moteur thermique permettant de couvrir des longues distances, la consommation moyenne d’essence sera automatiquement plus \u00e9lev\u00e9e pendant les vacances que pendant le reste de l’ann\u00e9e. A l’inverse, les v\u00e9hicules thermiques sont avantag\u00e9s par ce choix, les longues distances parcourues sur l’autoroute aboutissant \u00e0 des consommations inf\u00e9rieures que lors des petits trajets quotidiens ! En outre, l’\u00e9tude ne pr\u00e9cise pas le nombre de kilom\u00e8tres effectu\u00e9s par les participants lors de leurs vacances, ceux-ci \u00e9tant uniquement interrog\u00e9s sur leurs trajets quotidiens (pages 35-38).<\/p>\n

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3 – Les mod\u00e8les choisis pour l\u2019\u00e9chantillon des hybrides rechargeables <\/strong><\/h2>\n

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Sous pr\u00e9texte qu\u2019il ait connu un fort succ\u00e8s d\u00e8s sa commercialisation, le Mitsubishi Outlander PHEV est largement sur-repr\u00e9sent\u00e9, avec 15 v\u00e9hicules sur 20, ce qui ne refl\u00e8te absolument pas l\u2019offre sur le march\u00e9 actuel. M\u00eame si la consommation d\u2019essence d\u00e9pendra plus de la fr\u00e9quence de recharge que du mod\u00e8le, il aurait \u00e9t\u00e9 plus coh\u00e9rent d\u2019avoir un \u00e9ventail plus vari\u00e9 de v\u00e9hicules. En effet, cet \u00e9chantillon n\u2019est constitu\u00e9 que de SUV \u00e0 transmission int\u00e9grale pesant plus de 1’900 kg \u00e0 vide. Sur le lot de 20 v\u00e9hicules, 19 mesurent plus de 4,68 m. Seul l\u2019Opel Grandland X, avec sa longueur de 4,47 m, est un SUV de taille moyenne. Il existe pourtant sur le march\u00e9 des mod\u00e8les plus compacts et sans transmission int\u00e9grale (\u2026 et donc plus l\u00e9gers et plus efficients). La puissance moyenne de cet \u00e9chantillon est de 244 chevaux.<\/strong><\/p>\n

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4 – Les mod\u00e8les choisis pour l\u2019\u00e9chantillon des v\u00e9hicules thermiques<\/strong><\/h2>\n

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Face \u00e0 ces hybrides rechargeables, l\u2019\u00e9tude oppose un \u00e9chantillon de 15 v\u00e9hicules thermiques qui pr\u00e9sentent des caract\u00e9ristiques bien plus vari\u00e9es, mais surtout inf\u00e9rieures. Face \u00e0 des SUV de 2 tonnes, on se demande bien ce que viennent faire des mod\u00e8les comme la Smart Fortwo, la Dacia Sandero, la Mercedes A180, la VW Golf ou encore les Suzuki Swift et Celerio, dont le volume et la p\u00e9n\u00e9tration dans l\u2019air (SCx) sont bien inf\u00e9rieurs. Sans que l\u2019\u00e9tude ne le mentionne, il appara\u00eet qu\u2019au moins la moiti\u00e9 des v\u00e9hicules de cet \u00e9chantillon ne sont pas \u00e9quip\u00e9s de la transmission int\u00e9grale. De plus, 5 d\u2019entre eux sont \u00e9quip\u00e9s d\u2019un moteur diesel, ce qui contribue encore \u00e0 tirer les valeurs de consommation du lot vers le bas alors que les 20 hybrides rechargeables sont tous dot\u00e9s d\u2019un moteur essence. La puissance moyenne de cet \u00e9chantillon est de 148 chevaux.<\/strong><\/p>\n

L\u2019\u00e9tude pr\u00e9cise cependant que \u00ab Ces v\u00e9hicules ne sont pas des mod\u00e8les thermiques \u00e9quivalents aux hybrides s\u00e9lectionn\u00e9s, mais pourront \u00eatre compar\u00e9s en fonction de leur puissance ainsi que de leur poids \u00e0 vide. \u00bb<\/em> Pourtant, \u00e0 la fin du rapport, les auteurs n\u2019h\u00e9sitent pas \u00e0 confronter les consommations d\u2019essence obtenues par les deux \u00e9chantillons, apr\u00e8s avoir \u00e9crit noir sur blanc qu\u2019ils ne sont pas \u00e9quivalents\u00a0!<\/p>\n

