Tesla Beats Ford by Six Hours in 1,000-Mile EV Endurance Test

Driving 1000 Miles in 3 Cars: Gas vs Electric! — Marques Brownlee

Marques Brownlee

Tesla dominated the 1,000-mile route because integrated charger telemetry and reliable Superchargers avoided the broken third-party infrastructure that cost Ford six hours in delays.

AI-assisted summary of Driving 1000 Miles in 3 Cars: Gas vs Electric! — original source. Check the original for full context.

Source published:

Key ideas

  • In a 1,000-mile road trip comparison, the Tesla Model S Plaid finished only 1 hour and 32 minutes behind a gas-powered Audi Q5, while the Ford Mustang Mach-E lagged by 7 hours and 32 minutes. (9:29)
  • The massive delay for the Mustang Mach-E stemmed largely from first-day charging infrastructure failures and misleading native navigation, which routed the car to offline or broken third-party chargers. (4:55)
  • Tesla's dashboard range proved overly optimistic with a 15% discrepancy on the first leg, whereas Ford under-promised and over-delivered with conservative, reliable real-world battery estimates. (10:49)
  • Public DC fast charging cost $66.35 for the Tesla and $61.25 for the Mach-E versus $84.79 in gasoline for the Audi Q5, showing moderate savings that are far narrower than home overnight charging. (17:23)

Detailed notes

## Background Published on YouTube on September 9, 2021, by Marques Brownlee, this video documents a 1,000-mile road trip challenge comparing a Tesla Model S Plaid, a Ford Mustang Mach-E, and a gas-powered Audi Q5 to see which vehicle completes a set route fastest. The video description explains that the team completed the loop to evaluate real-world travel results between electric and combustion vehicles, noting that the Mach-E was provided by Ford for the comparison.

## TL;DR To evaluate the real-world practicality of long-distance electric travel, Marques Brownlee and his team ran a simultaneous 1,000-mile road trip pitting a Tesla Model S Plaid and a Ford Mustang Mach-E against an internal combustion Audi Q5 control. The gas-powered Audi completed the route with minimal downtime, while the Tesla trailed by only 1 hour and 32 minutes thanks to seamless Supercharger telemetry and reliability. In contrast, the Mustang Mach-E finished 7 hours and 32 minutes behind the gas baseline after suffering from broken third-party CCS chargers and misleading in-car navigation. The test concluded that while public fast charging yields moderate fuel cost savings over gas, software integration and network reliability are the decisive factors in EV road-tripping, alongside distinct differences between Tesla's optimistic range estimates and Ford's conservative ratings.

## Atmosphere & style The presentation blends Marques's trademark analytical polish with the genuine fatigue and unpredictable suspense of an endurance road trip. Viewers experience contrasting rhythms: the effortless, predictable cruising of the gas car stands against nail-biting EV moments, such as the Tesla crawling to a mountaintop Supercharger with only one mile of range and the Mach-E crew battling stranded midnight detours. Marques delivers his breakdown with calm, tech-oriented pragmatism, using clear analogies to make real-world logistical headaches feel both engaging and deeply informative.

## Bulletin - [09:29](https://www.youtube.com/watch?v=vXzuFprlyrw&t=569s) In a 1,000-mile road trip comparison, the Tesla Model S Plaid finished only 1 hour and 32 minutes behind a gas-powered Audi Q5, while the Ford Mustang Mach-E lagged by 7 hours and 32 minutes. - [04:55](https://www.youtube.com/watch?v=vXzuFprlyrw&t=295s) The massive delay for the Mustang Mach-E stemmed largely from first-day charging infrastructure failures and misleading native navigation, which routed the car to offline or broken third-party chargers. - [10:49](https://www.youtube.com/watch?v=vXzuFprlyrw&t=649s) Tesla's dashboard range proved overly optimistic with a 15% discrepancy on the first leg, whereas Ford under-promised and over-delivered with conservative, reliable real-world battery estimates. - [17:23](https://www.youtube.com/watch?v=vXzuFprlyrw&t=1043s) Public DC fast charging cost $66.35 for the Tesla and $61.25 for the Mach-E versus $84.79 in gasoline for the Audi Q5, showing moderate savings that are far narrower than home overnight charging.

## Key takeaways - [00:00](https://www.youtube.com/watch?v=vXzuFprlyrw&t=0s) The 1,000-mile road trip was designed as a controlled loop comparing an Audi Q5 gas car, a Tesla Model S Plaid, and a Ford Mustang Mach-E under identical speed limits. - [03:40](https://www.youtube.com/watch?v=vXzuFprlyrw&t=220s) The gas-powered Audi Q5 established a baseline pace with minimal downtime, requiring only brief fuel and meal stops to finish Day One in 11 hours and 8 minutes. - [03:40](https://www.youtube.com/watch?v=vXzuFprlyrw&t=220s) Marques pushed the Tesla to Lake Placid on a single charge, arriving with just 1 mile of range left before completing Day One less than an hour behind the gas car. - [04:55](https://www.youtube.com/watch?v=vXzuFprlyrw&t=295s) The Mustang Mach-E suffered cascading delays due to out-of-order chargers, a detour into Vermont, and malfunctioning stalls, ending Day One over five hours behind schedule. - [06:55](https://www.youtube.com/watch?v=vXzuFprlyrw&t=415s) Switching to third-party phone apps and prioritizing Electrify America hardware allowed the Mach-E to perform competitively on Day Two, finishing within an hour of the Tesla. - [09:29](https://www.youtube.com/watch?v=vXzuFprlyrw&t=569s) Over the full 1,000 miles, the Tesla added 1 hour and 32 minutes over gas, while the Mach-E added 7 hours and 32 minutes, mostly due to day one infrastructure bottlenecks. - [09:29](https://www.youtube.com/watch?v=vXzuFprlyrw&t=569s) The primary advantage for Tesla on long trips is not merely battery capacity, but the accuracy, integration, and real-time reliability of its charging telemetry. - [10:49](https://www.youtube.com/watch?v=vXzuFprlyrw&t=649s) Tesla range displays reflect maximum EPA highway estimates, meaning real-world highway driving often falls short—demonstrated by the Plaid draining to 1 mile across a 293-mile run. - [10:49](https://www.youtube.com/watch?v=vXzuFprlyrw&t=649s) Legacy automakers like Ford and Porsche employ an 'under promise, over deliver' strategy, resulting in dashboard range figures that closely match or exceed actual miles covered. - [13:45](https://www.youtube.com/watch?v=vXzuFprlyrw&t=825s) Tesla's proprietary Supercharger network mirrors Apple's vertically integrated Lightning standard, providing reliable real-time stall availability and hardware uptime. - [13:45](https://www.youtube.com/watch?v=vXzuFprlyrw&t=825s) The FordPass network functions like an open USB-C standard, aggregating disparate third-party CCS chargers that suffer from communication lags and frequent hardware defects. - [17:23](https://www.youtube.com/watch?v=vXzuFprlyrw&t=1043s) Public DC fast charging averaged 30 to 35 cents per kWh, yielding modest fuel cost savings over gasoline rather than the dramatic savings typical of residential charging. - [17:23](https://www.youtube.com/watch?v=vXzuFprlyrw&t=1043s) EV road trip viability depends heavily on use case: daily garage charging renders highway network deficits irrelevant, but long-distance travelers remain heavily reliant on robust fast-charging networks.

