Almost 80,000 and still within spec

The warranty is slowly coming to an end, and after nearly 80k km the car still meets every spec. Nothing to fix, nothing to replace under warranty. That's probably the best answer to the question I've been hearing from day one: "and what happens when the warranty runs out?". So far — nothing.

Battery: 94%

At the previous test, at around 67,000 km, the battery was at 95%. Now, after another 12 thousand km, it's 94%. One percentage point over a dozen or so thousand kilometres, including road trips and fast charging along the way. There is degradation, but it's symbolic — unnoticeable in everyday driving.

Why there are fewer and fewer posts

If you drop by regularly, you've probably noticed that posts appear less often. The reason is simple: more and more often we charge at our plot, where our house is being built. Fewer public chargers, fewer adventures with queues and price lists, fewer "interesting" stories to write about. The Tesla just sits, charges and drives — which is boring for a blog, but ideal for an owner.

The last or the second to last

This post is the last one — or the second to last. The blog is called "Tesla w bloku" (Tesla in the block), and we're moving out of the block soon. If everything goes to plan, we'll move into the house by Christmas, and then we'll close this diary with one final post — written under our own roof.

79,000 km, an inspection without a single remark, 94% battery. The EV in an apartment block held its own from the first to the (almost) last kilometre.

Text generated by AI based on content and data provided by the author.

Here's how it works out:

Wisła — Ionity on the road

The biggest trip of the period: Wisła. Along the way, charging at Ionity — fast, no queue, no fuss. The drive to the mountains and back is the main reason the odometer went up by almost 4000 km in a month.

A broken Supercharger at Okęcie

On the way back, a surprise: the Supercharger at Warsaw's Okęcie wasn't working. Sounds like the plot of a horror film starring range anxiety, but in practice — zero pain. There was enough energy left to calmly get there and top up near home. That's probably the best summary of life with an EV after a few years: a broken charger isn't a drama, just a small change of plans.

Everyday driving

Apart from Wisła, the usual: Warsaw ↔ Mińsk Mazowiecki, Mińsk Mazowiecki ↔ Otwock and a few drives around the area with no particular destination — because in summer driving is simply a pleasure.

Consumption of 16.6 kWh/100 km looks impressive next to the previous 18.2 — summer, less air conditioning on the motorway than heating in winter, calmer local routes. On top of that, electricity got cheaper, from 2.03 PLN to 1.61 PLN/kWh, and the effect is clear: we went down from 37 PLN to just under 27 PLN per 100 km.

The conclusion from the previous summary was confirmed: the difference between electricity at 2 PLN and at 1.6 PLN adds up to several hundred PLN at this mileage. A month with a trip to the mountains, a broken Supercharger and a lower bill than last time — the EV in an apartment block still holds its own.

Here's how it works out:

Why so expensive?

In short: no cheap charging. During this period I hardly charged at all at our plot (where our house is being built), and most of the energy came from fast chargers on the road — there was a trip to Inowrocław and a few motorway routes, where the car eats more and electricity costs the most.

Day to day, my main charging spot remained Allego in Mińsk Mazowiecki (yes, Allego B.V. — not Allegro), used with a FreshMile card. Convenient, close to the block, but it's still DC charging — price-wise it's a far cry from a night tariff from a socket.

The consumption itself — 18.2 kWh/100 km with a big share of motorway driving — is perfectly fine. It was the price per kilowatt-hour that made this result, not the Tesla.

Odds and ends

I removed the Enhance Auto dash — it was blocking the air vent too much, which made no sense with the hot weather coming. I'll move it somewhere else once I find a spare moment.

A month without fireworks: everyday life, work, road trips. The takeaway for the coming weeks is simple — get back to cheaper charging, because the difference between 1.6 and 2 PLN per kilowatt-hour adds up to several hundred PLN on the final bill. Summer is ahead of us, let's see what the next summary shows.

That works out to:

This also includes the trip to Mieroszów — 1066 km, two days and ~392 PLN for electricity. That trip pushed the average up, because an unplanned dash always costs more.

Ekoen over the May long weekend — charging at half price (and it could have been almost free)

Over the May long weekend Ekoen ran a promotion. It was sunny, the solar panels were doing their job, so you could charge for under 0.50 PLN/kWh, and at some hours for as little as 1 grosz. I picked a slot at 0.34 PLN/kWh — at least the queues weren't long. I could have aimed for the "pennies" price, but fighting for a spot during the promo's peak hours isn't my thing.