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5 – Une m\u00e9connaissance de l\u2019automobile et de l\u2019agr\u00e9ment fourni par l\u2019entra\u00eenement \u00e9lectrique<\/strong><\/h2>\n

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Pour justifier le fait que les v\u00e9hicules thermiques choisis soient moins puissants, on peut lire \u00e0 la page 23 : \u00ab\u00a0Il faut relever que pour une m\u00eame puissance les v\u00e9hicules hybrides rechargeables pr\u00e9sentent des consommations de carburant un peu inferieures aux v\u00e9hicules thermiques. Mais il faut pond\u00e9rer cette puissance par le fait que ces v\u00e9hicules sont \u00e9galement plus lourds du fait de leur double motorisation. Ce n\u2019est donc pas parce qu\u2019ils sont plus puissants qu\u2019ils sont plus performants en termes de conduite.\u00a0\u00bb<\/em><\/p>\n

Si cela peut s\u2019av\u00e9rer vrai dans certains cas, cela ne justifie en aucun cas une aussi grande diff\u00e9rence de gabarit, de poids et de puissance entre les v\u00e9hicules des deux \u00e9chantillons, ni encore moins que certains v\u00e9hicules thermiques choisis soient d\u00e9pourvus de la traction int\u00e9grale et\/ou dot\u00e9s d\u2019un moteur diesel.<\/p>\n

De plus, le couple suppl\u00e9mentaire fournit instantan\u00e9ment par le moteur \u00e9lectrique procure aux hybrides rechargeables un agr\u00e9ment de conduite sup\u00e9rieur \u00e0 celui de la plupart des v\u00e9hicules thermiques compar\u00e9s.<\/p>\n

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6 – Une conclusion qui nie la r\u00e9alit\u00e9 des chiffres obtenus <\/strong><\/h2>\n

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A la page 33 du rapport, la conclusion commence par citer les chiffres de consommation obtenus pour les deux cat\u00e9gories de v\u00e9hicules\u00a0:<\/p>\n

\u00ab\u00a0Les r\u00e9sultats de notre \u00e9tude montrent que sur le lot des 20 v\u00e9hicules hybrides plug-in, la consommation moyenne de carburant s\u2019\u00e9l\u00e8ve \u00e0 4.94 l\/100 km contre 7.01 l\/100 km pour le lot des 15 v\u00e9hicules thermiques conventionnels. Malgr\u00e9 une puissance moyenne du lot hybride plug-in plus \u00e9lev\u00e9e, 244 chevaux contre 148 chevaux pour les thermiques, les consommations per\u00e7ues sont l\u00e9g\u00e8rement inferieures.\u00a0\u00bb<\/em><\/p>\n

On constate donc que les v\u00e9hicules hybrides rechargeables ont consomm\u00e9 2,07 l\/100 km de moins que les v\u00e9hicules thermiques, soit une valeur inf\u00e9rieure de 30%, alors qu\u2019ils ont une puissance sup\u00e9rieure de 72%. Ils ont donc largement gagn\u00e9 au jeu de \u00ab\u00a0qui consomme le moins de carburant\u00a0\u00bb, ce tout en \u00e9tant en moyenne plus habitables, plus performants et dot\u00e9s d\u2019une moins bonne p\u00e9n\u00e9tration dans l\u2019air (SCx) que les v\u00e9hicules thermiques compar\u00e9s. <\/strong><\/p>\n

Si l\u2019\u00e9tude avait choisi uniquement des SUV \u00e0 traction int\u00e9grale et moteur essence pour l\u2019\u00e9chantillon des voitures thermiques, il est \u00e9vident que les hybrides rechargeables auraient encore davantage d\u00e9montr\u00e9 leur efficience. Pour avoir un d\u00e9but de r\u00e9ponse, concentrons-nous sur les SUV thermiques \u00e9quip\u00e9s d\u2019un moteur essence et dont les dimensions correspondent aux SUV hybrides rechargeables incrimin\u00e9s. Sur les 15 v\u00e9hicules thermiques, seuls 2 r\u00e9pondent \u00e0 ces crit\u00e8res : le Renault Koleos (4,67 m, 171 ch, WLTP 9,3 l\/100 km) et le Mercedes GLB (4,63 m, 224 ch, WLTP 9,1 l\/100 km). La consommation moyenne de ces deux v\u00e9hicules mesur\u00e9e pendant l\u2019\u00e9tude est de 9,62 l\/100 km, une valeur que l’on peut estim\u00e9e fiable car tr\u00e8s proche des consommations annonc\u00e9es pour le cycle WLTP. Cette consommation est sup\u00e9rieure de 21% aux 7,95 l\/100 km de l’unique participant d\u00e9clarant n\u2019avoir jamais recharg\u00e9 son Mitsubishi Outlander PHEV (4,69 m, 224 ch).<\/p>\n

