By 2050, the charging of passenger electric cars and medium- to heavy-duty trucks could equal 65% of today's total network demand, the study shows. However, researchers anticipate that improving the efficiency of electric vehicles could halve energy consumption over the next 30 years, reducing the total network demand from electric vehicles by 20%.

The study identifies aerodynamics, reductions in rolling resistance, drivetrain improvements, and weight reduction as possible avenues for achieving efficiency gains. If this can be done without increasing vehicle costs — which is not guaranteed, of course — consumers could save $200 billion in transportation-related energy costs, according to the study.

However, researchers are banking on some ambitious targets. The study assumes a reduction from today's curb weight of 4,104 pounds for a 300-mile range EV to 1,952 pounds then — as well as a 50% reduction in tire rolling resistance.

It also means more miles from less battery material, which will greatly reduce the environmental footprint of electric vehicles. This is essentially what Stellantis CEO Carlos Tavares recently said is needed, in the form of a battery breakthrough, but achieved in a mix of different ways, not just with the battery.

To estimate growth for electric vehicles and other demands, the U.S. electric grid will need to nearly double by 2050 from 2022, according to the Energy Information Administration (EIA). But studies have suggested that even without such radical gains in electric vehicle efficiency, they will still reduce long-term electricity costs. Renewable energies could generate about half of the world's grid energy by 2050, but ideas such as electric vehicle virtual power plants will also play a role.

Electric vehicles might not be able to wait for grid improvements, though. As highlighted by the American Lung Association in 2020, a faster transition to electric vehicles will save thousands of lives and $185 billion by 2050. And according to the International Energy Agency (IEA), the industry will need to maintain a pace that might already be slipping away — reaching 60% of global electric vehicle sales, as required, to achieve net-zero emissions by 2050.

With all this in mind, a crucial short-term goal might be to convince many utilities not to scare off electric vehicle drivers and home electrification with electricity price hikes — which have recently reached 20% or more in some regions.

A simplified convertible version of the GranTurismo Folgore coupe launched last year as Maserati's first EV, the GranCabrio features a soft top that can be opened in 14 seconds and closed in 16 seconds while driving at speeds of up to 31 mph. Operation is done through a button on the central console or via gesture controls, swiping and holding left or right on the touchscreen.

The mentioned touchscreen measures 12.3 inches and is paired with an 8.8-inch screen for climate control. The leather-trimmed interior also features a 12.2-inch digital instrument cluster and standard neck-heating devices to make top-down driving more enjoyable in a wider range of conditions. The GranCabrio also offers 5.3 cubic feet of trunk space, which decreases to 4.0 cubic feet with the roof stored.

Three electric motors - one in the front and two in the rear - each have 402 horsepower. This adds up to a nominal power of over 1,200 horsepower, but the actual power is limited to 760 horsepower by inverters, silicon carbide items that Maserati claims are developed for Formula E racing. A synthesized sound column is provided, along with regenerative braking capable of a claimed deceleration of 0.65 g, but which abruptly stops (no pun intended) single-pedal driving.

Maserati estimates 0-62 mph in 2.8 seconds and a top speed of 180 mph, compared to 2.7 seconds and 199 mph for the GranTurismo Folgore coupe. So while the GranCabrio Folgore seemed like a potential rival for the next-generation Tesla Roadster, it's not quite in that realm of performance. However, it should be more luxurious, and the adjustable rear torque vectoring available in Corsa driving mode (one of four, along with Max-Range, GT, and Sport) is promising for maneuverability.

A 92.5 kWh (83.0 kWh usable) T-shaped battery pack is located in the transmission tunnel and behind the rear seats, ensuring a 50:50 weight distribution. EPA range is not yet certified, but Maserati estimates around 250 miles. An 800-volt electrical architecture allows for fast DC charging speeds capable of achieving a 20%-80% charge in 18 minutes, according to Maserati.

After the GranTurismo and GranCabrio, Maserati plans to launch a fully electric Folgore version of the Grecale SUV, its current entry-level model. These are the first steps toward the goals of having electric versions for all models by 2025 and gradually phasing out combustion engines by 2030.

Carlos Tavares, CEO of Maserati's parent company Stellantis, said EV technology is politicians' preferred technology, not the industry's, so will Maserati be able to inject the right kind of sentiment into these vehicles? Or is it just regulatory appeasement?