## Detailed walkthrough ### [00:00](https://www.youtube.com/watch?v=vXzuFprlyrw&t=0s) The 1,000-Mile Road Trip Experiment Setup

Marques introduces the core question of the video: in 2021, how much longer does a long road trip actually take in an electric vehicle compared to an internal combustion engine vehicle, and does the specific EV platform make a significant difference? Rather than relying solely on manufacturer spec sheets or idealized map-based charging routes, the team organized a 1,000-mile, loop-style road trip running three distinct vehicles simultaneously under controlled conditions.

To keep the comparison fair, the team laid down strict ground rules: no speeding, an identical hard cap speed limit applied across all vehicles, and mandatory photo waypoints along the route that every car had to reach. The planned route forms a large loop covering Lake Placid, Niagara Falls, Ithaca, and Scranton before heading back to the studio. To avoid extreme driver fatigue, an overnight break was scheduled at a hotel in Niagara Falls. To maintain accurate time deltas, the rules dictated that vehicles retain whatever state of charge they arrived with when waking up for the second leg. Marques teases the audience to guess the outcome, noting that while the finishing order might be easy to predict, the scale of the time gaps would likely surprise people.

The three test vehicles represent three distinct categories: - **Tesla Model S Plaid:** Equipped with 21-inch wheels, delivering an estimated full battery range of 350 miles and relying on Tesla's proprietary Supercharger network. - **Ford Mustang Mach-E (California Route 1 edition):** Offering roughly 305 miles of range on a 100% charge, primarily targeting third-party CCS DC fast-charging networks like Electrify America. - **Audi Q5 (Gasoline Control):** A conventional gas-powered SUV providing roughly 460 miles of range per full tank.