It's great that Ekoen runs campaigns like this. They have fast 350 kW chargers, their everyday prices are good, and on top of that there are promos like this. Super.

This is also part of the answer to why the average for this period came out at 1.62 PLN/kWh rather than 1.86 like on a classic Ionity route. A few really cheap stops over the long weekend pulled the top end down considerably — Ekoen at 0.34 PLN and the Supercharger on Al. Krakowska at 0 PLN (referral programme) did the job.

What's left of it

29.30 PLN per 100 km is a decent result for a period in which one of the two longer trips was completely unplanned. A combustion car over the same kilometres, at 6 l/100 km and 6.50 PLN/l for Pb95, would have come to ~39 PLN/100 km — a few zloty more. Not a cosmic difference, but it's there.

The Ekoen promotion also showed that when an operator wants to, solar-powered electricity prices can be truly ridiculous. The only question is whether this will stick as a permanent offer or remain an occasional campaign. For now I treat it as a nice bonus, not the rule.

We left on 28 April after work, without having charged, so the road was strewn with charging stops. First Warszawa Okęcie, then Lućmierz, and before our overnight stay Bielany Wrocławskie — the last kilometres for free. In total that day: 448 km, 91.88 kWh used and 177 PLN paid at public stations.

Mieroszów — the funeral and the oldest SuC in Poland along the way

After the overnight stay we set off on this scenic journey to the funeral in the town of Mieroszów. On the way we met up with friends near Kostomłoty — we couldn't pass up the fact that there was no queue (shock!) and topped up at the oldest still-working Supercharger in Poland. Expensive, slow, but ticked off the list.

Then the route through the scenic countryside towards Wałbrzych, practically right up to the Czech border, where our friend Jarek Hryszko was laid to rest in Mieroszów. Jarek, whose article on AI experiments inspired by "2001: A Space Odyssey" was recently published by spidersweb. We're all sad that you're no longer with us.

The way back — 618 km in one day

Heading back after the funeral: Bielany Wrocławskie, Nowostawy near Łódź, Warszawa Okęcie. That day: 618 km, 119 kWh used, average electricity cost 1.81 PLN/kWh. Together with the previous day — two days behind the wheel, three voivodeships, the Czech border within sight.

Stats for the whole trip

Average consumption ~19.8 kWh/100 km, average electricity price on this trip ~1.86 PLN/kWh. More expensive than on a typical route, because it was a dash after work with no planning — every charger that happened to be on the way.

Jarek — rest in peace.

Altogether it came to 615 km in one day, 80% of the route on the A2. The car used 123 kWh, and average consumption settled at 20 kWh/100 km at an average speed of 101 km/h. J. set off in the morning with the thermometer at zero and came back in the afternoon at sixteen degrees — it's quite rare for a single trip to cover such different conditions.

The weather that did a number on the first leg

The first 200 km were in "not very friendly" weather for an EV — from zero to about 5°C. In those conditions the battery isn't at its optimal temperature, the seat and steering wheel heating run practically the whole time, and the climate control keeps warming the cabin. The Tesla warms your backside efficiently, but it does so with electricity from the battery, so it shows in the consumption.

Over the next 150 km the temperature rose to 10°C, and then for the rest of the route it stayed around 14–16°C. The first leg noticeably pushed the average up, but that's simply honest April reality — not every trip starts at 20°C.

Charging: two stops at Ionity and a free Supercharger

On the route J. charged three times:

• Ionity Kutno — 36 kWh in 23 minutes, 1.86 PLN/kWh on the subscription (66.96 PLN)
• Ionity Kutno (second time, in the other direction) — 32 kWh in 15 minutes, 1.86 PLN/kWh (59.52 PLN)
• Supercharger Warszawa Al. Krakowska 51 — 34 kWh in 17 minutes, 0 PLN (free kilowatt-hours from the referral programme)

102 kWh came from public stations. The pace itself is interesting — 36 kWh in 23 minutes at Ionity and 34 kWh in 17 minutes at the Supercharger shows that with a warm battery on the road, charging isn't the bottleneck. The second stop at Ionity gave 32 kWh in 15 minutes, which is roughly as long as a coffee and toilet break. The rest of the energy (about 21 kWh) the car had from home, at 1.15 PLN/kWh — that's the top-up from the building site I wrote about in the post from the first half of April.