Ainsi, les seules mesures comparables de cette \u00e9tude montrent que, m\u00eame sans le recharger, un v\u00e9hicule hybride rechargeable demeure plus efficient qu’un v\u00e9hicule thermique. Cette efficience va ensuite grandissante en fonction de la fr\u00e9quence \u00e0 laquelle l\u2019utilisateur recharge son v\u00e9hicule. D\u2019ailleurs, avec 4,94 l\/100 km de moyenne, les 20 hybrides rechargeables d’une puissance moyenne de 244 chevaux se sont av\u00e9r\u00e9s pratiquement deux fois plus efficients que les deux SUV thermiques \u00e9quivalents d’une puissance moyenne de 197,5 chevaux.\u00a0<\/strong><\/p>\n

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Mais malheureusement, la suite de la conclusion nie les faits pour se concentrer sur les objectifs climatiques : \u00ab\u00a0L\u2019hybride plug-in n\u2019apparait tout de m\u00eame pas comme une solution au vu des r\u00e9sultats. En situation r\u00e9elle, la moyenne des hybrides plug-in est l\u00e9g\u00e8rement au-dessus des 118 gr de CO2\/km valeur cible pour 2021. Cette technologie ne permet donc en aucun cas d\u2019acc\u00e9l\u00e9rer l\u2019atteinte des objectifs climatiques de 2030 et encore moins ceux de 2050.\u00a0\u00bb<\/em><\/p>\n

Sur les ondes de la RTS<\/a>, Marc Muller, fondateur de Impact Living et co-auteur de l\u2019\u00e9tude, va m\u00eame plus loin en qualifiant ces v\u00e9hicules d\u2019arnaque, en citant \u00ab un v\u00e9hicule dont la fiche d\u2019homologation annonce 2 l\/100km qui consomme en r\u00e9alit\u00e9 7 l\/100km \u00bb. Premi\u00e8rement, la consommation moyenne relev\u00e9e sur les 15 mod\u00e8les hybrides rechargeables de l\u2019\u00e9tude est de 4,94 l\/100km et non de 7 l\/100km comme il l\u2019affirme. Deuxi\u00e8mement, il faut aussi prendre en compte la consommation \u00e9lectrique qui est indiqu\u00e9e sur l\u2019\u00e9tiquette-\u00e9nergie.<\/p>\n

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header_6_text_shadow_vertical_length=”header_6_text_shadow_style,%91object Object%93″ header_6_text_shadow_vertical_length_tablet=”0px” header_6_text_shadow_blur_strength=”header_6_text_shadow_style,%91object Object%93″ header_6_text_shadow_blur_strength_tablet=”1px” box_shadow_horizontal_tablet=”0px” box_shadow_vertical_tablet=”0px” box_shadow_blur_tablet=”40px” box_shadow_spread_tablet=”0px” vertical_offset_tablet=”0″ horizontal_offset_tablet=”0″ z_index_tablet=”0″]<\/p>\n

Pour la Cupra Leon ST e-Hybrid<\/a> par exemple, l’\u00e9tiquette-\u00e9nergie indique une consommation WLTP de 1,6 litres d\u2019essence + 16,6 kWh pour 100 kilom\u00e8tres (exemples de consommation r\u00e9elle en annexe). Or, l\u2019\u00e9tude se concentre uniquement sur la consommation de carburant relev\u00e9e par les participants. Si certains en ont consomm\u00e9 plus qu\u2019annonc\u00e9, c\u2019est qu\u2019en contrepartie ils ont consomm\u00e9 moins d\u2019\u00e9lectricit\u00e9. Pour pouvoir parler d\u2019arnaque, il faudrait prouver que la consommation totale (essence + \u00e9lectricit\u00e9) est nettement sup\u00e9rieure \u00e0 ce qui figure sur l\u2019\u00e9tiquette-\u00e9nergie.<\/p>\n