All three vehicles initiated the challenge simultaneously from a single starting location near the studio that featured a gas station, a Tesla Supercharger station, and an Electrify America station side-by-side, leaving with full tanks and 100% states of charge.

```mermaid flowchart TD accTitle: 1000-Mile Road Trip Vehicle Lineup and Route accDescr: Diagram showing the three competing vehicle types and the two-day waypoint circuit.

subgraph Vehicles["Competing Vehicles"] V1["Tesla Model S Plaid<br/>(350 mi range / Supercharger)"] V2["Ford Mustang Mach-E CR1<br/>(305 mi range / CCS / Electrify America)"] V3["Audi Q5 Gas SUV<br/>(460 mi range / Petrol Control)"] end

subgraph Day1["Day 1: ~650 Miles"] Start["Start: Studio Hub"] --> WP1["Waypoint: Lake Placid, NY"] WP1 --> StopOver["Overnight Stop: Niagara Falls, NY"] end

subgraph Day2["Day 2: ~350 Miles"] StopOver --> WP2["Waypoint: Cornell Clocktower (Ithaca, NY)"] WP2 --> WP3["Waypoint: Paper Building (Scranton, PA)"] WP3 --> Finish["Finish: Studio Hub"] end

Vehicles --> Start ```

[03:40](https://www.youtube.com/watch?v=vXzuFprlyrw&t=220s) Day One: Smooth Sailing for Gas, High-Stakes EV Routing

The first leg stretched roughly 650 miles toward Niagara Falls. The gas-powered Audi Q5 ran a straightforward, highly predictable schedule. It completed the run to Lake Placid in 4 hours and 49 minutes with just one five-minute gas-and-stretch stop. Continuing toward Niagara Falls, the gas crew stopped only twice more: 20 minutes for a sit-down meal and 10 minutes for fuel and a restroom break, pulling into the hotel after 11 hours and 8 minutes on the road.

Marques, piloting the Tesla Model S Plaid, opted for a high-risk strategy on the initial leg by attempting to push all the way from the start straight up into the mountains of Lake Placid on a single charge. The team bypassed the Lake Placid welcome sign without stopping for photos because the remaining battery was dropping precariously low. They made it to the summit Supercharger with just 1 mile of range left on the dash. After a 30-minute charging and snack break (during which the Audi passed them), they doubled back briefly to capture the required sign photograph. On the westward stretch to Niagara Falls, the Tesla stopped twice more to charge: a 46-minute session bringing the pack to full, followed by a conservative 8-minute top-up to guard against arriving empty. The Tesla reached Niagara Falls in almost exactly 12 hours with roughly 70 miles of remaining range—trailing the gas car by under an hour.

[04:55](https://www.youtube.com/watch?v=vXzuFprlyrw&t=295s) The Mach-E's Day One Charging Nightmare

While the Tesla managed its tight margin, the Ford Mustang Mach-E experienced a series of infrastructure failures that derailed its schedule. With the shortest total range among the trio, the Mach-E was forced to peel off for power earlier than the others. The vehicle’s onboard navigation routed the crew to an Evolve NY station that was entirely out of order. Stranded with only 36 miles of range remaining, the drivers could not proceed along the planned course and had to drive east in the wrong direction into Vermont to reach an operational charger, where they were forced to sit for nearly two hours to bank enough range.

Because of this detour, the Mach-E fell significantly behind schedule and made the tactical choice to skip the Lake Placid waypoint entirely to reach the hotel before dawn. Cruising westward, they completed a 41-minute fast charge that replenished the battery to near 80%. However, their troubles resurfaced at 9:30 PM when they reached a designated charging location that was completely broken. They diverted an additional 30 minutes to locate an alternative plug, only to connect to a malfunctioning charger that functioned at a trickle rate, adding a meager 2% over extended dwell time. Down to 5% battery, they made an anxious half-hour drive to an Electrify America location that worked correctly, charging for 46 minutes. The Mach-E finally pulled into the Niagara Falls hotel at 12:40 AM after 16 hours and 40 minutes on the road—roughly five hours behind the gas control.

Reflecting on how drastically real-world infrastructure failures amplify travel fatigue, Marques emphasizes: > “We've seen that online in the past, but now that it's happening to this team, as we're doing it, it's a whole nother thing to actually live through it.”

[06:55](https://www.youtube.com/watch?v=vXzuFprlyrw&t=415s) Day Two: Adaptation, Recovery, and the Electrify America Reality

On the second morning, all three vehicles departed Niagara Falls simultaneously with their overnight arrival battery states intact. Recognizing that the factory system was unreliable, the Mach-E team adapted their operational rules. Marques explained their revised plan: > “Team Mach-E would now operate under their newfound knowledge that the in-car navigation on the Ford could not be trusted.”

The Mach-E team discarded the native Ford navigation and approved stops, opting instead to scout manually via third-party smartphone apps to hunt exclusively for dedicated Electrify America hardware.

The Audi Q5 once again completed an uneventful run, driving directly to the Cornell clocktower in Ithaca, taking a 10-minute gas stop, adding a 10-minute food-only stop an hour later, photographing the paper building in Scranton, and rolling into the finish line in 7 hours and 51 minutes.

Because the Tesla arrived in Niagara Falls with only 70 miles of range, it opened Day Two with an immediate 15-minute Supercharger stop in Cheektowaga, followed by a 25-minute top-off in Ithaca to complete the clocktower photo stop. After photographing the Scranton landmark, the Plaid took one final combined charging and lunch stop in Bartonsville, completing Day Two in 8 hours flat—less than 10 minutes slower than the gas Audi on that leg.

The Mustang Mach-E experienced a much smoother Day Two under manual app routing, though hardware reliability issues persisted: - **Waterloo stop:** The first charger plugged into failed to initiate; switching to a second stall worked, yielding a 32-minute charge before the Ithaca waypoint. - **Scranton stop:** After a brief coffee stop en route, the team stopped at a four-stall Electrify America station where three of the four units were completely broken. The final operational stall worked, allowing a 32-minute charge. - **Day Two Finish:** The Mach-E reached the studio in 8 hours and 49 minutes, finishing only about 49 minutes behind the Tesla on the second leg, demonstrating that avoiding broken infrastructure narrowed the EV-to-EV performance gap considerably.

[09:29](https://www.youtube.com/watch?v=vXzuFprlyrw&t=569s) The Road Trip Results and Time Deltas

Marques introduces the final travel times for the 1,000-mile loop while acknowledging several real-world variables that affected each vehicle. Factors like wheel sizes, traffic conditions, navigation route choices, driver habits, and the time spent taking photos at designated waypoints introduced natural variations, leading Marques to assign a general plus-or-minus 10% delta to the overall journey durations. Despite those variables, the baseline comparison reveals a massive difference in how the two electric vehicles kept pace with a traditional combustion vehicle.

Over the course of the 1,000 miles, the Tesla Model S Plaid added only 1 hour and 32 minutes relative to the gas car, a delay Marques considers quite reasonable for an electric road trip. By contrast, the Ford Mustang Mach-E added a staggering 7 hours and 32 minutes over the gas baseline. Notably, 6.5 hours of that delay occurred entirely on the first day, followed by a modest 1 hour and 3 minutes added on day two. As Marques puts it: “So I think it's safe to say that if you do a lot of road trips, the Tesla road trip experience is currently pretty far ahead of any other electric car, especially here where we did the test in the US.”

However, Marques emphasizes that the underlying reason for Tesla's dominance is not simply what viewers might assume. While the car's slightly longer battery range and the proprietary Supercharger network certainly played their parts, the single most decisive factor across the entire experiment was the sheer accuracy and reliability of the data displayed on the dashboard.

- **Tesla total added time:** 1 hour, 32 minutes over the gas car - **Mustang Mach-E total added time:** 7 hours, 32 minutes over the gas car (6.5 hours lost on day one; 1 hour, 3 minutes lost on day two) - **Margin of error allowance:** ±10% delta due to traffic, photo stops, routes, and wheel setups

---

[10:49](https://www.youtube.com/watch?v=vXzuFprlyrw&t=649s) Quoted Range vs. Reality: Tesla Optimism vs. Ford Conservatism

Marques dives into how automakers calculate and report official range figures, contrasting Tesla's aggressive estimates against legacy manufacturers' conservative ratings. Tesla vehicles display numbers based on the absolute maximum EPA rating, which assumes ideal highway conditions. In real-world driving, reaching that figure requires near-impossible perfection in weather, outside temperature, road gradients, traffic flow, and vehicle speed. On the 21-inch wheels fitted to the test Model S Plaid, the car carries an official rating of 345 miles—placing it directly between a Long Range Model 3 and a Long Range Model Y.

Yet, Marques stresses that trusting that full 345-mile estimate in the wild is unrealistic. On the very first leg from the studio up to Lake Placid—a route measuring only 293 miles—the Plaid depleted its battery from 100% all the way down to a harrowing 1 mile of remaining range (0.3% state of charge). That represented a 15% discrepancy between quoted paper specs and real-world performance. Marques observes: “Like, if your car says you have 40 miles left, you better get to a charger in the next 30 miles or so.” He points out that even with modern heat pumps, cold temperatures force Tesla owners to mentally calibrate for extra battery drain to keep the pack conditioned.

The Mustang Mach-E operates on the exact opposite design philosophy. Its dashboard display proved exceptionally consistent with actual miles covered, often slightly beating its own projections. Marques compares this to the Porsche Taycan, which routinely outperforms its EPA rating by substantial margins, as well as the upcoming Ford F-150 Lightning, whose quoted range includes a 1,000-pound payload in the bed. Summarizing this divergence in corporate approach, Marques notes: “But I think the general philosophy you're seeing with the Fords and Porsches of the world is under promise over deliver.” In practice, despite the Model S Plaid claiming 345 miles on paper and the Mach-E California Route 1 claiming 305 miles, Marques expects both vehicles to cover roughly the same physical distance on a full charge.