The real cost — 29 PLN per 100 km

The Ionity subscription costs 51.50 PLN a month. Since the second half of the trip, to pick up Grandma, falls in the same billing period, it's fair to count only half the subscription towards this route — 25.75 PLN.

The full bill for today's loop:

Over 615 km that comes to about 29 PLN per 100 km. And here I have to be honest: this result is pulled down a lot by the free kilowatt-hours from the SuC and the cheap electricity from the building site. Without them it would be noticeably higher.

What if the whole route ran on Ionity?

Just swap the SuC and the home top-up for the same rate as the rest. 123 kWh × 1.86 PLN + 25.75 PLN subscription is 254.53 PLN, i.e. about 41 PLN per 100 km. That's considerably more expensive. A difference of twelve PLN per 100 km seems small, but over 615 km it adds up to almost 75 PLN on a single trip.

It's worth doing this kind of calculation before saying "I drive on electricity for free". Ionity's subscription price is still reasonable, especially when you choose your stops sensibly, but these aren't free kilowatt-hours.

How much would a petrol car have cost?

At a guess, 5.5–6 litres of petrol per 100 km at a relaxed 101 km/h average. With Pb95 at around 6.50 PLN/l, that comes to roughly 36–39 PLN per 100 km. So today's real cost (29 PLN) is cheaper, but the hypothetical "Ionity only" scenario (41 PLN) already beats petrol by a few PLN per 100 km.

The difference isn't spectacular either way. This is the kind of result that best shows where we really are in 2026 — on a long trip an EV is neither dramatically cheaper nor dramatically more expensive than a petrol car. It all depends on how you plan your charging.

What this trip leaves us with

First — heating your backside and the steering wheel isn't free. The first 200 km at around zero noticeably pushed up consumption, and you can see it in the 20 kWh/100 km average. On the same route in June it would probably drop to 16–17.

Second — the "Ionity on the road + free Supercharger on the way into Warsaw" combination works very well time-wise. Three stops, 55 minutes in total, over 615 km and 80% motorway. The car charged practically for as long as the breaks lasted.

Third — and this is probably the most important — it's worth doing this calculation honestly. Free kilowatt-hours from the SuC make a pleasant difference in the monthly bill, but they're not a permanent component. In three weeks J. will drive the same route to pick up Grandma, and we'll see what the cost looks like in the other direction.

Numbers from the first half

From 1 to 20 April we charged 330.5 kWh for 549.10 PLN. On average that came to about 1.66 PLN per kWh. Total charging time was 18 hours — noticeably less than in March, even though 1,400 km went onto the odometer.

Average consumption was 18.4 kWh per 100 km, and the energy cost per 100 km (consumption times average price) comes to about 30.50 PLN — so below March, when it was around 35 PLN. The free kilowatt-hours and the very cheap construction-site power helped. The Tesla left the garage every day except 15 April — the only day the car stayed in the underground car park.

Free Supercharger — 46 kWh for zero zloty

In this period we got 46 kWh at the Warszawa Okęcie Supercharger (Al. Krakowska 51) as part of the free kilowatt-hours from Tesla's referral programme. We still have about 40 kWh left on the account, so the first half of May should also throw in a few “freebies”.

It's not something you can build a cost strategy on, but in the monthly tally it makes a nice difference — especially when the Supercharger happens to be on the way.

Charging at work and on the construction site

At J.'s work we were plugged in only once in this period — 8 hours in total. A curiosity, because in March it was one of our main sources of energy. Clearly the rhythm of the day has simply shifted.

On the other hand, there were 6 hours of charging at our own construction site, while the works were going on. Power from the construction meter at 1.15 PLN/kWh — for April 2026, that's the absolute top of cheapness. That brought in 72 kWh, i.e. over 20% of all the energy for the period.

Allego Stojadła and the French FreshMile card

We were at Allego Stojadła three times — a station that circulates in memes as “the most expensive charger in Poland”. Allego is a Belgian operator that has a few stations in Poland, and their price list is 3.39 PLN/kWh. In reality there are already more expensive locations, but Allego has become the symbol of expensive charging.

We charge there much more cheaply anyway thanks to the French FreshMile card — and that's the whole trick. FreshMile is a French roaming operator that sets its own rates on other operators' stations. At the same Allego charger we pay on average 2.17 PLN/kWh for 150 kW DC, instead of 3.39.