[\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row admin_label=”row” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” use_custom_gutter=”off” gutter_width=”3″ padding_mobile=”off” allow_player_pause=”off” parallax=”off” parallax_method=”off” make_equal=”off” column_padding_mobile=”on” background_position=”top_left” background_repeat=”repeat” background_size=”initial” _builder_version=”3.0.98″ width=”80%” max_width=”800px”][et_pb_column type=”4_4″ custom_padding__hover=”|||” custom_padding=”|||” parallax_method=”on”][et_pb_text text_orientation=”justified” text_font=”Raleway||||” use_border_color=”off” text_text_color=”#828282″ background_position=”top_left” background_repeat=”repeat” background_size=”initial” _builder_version=”4.14.6″ text_text_shadow_horizontal_length=”text_text_shadow_style,%91object Object%93″ text_text_shadow_horizontal_length_tablet=”0px” text_text_shadow_vertical_length=”text_text_shadow_style,%91object Object%93″ 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header_6_text_shadow_vertical_length_tablet=”0px” header_6_text_shadow_blur_strength=”header_6_text_shadow_style,%91object Object%93″ header_6_text_shadow_blur_strength_tablet=”1px” box_shadow_horizontal_tablet=”0px” box_shadow_vertical_tablet=”0px” box_shadow_blur_tablet=”40px” box_shadow_spread_tablet=”0px” vertical_offset_tablet=”0″ horizontal_offset_tablet=”0″ z_index_tablet=”0″]<\/p>\n

\u00a0<\/h2>\n

La Conclusion de Sport-Auto.ch\u00a0<\/strong><\/h2>\n

 <\/p>\n

En corrigeant le biais d\u00e9crit au point 4, et malgr\u00e9 le biais incorrigible d\u00e9crit au point 2, nous avons illustr\u00e9 au point 6 que la consommation d’essence moyenne obtenue par les v\u00e9hicules hybrides rechargeables est pratiquement deux fois inf\u00e9rieure \u00e0 celle obtenue par les v\u00e9hicules thermiques \u00e9quivalents.<\/strong><\/p>\n

Les v\u00e9hicules hybrides rechargeables embarquant \u00e0 la fois un moteur thermique et un moteur \u00e9lectrique pouvant fonctionner ind\u00e9pendamment, il persistera toujours des \u00e9carts importants du m\u00e9lange carburant-\u00e9lectricit\u00e9 consomm\u00e9 suivant les utilisateurs et les distances parcourues. Toutefois, on peut raisonnablement penser que cet \u00e9cart va diminuer avec la densification des infrastructures de recharge et l\u2019augmentation de la capacit\u00e9 des batteries (Wh\/kg). D\u00e8s lors, pourquoi supprimer les subventions li\u00e9es \u00e0 ces v\u00e9hicules ? D\u2019autant plus que, m\u00eame lorsqu\u2019ils ne sont jamais branch\u00e9s \u00e0 une prise, ils permettent non seulement de r\u00e9cup\u00e9rer l\u2019\u00e9nergie lors des freinages et des descentes, mais aussi de recharger ponctuellement leur batterie en roulant, ce qui permet d’\u00e9mettre moins de pollution en ville, l\u00e0 o\u00f9 les v\u00e9hicules thermiques en \u00e9mettent le plus au kilom\u00e8tre.<\/p>\n

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header_5_text_shadow_blur_strength=”header_5_text_shadow_style,%91object Object%93″ header_5_text_shadow_blur_strength_tablet=”1px” header_6_text_shadow_horizontal_length=”header_6_text_shadow_style,%91object Object%93″ header_6_text_shadow_horizontal_length_tablet=”0px” header_6_text_shadow_vertical_length=”header_6_text_shadow_style,%91object Object%93″ header_6_text_shadow_vertical_length_tablet=”0px” header_6_text_shadow_blur_strength=”header_6_text_shadow_style,%91object Object%93″ header_6_text_shadow_blur_strength_tablet=”1px” box_shadow_horizontal_tablet=”0px” box_shadow_vertical_tablet=”0px” box_shadow_blur_tablet=”40px” box_shadow_spread_tablet=”0px” vertical_offset_tablet=”0″ horizontal_offset_tablet=”0″ z_index_tablet=”0″]<\/p>\n