```mermaid flowchart TD accTitle: Quoted vs Real-World EV Range accDescr: Comparison of how Tesla and Ford calculate, quote, and deliver battery range on long highway road trips.

subgraph Tesla["Tesla Model S Plaid"] T_Quote["Quoted EPA: 345 Miles<br>(Max Highway Calculation)"] T_Real["Real Drive: 293 Miles to Lake Placid<br>Arrived with 1 Mile (0.3% Battery)"] T_Result["15% Deficit Under Ideal Rating<br>Requires Driver Recalibration"] T_Quote --> T_Real --> T_Result end

subgraph Ford["Ford Mustang Mach-E (CA Route 1)"] F_Quote["Quoted EPA: 305 Miles<br>(Conservative Calculation)"] F_Real["Real Drive: Matches or Exceeds Display<br>Similar Philosophy to Taycan & Lightning"] F_Result["Consistent Real-World Delivery<br>Plaid and Mach-E Cover Roughly Same Distance"] F_Quote --> F_Real --> F_Result end ```

- **Tesla Model S Plaid (21" wheels):** 345 miles quoted range - **Mustang Mach-E California Route 1:** 305 miles quoted range - **Studio to Lake Placid test leg:** 293 miles driven; Plaid dropped from 345 miles to 1 mile (15% range deficit) - **Legacy EV engineering approach:** Under-promise and over-deliver to eliminate customer range anxiety

---

[13:45](https://www.youtube.com/watch?v=vXzuFprlyrw&t=825s) Charging Infrastructure and Software: The Lightning vs. USB-C Dilemma

For drivers who rarely embark on long trips, daily home charging makes highway infrastructure irrelevant, but Marques argues that robust fast-charging networks are everything when traveling long distance. Here, the structural differences between closed and open ecosystems become glaringly evident. Tesla operates approximately 1,100 Supercharger stations across the United States, placing them strategically along major interstate corridors, rest plazas, and shopping mall lots with walkable dining options. The hardware and vehicles are built by the same company to identical specifications, resulting in a cohesive, predictable charging experience.

Ford relies on the FordPass charging network, which aggregates diverse third-party public networks into a unified billing account. While Ford advertises it as North America's largest automaker-provided public network, Marques calls out the marketing spin: Ford did not build these chargers, nor does it maintain them. The umbrella covers roughly 600 ultra-fast Electrify America stalls (capable of up to 350 kW), but also ropes in unreliable, slow, or broken third-party stations. Because Ford lacks end-to-end integration, the car’s navigation system suffers from an information lag:

> “And because these chargers aren't built by Ford, they aren't managed directly by Ford. There's a bit of a communication gap between when one of them might go down and that information actually showing up to the driver in the car.”

This communication gap proved catastrophic during the road trip when the Mach-E navigated its crew straight to a bank of offline chargers undergoing maintenance. Had the Ford team arrived on empty, they would have been stranded. By contrast, Tesla’s in-car software actively routes around bottlenecks, displaying real-time stall availability, charging speeds, out-of-order plugs, and exact occupancy counts. Marques compares this dynamic to consumer technology standards: Tesla’s Supercharger network is like Apple's Lightning connector—proprietary, tightly controlled, vertically integrated, and seamless—whereas the third-party CCS public network is like USB-C: open and widely adopted, but plagued by inconsistent speeds, mixed build quality, and fragmentation.

| Charging Ecosystem Aspect | Tesla Supercharger Network | FordPass / CCS Public Network | |:--- |:--- |:--- | | **Hardware & Management** | Built, owned, and serviced directly by Tesla | Aggregates third parties (Electrify America, etc.) | | **Network Scale** | ~1,100 high-speed dedicated stations in the US | ~600 Electrify America DC fast chargers plus varied third parties | | **Real-Time Dash Telemetry** | Stalls available, active car counts, dead stalls, live charge speed | General station listings; often unaware of outages until arrival | | **Tech Industry Analogy** | Apple Lightning (vertically integrated, proprietary, consistent) | USB-C (open standard, fragmented quality and charging speeds) |

---

[17:23](https://www.youtube.com/watch?v=vXzuFprlyrw&t=1043s) Cost Comparisons, Future EV Tech, and Closing Thoughts

To answer frequent viewer questions, Marques provides an exact accounting of fuel and energy expenses for the 1,000-mile journey, starting with all three vehicles topped off to roughly 100%. The internal combustion support vehicle ran up $84.79 in gasoline costs. While both electric vehicles utilized promotional manufacturer charging credits, Marques calculated the actual retail dollar equivalent of the electricity consumed: the Tesla Supercharger sessions would have cost $66.35, while the Mustang Mach-E pulled $61.25 worth of energy across its FordPass sessions. On average, public fast-charging electricity prices hovered between 30 and 35 cents per kilowatt-hour, illustrating that while road-tripping an EV is cheaper than paying for gasoline, public DC fast charging does not yield the massive savings seen when charging at home overnight.

Marques reflects on how individual use cases dictate whether any of these limitations matter. Owners who use an EV primarily for daily commuting start every morning with a full battery from their garage, rendering public charging station headaches moot. However, for drivers who take regular long-distance highway trips, vehicle range and software-guided charging reliability remain paramount. The electric vehicle landscape is progressing rapidly, with charging hubs multiplying, charger speeds climbing, vehicle ranges expanding, and next-generation battery architectures like Tesla’s 4680 cells looming on the horizon. Marques hints that running this exact 1,000-mile endurance challenge again in a year or two might produce radically different outcomes, and directs viewers to The Studio channel to watch the cinematic, behind-the-scenes travel vlog of the road trip itself.

- **Gas car total fuel cost:** $84.79 - **Tesla Model S Plaid charging cost:** $66.35 (calculated equivalent) - **Mustang Mach-E charging cost:** $61.25 (billed through FordPass credit) - **Average DC fast-charging rate:** 30¢ to 35¢ per kWh

[18:58](https://www.youtube.com/watch?v=vXzuFprlyrw&t=1138s) Final Question to Viewers and Sign-Off

Marques Brownlee wraps up the 1,000-mile road trip experiment by turning directly to the audience with a question about their future vehicle plans. Curious about how consumer sentiment is shifting between powertrains, he prompts viewers to think about their upcoming decisions, asking: “Do you think it will be a gas car or an electric car?” Marques proposes using the video’s comment section as an informal community poll where people can weigh in on their choice. He encourages viewers to share the underlying reasons behind their decision, whether they lean toward internal combustion or battery electric power whenever that next purchase ultimately takes place.

With the prompt laid out for the audience, Marques concludes the journey. He thanks the audience for following along with the cross-car test, delivering his signature outro: “Thanks for watching this experiment. Talk to you guys in the next one. Peace.”