For anyone getting around Poland on public chargers, it's really worth checking out — we highly recommend FreshMile. Same charger, different price on the bill.

A hop over to Germany

The average speed for the whole period was 59 km/h, and Vmax 193 km/h. The latter clearly comes from a short trip across the Oder.

In motorway driving, energy consumption can jump significantly, so it'll be interesting to see how that affects the whole month's balance.

What's next

The second part of April will be a separate post, because there's still J.'s trip to Inowrocław planned — practically all of it on motorways. It's a good opportunity to see how the Tesla adds up on the A2 in April temperatures and how much a trip like that really costs when charging is done mostly on public chargers.

The first half of April did show one thing, though: the bigger the spread of tariffs (free kWh, construction-site power, FreshMile), the more interesting the settlement at the end. In May I'll try to show it as a full monthly picture.

Daily driving without a break

In March the Tesla was used for 31 days in a row. Total driving time came to 48.6 hours, and the average speed for the whole month was 37 km/h. That shows well that this wasn't a month dominated by one long trip, but by normal, everyday use: town, short runs, errands and a few longer stretches.

The busiest day was 28 March. That day added up to as much as 238.7 km in 15 trips, including a run to Warsaw, to Ostrobramska, and back. The longest single trip of the month, meanwhile, was 61.8 km — from Mińsk Mazowiecki to Warsaw, to Koszykowa.

In practice, March was fairly even. Weekdays accounted for 1496 km, about 60% of the total distance, and weekends added another 991 km. It's one of those months that show well that a Tesla in an apartment block doesn't have to be a car "for special occasions". It can simply do its job every day.

Energy consumption in March

Average energy consumption was 187 Wh/km at an average outside temperature of 10.4°C. In my experience that's a pretty reasonable result for March, a transitional month between winter and spring.

The comparison between colder and warmer days is interesting too. At temperatures below 5°C average consumption was 189 Wh/km, and on days above 15°C it was 191 Wh/km. At first glance that might seem surprising, but in practice it makes sense. Warmer days more often included faster stretches on expressways, and that can push consumption up more than the temperature alone brings it down.

Worth knowing: weather matters, but it's not the only factor. Driving style and type of route often affect the result just as much.

What charging looked like without my own wallbox

In March there were 21 charging sessions, and a total of 536.2 kWh of energy went into the battery. Total charging time was 52 hours. That shows well the scale of using the car when you don't have your own charging point by your apartment block.

Slow charging had the biggest share — 11 sessions and 341.2 kWh, about 64% of all energy - over 46h of charging during working hours. It's exactly this kind of charging that helps most with everyday EV use without a house with a garage. In my case these were most often the locations at Żegańska 1 and Warszawska 63.

There were also two charging sessions at the Supercharger on Al. Krakowska 51 in Warsaw. Interestingly, both turned out to be free. Altogether that added 81.7 kWh at no extra cost. Of course that's not something worth building a whole monthly plan around, but it makes a nice difference in the final tally.

The remaining sessions were at DC fast chargers — 8 sessions and 113.4 kWh. These chargers have their advantages, especially when you need to get range back quickly, but they're usually more expensive than calmer charging in the background of everyday duties.

Running costs

The total cost of charging in March was 995.73 PLN. The average energy cost came out at 1.86 PLN per kWh, and the cost of driving 100 km was 34.80 PLN. With mostly public charging, this is a result worth showing honestly: still reasonable, but without claiming that an EV always brings huge savings.

For comparison, driving the same distance in a combustion car using 7 litres per 100 km, with fuel at about 6.50 PLN per litre, would have cost about 1134 PLN. So the difference is roughly 138 PLN in the Tesla's favour.

It's not a spectacular advantage, but months like this are exactly the most valuable. They show real-world use, not an ideal scenario with charging only at home or only from a very cheap energy source. When you live in an apartment block, the final result depends above all on where and when you can charge the car.

What this month showed in practice

First, a Tesla used in an apartment block can easily handle an intensive month. If the car was driven every day and did almost 2500 km, it means that with well-organised habits you can manage without your own home charging.

Second, the mix of charging sessions matters a lot. The more calm, cheaper charging you do while at work or running daily errands, the better the final cost looks. Fast chargers are very useful, but they work best as a supplement.

Third, looking at temperature alone says little. In real-world use, routes, driving pace and whether the month includes more town or more expressway driving are just as important.