En supprimant les subventions li\u00e9es aux v\u00e9hicules hybrides rechargeables, le canton du Valais esp\u00e8re certainement orienter les acheteurs vers des mod\u00e8les 100% \u00e9lectriques encore plus respectueux de l\u2019environnement. Toutefois, comme le laisse \u00e9galement entendre l\u2019\u00e9tude r\u00e9alis\u00e9e par Impact Living<\/a>, une bonne partie de la population n\u2019est pas encore pr\u00eate \u00e0 franchir ce pas pour de multiples raisons. D\u00e8s lors, les v\u00e9hicules hybrides rechargeables \u00e9tant plus co\u00fbteux \u00e0 l\u2019achat, le risque est que, sans contrepartie, une part importante de leurs acheteurs potentiels se rabatte sur un v\u00e9hicule thermique, moins cher et moins contraignant qu\u2019un mod\u00e8le 100% \u00e9lectrique, mais sensiblement plus polluant qu\u2019un hybride rechargeable.<\/strong><\/p>\n

 <\/p>\n

Bob de Graffenried – bob[@]sport-auto.ch<\/p>\n

 <\/p>\n

Ayant relu et\/ou contribu\u00e9 \u00e0 ce qui pr\u00e9c\u00e8de, les membres suivants de la r\u00e9daction de Sport-Auto.ch s’associent \u00e0 l’auteur :<\/em><\/p>\n

S\u00e9bastien Moulin – sebastien[@]sport-auto.ch
Anthony Monnier – anthony[@]sport-auto.ch
Michael Esteves – michael[@]sport-auto.ch
Ga\u00ebtan Brunetti – gaetan[@]sport-auto.ch
Nuno Ferreira – nuno[@]sport-auto.ch<\/p>\n

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Annexe – Exemples de consommation d\u2019un v\u00e9hicule hybride rechargeable <\/strong><\/h2>\n

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Les 12 novembre dernier, lors de notre essai de la Cupra Leon ST e-Hybrid<\/a>, nous avons d\u2019abord ralli\u00e9 Ecublens depuis Vevey en longeant le lac (parcours plat m\u00ealant des portions \u00e0 80, 60 et 50 km\/h). Comme le montre la photo ci-dessous, la consommation \u00e9lectrique est plus \u00e9lev\u00e9e qu\u2019annonc\u00e9e, mais nous n\u2019avons consomm\u00e9 aucun litre d\u2019essence (donc valeur plus faible qu\u2019annonc\u00e9e). L\u2019autonomie restante annonc\u00e9e apr\u00e8s 26 km est de 4 km, ce qui porte l\u2019autonomie en mode \u00e9lectrique \u00e0 une trentaine de kilom\u00e8tres, soit presque autant que le d\u00e9placement moyen quotidien en Suisse qui est de 36,8 km.<\/strong><\/p>\n

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Plus tard, nous repartons d\u2019Ecublens (402 m d\u2019altitude) pour nous rendre \u00e0 Ch\u00e2tel-Saint-Denis (805 m) en prenant l\u2019autoroute, sans avoir recharg\u00e9 la batterie. Il en r\u00e9sulte une consommation de 7.0 l + 1,8 kWh \/100km. Cette fois, c\u2019est l\u2019inverse, la consommation d\u2019essence est certes 4,4 fois plus \u00e9lev\u00e9e qu\u2019annonc\u00e9, mais la consommation d\u2019\u00e9lectricit\u00e9 est quant \u00e0 elle 9,2 fois plus faible\u00a0! Consid\u00e9rant que la diff\u00e9rence d\u2019altitude positive est de 403 m et qu\u2019il s\u2019agit d\u2019un break de 4,66 m avec une puissance cumul\u00e9e de 245 ch, nous pouvons affirmer que ce v\u00e9hicule tient ses promesses en mati\u00e8re d\u2019efficience. Notons au passage que nous v\u00e9rifions toujours \u00e0 la pompe les consommations indiqu\u00e9es dans les v\u00e9hicules, et que pour ce mod\u00e8le, la consommation indiqu\u00e9e par l\u2019ordinateur de bord correspond \u00e0 la consommation r\u00e9elle.<\/p>\n

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Edit 20.01.2022\u00a0 – Sport-Auto.ch donne son avis dans le journal de Canal9 :<\/strong><\/em><\/h4>\n

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