- Marques polls the audience on whether their next vehicle purchase will be a gas car or an electric car. - Viewers are invited to utilize the comment section as a voting forum and explain the rationale behind their preference.

## Notable quotes > [09:29](https://www.youtube.com/watch?v=vXzuFprlyrw&t=569s) I think it's safe to say that if you do a lot of road trips, the Tesla road trip experience is currently pretty far ahead of any other electric car, especially here where we did the test in the US. — Marques Brownlee

> [10:49](https://www.youtube.com/watch?v=vXzuFprlyrw&t=649s) I think the general philosophy you're seeing with the Fords and Porsches of the world is under promise over deliver. — Marques Brownlee

## Mentioned Marques Brownlee, Tesla Model S Plaid, Ford Mustang Mach-E, Audi Q5, Porsche Taycan, Ford F-150 Lightning, Tesla Supercharger, Electrify America, FordPass, Evolve NY, Apple, The Studio

## Video description We drove a Tesla, a Mustang Mach-E and a gas car 1000 miles in a loop to see which was fastest. This was our road trip results! Studio channel: http://youtube.com/TheStudio

MKBHD Merch: http://shop.MKBHD.com

Tech I'm using right now: https://www.amazon.com/shop/MKBHD

Intro Track: http://youtube.com/20syl Playlist of MKBHD Intro music: https://goo.gl/B3AWV5

Mach-E provided by Ford for the video.

~ http://twitter.com/MKBHD http://instagram.com/MKBHD http://facebook.com/MKBHD

[Source](https://www.youtube.com/watch?v=vXzuFprlyrw)

中文简报

特斯拉在千英里电动车耐力测试中领先福特六小时 特斯拉在千英里路程中占据绝对优势，其整合的充电桩遥测数据和可靠的超充网络，避免了导致福特延误六小时的第三方故障充电设施。 为了评估电动车长途出行的实际可行性，Marques Brownlee 及其团队组织了一场同步进行的 1000 英里自驾评测，让特斯拉 Model S Plaid 和福特 Mustang Mach-E 与作为对照的燃油车奥迪 Q5 一较高下。燃油版奥迪以最短的停歇时间跑毕全程，而特斯拉得益于顺畅的超充遥测数据与高可靠性，仅落后 1 小时 32 分钟。相比之下，Mustang Mach-E 遭遇了第三方 CCS 充电桩故障以及误导性的车机导航，最终比燃油对照车晚了 7 小时 32 分钟完赛。测试得出结论，尽管公共快充相比燃油能节省一定的补能成本，但软件整合度与充电网络可靠性才是电动车长途出行的决定性因素；此外，特斯拉乐观的续航预估与福特保守的标定之间也存在显著差异。 在 1000 英里的长途公路对比测试中，特斯拉 Model S Plaid 仅比燃油版奥迪 Q5 落后 1 小时 32 分钟，而福特 Mustang Mach-E 则落后了 7 小时 32 分钟。 (9:29) Mustang Mach-E 的大幅延误主要源于首日的充电基础设施故障及误导性的自带导航，该导航将车辆引导至离线或损坏的第三方充电桩。 (4:55) 特斯拉仪表盘显示的续航里程过于乐观，第一段路程出现了 15% 的偏差；而福特则做到了“少承诺多兑现”，其实际电池预估更为保守可靠。 (10:49) 特斯拉的公共直流快充费用为 66.35 美元，Mach-E 为 61.25 美元，而奥迪 Q5 的汽油费用为 84.79 美元，这表明公充节省的成本较为适中，差距远小于使用家用夜间充电。 (17:23)

Source quotes

[9:29] Marques Brownlee: I think it's safe to say that if you do a lot of road trips, the Tesla road trip experience is currently pretty far ahead of any other electric car, especially here where we did the test in the US. [10:49] Marques Brownlee: I think the general philosophy you're seeing with the Fords and Porsches of the world is under promise over deliver.