March summary

March closed with 2491 km, 21 charging sessions and an average consumption of 187 Wh/km. Energy cost just under 1000 PLN, and the cost of driving 100 km came to around 35 PLN. It was a very "real-life" month: no record-chasing, but with data that shows well the everyday reality of a Tesla used in an apartment block.

With the weather getting warmer and warmer, it will be interesting to compare these results with April. In theory conditions should favour lower consumption, but as usual a lot depends on what the routes and the rhythm of the day look like.

A summary of the last few weeks

Period: 06.02.2026 – 01.03.2026
Distance driven: 1600 km
Average consumption: 20.3 kWh / 100 km
Average energy price: 1.73 PLN / kWh

It was mostly motorway driving. At those speeds and in winter temperatures, consumption of 20.3 kWh/100 km is pretty much normal in practice. Cabin heating, battery heating, colder air – it all has an effect.

In my experience, in winter you simply have to accept that efficiency will be lower than in spring or summer.

Pricier charging in winter

The average price of 1.73 PLN/kWh comes mainly from using fast chargers on the road more often. Living in an apartment block, without my own wallbox, in winter I use the cheaper, slower charging points less often – there just isn't always time for it.

That's one aspect of running an electric car in these conditions – in winter the cost per 100 km clearly goes up.

With this consumption and this energy price, the cost of 100 km came to about:

20.3 kWh × 1.73 PLN ≈ 35 PLN / 100 km

In practice, that's close to driving a combustion car economically.

Surprises on the road

Twice I had a situation where the car started preconditioning the battery for charging (i.e. warming it up before arriving at the station), and when I got there the charger turned out to be out of order.

Unfortunately, these things happen. The charging network in Poland keeps getting better, but it can still be unreliable. The result:

• extra energy used on preconditioning the battery,
• having to change plans,
• driving on to the next station.

I don't treat it as a drama – more as part of real-world use. It's worth having an energy buffer and an alternative station in mind.

What will spring change?

The biggest difference is temperature.

As warmer days return:

• energy consumption will drop,
• intensive battery heating will kick in less often,
• motorway efficiency will improve.

In my experience, the difference between winter and spring can be several kWh per 100 km. That translates directly into a lower cost of driving 100 km.

Summary

Winter with a Tesla in an apartment block means:

• higher energy consumption,
• more frequent use of expensive DC chargers,
• greater sensitivity to infrastructure availability.

But it's just a seasonal phase. Now the warmer weather is coming back, and with it lower consumption and more predictable costs.

This is what real-world use looks like – no idealising, but no exaggerating either. Winter is more expensive. In spring things get lighter again – for the battery too.

The numbers for this period

• Distance driven: 3190 km
• Energy used: 678 kWh
• Average energy cost: 1.47 PLN/kWh

Based on that, it works out to:

• Average consumption: 21.3 kWh / 100 km
• Average cost of driving 100 km: approx. 31.3 PLN

These are typical winter figures, in hard frosts and without any special "eco-driving".

Driving and comfort in winter

Despite the low temperatures, the car drives without any problems. There wasn't a single situation where it wouldn't start, charge or function normally.
To be fair, though, the heating works hard. At temperatures of -10°C or -20°C, keeping the cabin comfortable has a clear impact on energy consumption.

On the other hand, the comfort pays off. There were times at -20°C when I got in and out of the car in just a hoodie, no jacket, completely relaxed. Sometimes I'd catch surprised looks from passers-by — especially when it was properly wintry outside, while inside it was simply warm and normal.

In practice

From my experience:

• in winter you have to reckon with higher energy consumption,
• the Tesla remains a fully usable car, even in hard frosts,
• not having home charging doesn't rule out comfortable use — it just takes some planning.

It's one of those things worth knowing before you buy, especially if you live in an apartment block. Winter puts theory to the test very quickly, and that theory — at least in my case — holds up pretty reasonably.

December alone added about 4,500 km:

• average consumption: 18 kWh / 100 km,
• about 1,500 km on motorways,
• about 500 km in town,
• the rest was the usual mixed driving.

Right now the odometer shows 48,200 km, and everything is still going exactly as I expected from an EV used every day, without a garage and without charging "at home".

What's next for the blog?

From 2026 the blog will work a little differently.
No regular monthly or yearly summaries. Rather:

• occasional posts when something interesting happens,
• short trip summaries,
• observations from life with an EV, if there's actually something to write about.