Most people don't need a car with a 400 or even 300 mile range if they have a short commute or can charge at home whenever they need to, but there's no denying that range anxiety will be a factor for some potential EV buyers. Having a long range means drivers can make long trips without needing to stop, while for others it simply means they don't have to remember to charge their car as regularly.

A long range can also be a benefit of having one of the latest electric vehicles in the form of high specifications, with a large battery, but I would always advise buyers to carefully consider how much range they actually need rather than simply opting for as much as they can afford. In general, a large range means a large battery which increases the weight of the car and the price. If you can live quite comfortably with a cheaper electric car which has a lower range, you could save money and actually gain some efficiency due to the lower weight of a smaller electric car model.

To help you understand just how much range you can get in modern electric vehicles, I've compiled a list of the longest ranges offered by electric cars currently on sale in the UK. The figures presented below are all derived from the official WLTP efficiency test, which is designed to be more representative of the ranges drivers will achieve in the real world than the old NEDC test. Read on to find out more about the top 10 electric cars with the longest range.

Mercedes EQE
The smaller sibling of Mercedes' flagship EQS limousine, the EQE is an executive saloon that's essentially the fully electric equivalent of the brand's E-Class. It uses the same EVA2 platform as the larger EQS, and its looks are equally uninspiring, but the EQE is very aerodynamic and can house a large 90 kWh battery, enabling a range of 376 miles.

If there's one thing the EQE gets right, it's ride comfort no matter what speed you're doing, and refinement is also excellent. However, the EQE does tend to float on its suspension just a little more than seems natural at higher speeds, and its high driving position and 2.3-tonne kerb weight make it feel more like an SUV to drive.

Renault Scenic E-Tech
The Renault Scenic started life as a people carrier in the late '90s and '00s, but has recently been reborn as a fully electric SUV-cum-MPV to take on family-friendly performance electric vehicles such as the Hyundai Ioniq 5 and Tesla Model Y.

Every Renault Scenic E-Tech sold in the UK is powered by a fairly large 87 kWh battery, which enables an official range of up to 379 miles. For context, that's around 40 miles further than any variant of the Tesla Model Y can cover on a single charge and over 60 miles further than the longest range offered by the Hyundai Ioniq 5. The Scenic is also less expensive than its two chief rivals, starting from just under £41,000 compared to just under £43,500 for the most basic Ioniq 5 and nearly £45,000 for an entry-level Model Y.

And yet, no Scenic is lacking in kit, even the standard Techno trim models that have 19-inch diamond-cut alloy wheels, LED headlights and taillights, heated and cooled seats and steering wheel, ambient lighting, a 12.3-inch digital driver display, and a 12-inch central touchscreen. Apps like Google Maps are also built-in, along with wireless Apple CarPlay and Android Auto connectivity for smartphones and numerous driver assistance and safety systems such as adaptive cruise control and blind-spot monitoring.

Polestar 3
Polestar's first SUV is only its third model overall, but if the Polestar 2 is anything to go by, the 3 should be a concern for its more established rivals. The Polestar 3 aims for the premium end of the electric SUV market, with rivals such as the Audi Q8 e-tron and BMW iX in its sights. Sharing a platform with the seven-seat Volvo EX90, the model 3 is equipped with an especially large 107 kWh battery. Polestar claims this unit is good for a range of up to 379 miles, while the 250 kW rapid charging capability means a 10-80% charge time of just 30 minutes.

Inside, the Polestar 3 is equipped with a generous amount of luxury comfort. These include a panoramic glass roof, ambient lighting, a 360-degree parking camera, soft-close doors, cabin air filtering, heated rear seats, a Bowers & Wilkins 25-speaker stereo system, and the latest Android Automotive infotainment system. Prices currently start from less than £80,000, with the first examples expected to arrive by mid-2024.

BMW iX
The iX is BMW's flagship electric SUV and boasts a range of up to 382 miles. Of course, the iX's style is somewhat divisive, but there's no arguing when it comes to its pure capability. Every iX has a dual-motor setup for all-wheel drive, while the cabin interior is packed with touch materials, and a high level of quality is evident throughout.

Two curved 14.5-inch screens feature the latest iDrive system from BMW, which is one of the slickest infotainment systems on the market, and few rivals come close to the refinement level