Original transcript

[0:00] (hip-hop music) [0:03] - What's up, MKBHD here. [0:04] So have you ever wondered how much longer it would take [0:07] to do a road trip in an electric car [0:09] versus a gas car in 2021? [0:12] And does it matter which type of electric car you take? [0:16] It's an interesting question. [0:17] I'm sure many of us have wondered this [0:19] and most reasonable people would probably stop there, [0:21] but not me, nope. - Nope. [0:23] - My team and I decided to actually find the real answer [0:28] by really doing it and running it like a, [0:30] sort of a scientific experiment. [0:31] So, you know, it's one thing to go by the numbers on paper, [0:34] which we all have and the chargers on the map, [0:36] which we can all look at, [0:37] but it's another thing to actually go do it. [0:41] Well we're just gonna find out. [0:42] We're gonna do this the hard way [0:44] by actually going on a massive road trip [0:46] with gas cars, and electric cars [0:49] to actually put this to the test. [0:51] So it's a little bit unscientific, [0:52] but we've got a set of rules [0:54] and we've got a route we're gonna take to make it happen. [0:56] So here are the cars. [0:59] First we have Tesla Model S Plaid. [1:02] You're probably familiar. [1:03] I've already done videos about this car, [1:05] with the 21 inch wheels on it right here. [1:07] It has a 350 mile range on a hundred percent battery. [1:12] Next to it here, we've got [1:14] a Ford Mustang Mach-E California Route 1 edition, [1:17] has about a 305 mile range, [1:20] charges at Electrify America chargers. [1:23] And then last but not least, we have a gas car control. [1:27] This is what's gonna make the results of the test, [1:29] I think pretty interesting. [1:30] So we've got an Audi Q5 here on a full tank of gas. [1:34] That'll get about 460 miles of range [1:39] and we're gonna start them off [1:41] from the same place at the same time. [1:42] There happens to be a spot near our studio [1:44] with a gas station, a Tesla Supercharger, [1:47] and Electrify America charger. [1:49] We're gonna leave with a full tank and a full battery [1:52] all at the same time from there. [1:53] We're gonna do a route that hits [1:56] Ithaca, New York, Lake Placid, New York, [1:59] Niagara Falls, Scranton, Pennsylvania, [2:02] we're gonna do this whole circle. [2:04] You've probably already seen a lot of this on Twitter [2:05] by the time this video goes up, but we've got members, [2:09] we got the whole team, most of the team here. [2:11] We're gonna be in these cars, [2:13] probably trash talking a little bit [2:14] and turning it into a bit of a race, [2:16] but to see exactly how much time charging [2:19] at these different infrastructures adds to a road trip. [2:21] So mile one of a thousand starts now. [2:25] So yeah, that's it pretty simple. [2:27] The goal, just treat it like a normal road trip. [2:31] You're obviously trying to go around the loop [2:32] as fast as possible, but two rules, one, no speeding. [2:36] We have a hard cap limit to our speed [2:37] for all of the cars that's the same, [2:39] but two, just hit all the waypoints, [2:41] just get all the pictures we want out of all those different [2:44] waypoints until you do the thousand miles. [2:46] We added an overnight break for sanity. [2:48] So we have a hotel in Niagara Falls [2:49] to break the trip into two days, [2:51] but everyone wakes up on the second day [2:53] with the same state of charge that they went to sleep with. [2:56] And we'll add up all the time deltas at the end. [2:58] So at this point, you know the route, you know the cars, [3:03] go ahead and guess how you think it went. [3:05] Go ahead and guess what you think happened. [3:07] What order did the cars come in [3:09] and how far apart did they finish the thousand miles? [3:12] Now I'll go ahead and tell you right off the bat, [3:14] your guess about the order of the cars, [3:16] the way they finish 1, 2, 3, it's probably correct. [3:20] Your guess about how far apart [3:21] they finished, probably wrong. [3:24] So we're putting together a whole video [3:25] on this road trip experience on The Studio channel. [3:28] So if you want all of the details on every single thing [3:30] that happened at each stop to each team, [3:33] if you want to go on the road trip with us, [3:34] go ahead and hit the subscribe button [3:35] to The Studio channel to see that when it comes out. [3:38] But this video is the breakdown of exactly what happened. [3:41] So the gas car, the gas car [3:43] had the most predictable trip, right? [3:45] So they stopped for five minutes for a break and gas [3:48] on the way up to Lake Placid. [3:49] Got there in four hours, 49 minutes. [3:52] Then they took two short breaks on the way to Niagara Falls. [3:55] One was 20 minutes for food. [3:57] And then the other was 10 minutes [3:58] for gas and using the bathroom. [4:00] That was their day one. [4:02] They arrived at Niagara Falls at 11 hours, eight minutes. [4:05] So then the Tesla trip took off at the same time. [4:07] Right off the bat it gets interesting. [4:09] I was driving and I decided to be kind of bold [4:12] and go all the way from the starting point [4:15] to Lake Placid up those mountains [4:17] on one charge without stopping. [4:19] We actually passed by the sign without stopping [4:21] to take a picture because our battery was so low [4:24] that we weren't sure if we were gonna make it, [4:26] but we did make it to the top. [4:28] And there was a Supercharger up there. [4:29] I had one mile remaining on the battery, [4:31] but that was our first stop for half an hour [4:33] where we got some snacks. [4:34] We got passed by the gas car, [4:36] but then we doubled back a bit to take a photo of the sign [4:39] and then headed over to Niagara Falls. [4:41] And we stopped two more times to charge on the way, [4:43] once for 46 minutes, [4:44] where it actually filled up the battery. [4:46] And another quick eight minute stop for safety [4:48] before arriving at Niagara Falls [4:50] with about 70 miles left on the battery, [4:52] in almost exactly 12 hours. [4:55] Then the Mustang Mach-E. [4:57] Okay. So they headed up towards Lake Placid, [5:00] along with the Tesla again at the same time, [5:02] but with the smallest range, they had to pull off first [5:05] and the car routed them to Evolve New York charger [5:08] that was out of order. [5:09] So with 36 miles on the battery, they had no choice [5:12] but to head the wrong direction into Vermont, [5:16] to the nearest available charger. [5:18] There they had to sit for almost two hours [5:20] before they left with enough battery. [5:22] And at this point they had gone so far out of the way. [5:25] And they're so far behind that they just decided [5:27] they could just skip Lake Placid, [5:29] just to make it to Niagara before the end of the day. [5:31] So that's what they did. [5:32] They skipped it and went straight across west. [5:34] They hit one more charger for 41 minutes, [5:36] which brought them to near 80% battery. [5:39] Then at 9:30 they arrived at [5:40] another charger stop that was also broken. [5:43] So they navigated for another half hour [5:46] to find another charger. [5:47] This turned out to be a barely working trickle charger, [5:50] where it only added 2% to their battery. [5:52] So they drove another half hour precariously [5:56] to an Electrify charger where they arrived with 5% left. [5:59] And this one worked perfectly for 46 minutes, [6:02] which gave them enough juice [6:03] to finally get to Niagara Falls. [6:06] By 12:40 in the morning [6:08] after 16 hours and 40 minutes on the road. [6:11] That's about five hours behind the gas car. [6:14] So that first leg taught us a lot. [6:17] So we're sitting about 650 miles in at this point, [6:20] the gas car as you probably predicted, is in first place. [6:23] The Tesla, as you may have also predicted is in second. [6:26] It's about half an hour behind after this first leg. [6:28] And the Mach-E in third, is