No pressure and no "writing because I have to".

And the priorities?

For now we're mainly focused on managing the construction of our house.
The Tesla keeps driving, charges wherever it can, and simply does its thing in the background of all that chaos.

If something worth showing comes up — it'll definitely come back here.
And if not — that'll be okay too 😉

A weekend with the Kodiaq RS

Over the weekend I tested a Kodiaq RS.
A really comfortable car, a great HUD, and Skoda's whole system is a dream – intuitive, fast, very polished.
But… after more than a year with an electric car, I can already feel the difference in handling:
even though the RS is quick, it feels heavier, more "sluggish".
I have to give it one thing, though – it's enormously spacious, and Gumiś could easily make himself comfortable in the back "behind J" :)

Battery test after 43k km and 14 months

The Tesla finally got its first battery test – in cold conditions, around 0°C.
The result? 96% capacity, meaning 4% degradation.

Comparison with the apps:

• S3XY: ~5.5%
• Tessie: ~3.96%

As you can see – Tessie is closer to reality, and 96% after that mileage is a really great result.

A whole week of mountains, hairpin bends, rain and a bit of sunshine.
Among other places, we visited:

• Biały Krzyż (Salmopol Pass) — several times, because the views never get old
• Czarna Wisełka
• the new viaducts near Węgierska Górka — a shame it was pouring at the time, so only the passenger got the panorama 😅

The hotel with free charging turned out to be a bullseye — thanks to it, the whole week in the mountains was fun and cheap 💚

📍 31.10 – trip to Łódź:
A 350 km route, using 66.5 kWh, driving mostly on the A2 motorway and the S2 expressway.
A great result, especially with the Supercharger price – 1.60 PLN gross per 1 kWh.

The Tesla also passed an important milestone – 40,000 km!
We're ending October with 40,833 km on the clock.

📊 Monthly stats:

• Driven: 3241 km
• Energy used: 571.7 kWh
  ➡️ Average consumption: 17.64 kWh / 100 km

💰 Average charging price: 1.19 PLN / kWh
➡️ Cost of driving 100 km: approx. 21.03 PLN / 100 km

Hunting for promotions and charging off-peak really makes a difference! 🔋

And right at the start of November — we're heading to the mountains! 🏔️

Oh, and the S3XY Strip arrived – I'm testing it a bit, but that's maybe for a separate post in the future :)

📍 Test route: from Mińsk Mazowiecki along the A2/S2 to the Wał Miedzeszyński exit in Warsaw, then through Karczew and Sobiekursk and back to Mińsk on the DK50.
➡️ 89 km in total.

🔋 Tesla Model Y vs Škoda Elroq RS comparison

👉 The difference is clear – the Tesla not only uses less energy, but also offers more range despite a smaller battery and a year of use.

September with the Tesla – summary 🚗⚡️

• 📊 Distance driven: 2597 km
• 🔋 Energy used: 394.6 kWh
• ⚖️ Average consumption: 15.2 kWh/100 km

Additionally:

• 📅 On 28 September 2025 the Tesla celebrated its first birthday 🎂
• 📉 Battery degradation according to Tessie: 3.2%
• 🚙 Total mileage at the end of September: 37,591 km

So September showed two faces of electromobility – on one hand a solid year of experience with the Tesla, on the other the chance to try out a competitor. The verdict? The Tesla still impresses with its efficiency and real-world range. 🔋🚀

• Distance driven: 2,338 km
• Energy used: 332.7 kWh
• Average energy cost: 1.69 PLN / kWh
• Average consumption: 14.2 kWh / 100 km

Charging broke down as follows:

• 33% of the energy we topped up at our house construction site,
• 40% at J's work,
• the rest was DC charging during trips.

📍 Fun fact: the Tesla is almost at 35,000 km! As of today, exactly: 34,993 km.

⚡ I'm also preparing for a webinar on e-mobility – I'll let you know in a month how it went.

ℹ️ And an important piece of news: from now on the blog is available at a new address, teslawbloku.eu. The change is due to problems with the previous domain provider.

This month was mostly about AC charging – whether at work or at our plot. Thanks to that, the average cost per 1 kWh of energy was only 1.43 PLN gross, which certainly had a positive effect on our holiday savings.

The Tesla has been with us for 10 months now, and at the end of July it got a surprise in the form of new software and navigation updates. As always, the updates bring improvements that make using the car even more comfortable and convenient.