now about five hours behind. [6:33] So, I mean, we've read the articles before [6:36] of horror stories of charging, [6:39] trying to do a road trip and a Porsche Taycan, [6:41] getting to a broken charger and all that. [6:42] We've seen that online in the past, [6:45] but now that it's happening to this team, as we're doing it, [6:48] it's a whole nother thing to actually live through it. [6:51] And actually both the members [6:53] of that Mach-E team are EV drivers. [6:55] Now in an attempt to even it out a bit on the second day, [6:59] the gas car and the Tesla wouldn't really change much, [7:01] but team Mach-E would now operate [7:04] under their newfound knowledge that the in-car navigation [7:08] on the Ford could not be trusted. [7:10] So they would be using their own apps. [7:12] They would be essentially trying [7:14] to only hit Electrify America chargers [7:17] for this leg of the trip. [7:18] Ignore what the car tells you to navigate to, [7:20] ignore the Ford approved stops. [7:23] 'Cause that clearly didn't work last time. [7:25] They're just gonna do it on their own more advanced way. [7:28] And that, shocker, went much better. [7:31] So all cars took off at the same time again, [7:33] and the gas car went straight to the Cornell clock. [7:36] Then after that photo, they took a short 10 minute gas stop. [7:39] And then an hour later [7:41] took another quick 10 minute food break. [7:42] Didn't even add gas during that stop, just stopped to eat. [7:45] Then they went straight to Scranton [7:46] for the paper building photo, [7:48] then all the way to the finish. [7:50] No range concerns at all, no problem. [7:52] This second leg took them seven hours, 51 minutes. [7:56] So the Tesla. [7:56] The Tesla arrived at Niagara [7:58] with pretty low battery, 70 miles left. [8:00] So we actually started off going right [8:02] to a charging stop at Cheektowaga. [8:04] 15 minute stop there. [8:06] Then we drove to another Supercharger at Ithaca [8:08] for 25 more minutes of charging. [8:11] Then from there, we got the Ithaca photo [8:13] and then went all the way down to Scranton, [8:15] took that photo and then took one last charging [8:18] and food stop at Bartonsville, [8:20] which gave us plenty more than enough to get home. [8:23] And our total, which was eight hours, [8:26] which was pretty impressively [8:27] less than an hour behind the gas car again. [8:30] Then the Mach-E with their new found confidence [8:33] in only using Electrify America chargers this time, [8:36] had a much better time today. [8:37] So they went to Waterloo for their first charge [8:40] where the first charger didn't work. [8:41] But the second one did and they charged for 32 minutes here. [8:45] Then they got to Ithaca take their Cornell photo. [8:48] Then they drove to Scranton [8:50] with one brief coffee break in the middle, [8:52] then nearby stopped at another EA charger [8:55] where three of the four chargers didn't work. [8:58] But the last one did. [8:59] So they charged there for 32 minutes [9:02] and made their way back to the studio [9:04] just about half an hour behind the Tesla. [9:06] So for a total of eight hours, 49 minutes. [9:09] So the order was still the same, [9:11] but the day two deltas were a bit smaller. [9:13] So I'd say I learned a few things [9:15] from this whole thousand mile road trip, [9:16] actually things that we kind of already knew, [9:19] but that are much more crystallized [9:21] now that we've gone through it. [9:22] Now to answer the question straight from the beginning, [9:24] how much time does switching to electric [9:26] actually add to the road trip? [9:28] First of all, I want to acknowledge [9:29] that there are plenty of different variables [9:32] that could contribute to some of the deltas. [9:35] Not only could I have used a different car [9:37] or different wheels for different range on each of them, [9:39] but there are also things like different traffic, [9:42] different amounts of time, taking photos at the waypoints, [9:46] different navigation routes and habits and things like that. [9:49] So I'm just gonna give like a plus or minus 10% delta [9:53] just on how long these things took. [9:55] So at the end we got, [9:56] the Tesla added one hour, 32 minutes [10:00] per thousand miles of road tripping. [10:02] It's really not bad. [10:03] And the Mustang Mach-E added seven hours and 32 minutes, [10:07] although six and a half hours of that was on the first day [10:10] and then it was an hour and three minutes on day two. [10:12] So I think it's safe to say [10:13] that if you do a lot of road trips, [10:16] the Tesla road trip experience is currently [10:19] pretty far ahead of any other electric car, [10:22] especially here where we did the test in the US. [10:26] But not for the reason you might be thinking, [10:29] like there's a couple variables in here. [10:31] And part of it is [10:32] the slightly longer range of the car, sure. [10:35] And part of it is the Supercharger network [10:38] versus the other networks used by the Mach-E, sure. [10:42] But the biggest thing that contributed to our results [10:46] was the accuracy of the information displayed in the car. [10:49] So for range differences, it's actually interesting. [10:52] It seems like the Tesla goes by [10:54] the max EPA estimated rating they can possibly quote, [10:57] which is mostly based on highway driving [11:00] and there's even some other official ratings in Europe. [11:01] There's a WLTP rating, [11:03] which has different ratios of city mixed in with highway. [11:07] There's another called NEDC. [11:08] But generally I've found that achieving Tesla's quoted range [11:12] would require pretty much perfect conditions. [11:16] Perfect weather, perfect temperature outside, [11:19] perfect roads, perfect traffic, not driving too fast. [11:24] You pretty much never get it perfect. [11:26] So the Plaid Model S that I've been driving [11:28] that we used for this test has a full battery rating [11:31] of 345 miles on those wheels. [11:34] It's right between the long range Model 3 [11:36] and long range Model Y. [11:38] But I would never, ever attempt to try [11:42] to reach a charger 345 miles away because as you're driving, [11:46] you can see the range dropping off of the battery [11:50] faster than you're covering them on the road. [11:52] Matter of fact, on the first leg of that trip we just did. [11:54] We went from the studio up to Lake Placid, [11:57] that went from 345 miles, full battery, [12:00] all the way down to one mile left [12:02] when we pulled in, 0.3% battery. [12:06] And that was only a 293 mile trip. [12:09] So that's a 15% difference between the range [12:12] you're quoted on paper with perfect conditions [12:15] and what we actually got. [12:15] And I feel like all Tesla owners I know [12:17] have really started to calibrate for this. [12:19] Like, if your car says you have 40 miles left, [12:22] you better get to a charger in the next 30 miles or so. [12:25] Like, that's just the way it is, especially in winter, [12:28] or if it's particularly cold, you know, [12:30] despite the new heat pump, it doesn't take zero energy [12:32] to get the battery to the temperature it likes. [12:34] So that's just the Tesla range and efficiency factor. [12:37] Now the Mustang Mach-E on the other hand, [12:39] very, very consistent with [12:41] the number being displayed on the dash [12:43] and the range you actually got. [12:44] Actually consistently outperformed that number [12:47] just a little bit, which leads me to believe Ford [12:49] isn't quoting the maximum EPA rated range possible. [12:54] And we found this to be true [12:55] of some other electric cars too. [12:56] the Porsche Taycon is one that actually consistently [12:59] way out performs its quoted range by a pretty big margin. [13:02] And you might remember also, [13:03] Ford told me their F-150 Lightning, [13:06] their quoted range will be with [13:07] a thousand pounds of cargo in the trunk. [13:09] So it may even go further when it's empty. [13:11] So these are all different ways of going about quoted range. [13:13] But I think the general philosophy you're seeing [13:15] with the Fords and Porsches of the world [13:18] is under promise over deliver. [13:21] Just so your customer doesn't have to worry too much [13:23] about the range that they say [13:24] they're gonna get in the car. [13:26] But here's the crazy part of all of this is, [13:29] Tesla Model S Plaid, on those 21s, [13:32] 345 miles of quoted range. [13:34] Ford Mustang, Mach-E California Route 1 edition, [13:37] 305 miles of quoted range. [13:40] I would expect those cars to go about the same distance. [13:44] Something to think about. [13:45] So the Tesla may have a bit more range sometimes, [13:46] but that clearly doesn't make nearly as much of a difference [13:49] as the infrastructure or the charging network [13:52] to fast charge and go on road trips. [13:54] Now, if you don't go on road trips that much, [13:56] none of this may really matter to you [13:58] in your ownership experience, and that's fine. [14:00] But if you do, the Tesla Supercharger network [14:02] is built and owned by Tesla and it's built [14:04] to the exact spec of their cars, works great with them. [14:08] And then there's every other EV [14:10] and all the other public charging networks [14:12] that kind of all have somewhat variable experiences. [14:16] I kind of think of it a little bit [14:17] like Lightning versus USB Type-C. [14:20] So right now, today there are [14:22] about 1100 Tesla Supercharger stations in the US [14:25] and they're mostly along major roads. [14:27] Either at rest stops or in mall parking lots, [14:29] around food, things like that. [14:31] And then with the Mach-E, [14:33] you will use the FordPass charging network. [14:36] And if you look on Ford's website for the Mach-E, [14:38] it says that that's the largest public charging network [14:41] in North America offered by a car manufacturer, [14:44] which is, it feels like they're [14:46] trying to loop in a couple of different things there [14:49] to make that statement true. [14:50] They definitely want to be able to say [14:51] they've got the biggest network, [14:53] but it's a public network too. [14:55] And it's clearly, it's not built by Ford. [14:57] And so the FordPass network [14:59] is looping in a bunch of different [15:01] other public charging networks into one. [15:05] It streamlines the payment experience. [15:07] So you only need one FordPass account. [15:08] It's convenient for the buyer, but that includes [15:12] about 600 Electrify America super fast chargers. [15:15] Some of them up to 350 kilowatts when the car supports it. [15:18] That's amazing, but that also includes some slow chargers, [15:24] some offline chargers, some out of order broken chargers. [15:29] And that's the difference. [15:29] And because these chargers aren't built by Ford, [15:32] they aren't managed directly by Ford. [15:35] There's a bit of a communication gap [15:37] between when one of them might go down [15:39] and that information actually showing up [15:42] to the driver in the car. [15:44] Usually it doesn't know until it gets there. [15:46] So the difference is literally when I sit down [15:48] to plan a road trip in the Tesla on the screen, [15:51] I'm getting all of my information. [15:53] This is what they've done so well with their software. [15:55] It's telling me whether or not I can make it [15:57] to my destination on one charge. [15:59] If I can't, it's gonna route me [16:00] through Superchargers along the way. [16:02] It tells me how long I need to charge at the Supercharger [16:05] to continue my trip and how much battery [16:07] it'll leave me with when I arrive. [16:08] But even better yet for each charger [16:11] it tells me how many stalls there are, [16:13] the speed of the chargers, how many are out of order [16:16] and how many are literally currently being occupied [16:19] by other cars charging right now. [16:21] Ford is able to tell you about as much as they know, [16:24] but they often don't know if there are chargers [16:27] that are down or broken or offline or something, [16:30] which is what happened during our trip, [16:32] the trip in the car navigated them [16:34] to a charger that was offline. [16:36] I think it was for maintenance. [16:37] It was being updated or something, [16:39] but that would have been really bad [16:40] if they'd arrived there with like one mile of battery left, [16:43] like I did when I arrived at Lake Placid, [16:45] knowing, trusting that the Superchargers [16:48] would be there and working, that's the difference. [16:51] I could really trust what was being shown in the car. [16:53] And when I arrived there I'd have chargers available. [16:55] And that's just not the case in the Ford. [16:57] So I kind of felt like if Lightning [16:59] is the Tesla Supercharger network, [17:01] it's tightly controlled by Apple the same way [17:03] the Tesla Supercharger network is tightly controlled [17:06] and you have the vertical integration [17:07] and that helps the experience. [17:08] But then on the other side, there's USB Type-C, [17:11] a more open standard, kind of like CCS, [17:13] which is the charger but like there's some that are faster. [17:17] There are some that are slower [17:18] and there's a whole mix in between. [17:20] So it's just, I'm getting in the weeds, [17:22] but that's what it reminded me of. [17:23] But then last FAQ. [17:24] I know we were wondering, [17:25] what's the cost difference actually, [17:27] between these two trips. [17:28] Electricity is typically cheaper than gas after all, [17:30] but how much cheaper? [17:31] So I wrote this down. [17:32] All the cars started from roughly a hundred percent, [17:34] like we said, leaving that initial stop. [17:36] The gas car spent $84.79 during their trip just on gas, [17:42] the Tesla, which had free supercharging credit. [17:44] But I went back and calculated [17:45] how much it would've cost, $66.35. [17:49] And then the Mach-E, same idea, [17:51] we had FordPass charging credit, [17:53] but we used about $61.25 of that credit. [17:57] So they all charge per kilowatt. [17:59] It was something around 30 to 35 cents per kilowatt. [18:02] So overall take from this what you will, [18:06] you might not be someone who does road trips, like I said, [18:08] and a big part of the electric car owning experience [18:11] is like starting every day with a hundred percent battery [18:14] in your garage, that's a totally different part of this. [18:16] But if you do, a lot of people do frequent road trips, [18:19] maybe an annual road trip, maybe even more than that, [18:22] then you start to think about this stuff. [18:23] And the situation is also constantly changing. [18:25] We're constantly gonna be getting [18:27] faster and faster chargers. [18:28] We're gonna get more chargers all over the world. [18:30] We're also gonna get longer and longer ranges in these EVs. [18:34] And so I'd be curious if we did another one of these tests [18:36] in a year or two, how it would fare, you know, [18:38] the 4680 batteries are around the corner, [18:40] allegedly for some of these cars. [18:42] So we'll see. [18:43] But again, if you want to see [18:44] how this entire experience actually went, [18:47] if you want to feel like [18:48] you're going along the road trip with us, [18:50] Studio channel link below is where you should go for that. [18:51] But in the meantime, I'm curious now that you've seen this, [18:54] now that you know, I want to know what you think [18:58] your next car purchase will be. [19:01] Do you think it will be a gas car or an electric car? [19:04] We'll use the comment section as like a polling. [19:06] And if you want to tell us why, let me know why, [19:08] but if you think your next car, whenever that is, [19:11] will be gas or electric. [19:13] All right, that's been it. [19:14] Thanks for watching this experiment. [19:16] Talk to you guys in the next one. [19:17] Peace.