It's just that from driving back and forth to the plot, where our house is being built, it's become a proper little mud monster ;)

Let me start by saying that I'm totally "sold" on Tesla's infotainment, so at first it was hard for me to adjust. But... over time it won me over! Interestingly, the Omoda 9 is a hybrid, but after some 10 kilometres I finally managed to get the "EV only" mode going.

The car is comfortable and roomy, the interior is "Mercedes-like", and the infotainment is decent, though a far cry from Tesla's. On the plus side: in EV mode, driving roughly 25% on the S2 expressway (100 km/h), 25% on the A2 motorway (140 km/h) and 50% on national roads (70–90 km/h), I covered about 130 km on electricity alone. For a big SUV with "the aerodynamics of a brick" – really not bad! Charging at the charger by Lidl – a maximum of 60 kW (the car can do 70 kW, so the charger turned out to be the bottleneck). Great stuff.

And on top of that... massage seats! My son kept saying "turn on the massage" over and over, so I won't hide that the comfort in this Omoda does the job. If this car were fully electric, it would be a serious rival to the Model Y. But as a hybrid? About 130 km of electric range, and up to 1000 km on one tank in hybrid mode – pretty good!

Of course, not everything is perfect. In Skodas I turned off the ISA system (i.e. the speed limiter) with one click; here I sometimes had to "click through" 2–3 menus. The additional screen sometimes didn't respond to touch, which could be irritating. I also couldn't find a sensible option for automatically tilting the mirror down when parking, and parking this car in a multi-storey car park... I felt a bit like I was in a tank.

I'd really like the Omoda 9 to be available in a purely electric version. Then it could take on the Model Y seriously. For someone who wants to drive "on electricity" day to day but needs the option of longer trips without stressing about charging – a great proposition. In town – EV, and on the road – hybrid (around 5 l consumption + assistance from the battery).

To sum up: a nice car, surprisingly good in everyday use. If you're looking for a compromise between an EV and a classic hybrid, the Omoda 9 Super Hybrid is definitely worth considering. Recommended!

I have to admit I had mixed feelings – at Testwarez 2023 I got to spend some time with the first-generation Enyaq and… back then that car really put me off VAG-style EVs. High energy consumption, fairly basic equipment and a really high price meant I dropped the subject for quite a while.

This time, though, it was a completely different story! The new Enyaq, priced close to a Tesla Model Y, genuinely surprised me in a good way. If you like German-style cars and want to stay within the VAG group – it's a great choice. I compared energy consumption on the same route, on the same day: Tesla 3 LR AWD – 11 kWh/100 km (a more aerodynamic sedan, of course) and the Enyaq – 14 kWh/100 km. Honestly, I was sure the Skoda would show 20–25 kWh/100 km, and yet here we are – a very good result. A big plus for Skoda!

On Sunday we swapped with Gumiś (hi, if you're reading!) and J spent most of the time behind the wheel, while I got to be a typical "passenger princess". The Elroq? It's a smaller Enyaq – nice, but not quite my thing. The infotainment system in Skodas (in the Enyaq, the Elroq and our Octavia alike) just doesn't speak to me. Interestingly, Cupra has a similar system, and in the Formentor I actually liked it – which shows how much a different software layer on top of the system can do.

To sum up – if you're looking for a modern electric Skoda (or simply a car from the VAG group), the new Enyaq and Elroq are really worth a look. You can configure them nicely for sensible money, and the energy consumption is a pleasant surprise.

June stats:

• Distance: 3,787 km
• Energy used: 580.5 kWh
• Average consumption: 153.3 Wh/km (i.e. 15.33 kWh/100 km)
• Average energy cost according to Tessie: 1.58 PLN per 1 kWh gross
• Average cost of driving 100 km: approx. 25 PLN gross

In June we charged the car as many as 8 times at our own plot of land – from a three-phase socket, so the electricity came out really cheap. We're using this option more and more often, and I have to admit the comfort and savings are very noticeable.

At the start of the month we also made trips to Kraków and Szczyrk – the journeys went smoothly, with charging on the road and at the destination stress-free and without overpaying.

To sum up – the Tesla copes brilliantly with both everyday driving and longer trips. With current electricity prices and the option of charging at our own plot, covering 100 km for approx. 25 PLN gross is a result that's hard to beat even when driving a combustion car economically.