Our Mission
At EVmyths.ca, our mission is to provide Canadians with clear, accurate, and unbiased information about electric vehicles. In a space often filled with confusion and conflicting claims, we focus on real-world data, practical experience, and straightforward explanations to separate fact from fiction. Our goal is to help you make informed decisions you can trust—without hype, pressure, or misinformation.
Myth #1: Electric Vehicles Don’t Work in Cold Weather
The Reality
Electric vehicles do work in cold weather —including in some of the coldest parts of Canada. But like all vehicles, they are affected by winter conditions.
Yes, EVs lose range in the cold. Typically, you’ll see a 15–30% reduction depending on temperature, driving habits, and how much cabin heating you use. That’s because EVs use battery power to heat the cabin, unlike gas cars that reuse waste heat from the engine.
But here’s what often gets left out:
gas vehicles also become less efficient in winter. Cold engines, thicker fluids, winter fuel blends, and idling all reduce fuel economy—sometimes by a similar margin on short trips.
What Actually Matters
Preconditioning: EVs can warm the cabin and battery while plugged in, so you start with full range and a warm car
Daily driving: Most Canadians drive far less than the reduced winter range of modern EVs
Charging access: Home charging eliminates the need to “stop and fuel” in the cold altogether
Modern tech: Heat pumps and battery management systems have significantly improved winter performance
The Bottom Line
Cold weather impacts EVs—but it doesn’t make them unusable. With realistic expectations and basic winter habits, EVs handle Canadian winters just fine.
Sources: U.S. Department of Energy (Fuel Economy in Cold Weather), Canadian Automobile Association (EV Winter Testing 2025), Electric Autonomy fleet data, ThinkEV Canada winter range study.
Myth #2: Electric Vehicles Take Too Long to Charge
The Claim
Charging an electric vehicle takes hours, making them completely impractical compared to filling up a gas tank in a few minutes.
The Reality
This myth comes from thinking about EVs the same way as gas cars—but the experience is completely different.
Most EV charging happens at home, overnight. You simply plug in when you get home and wake up to a “full tank” every morning. No detours, no gas stations, no standing in the cold.
For daily driving, charging time is basically irrelevant—because the car charges while you sleep.
What About Road Trips?
When you do need to charge on the road, fast chargers can add a significant amount of range quickly:
• About 15–30 minutes can bring most EVs to 80%
• That’s typically enough time for a coffee, washroom break, or quick meal
• And unlike gas cars, you rarely need to go from empty to full—you’re usually just topping up.
What Actually Matters
• Home charging = convenience (the biggest advantage people underestimate)
• Fast-charging network continues to expand across Canada
• Charging speed varies by vehicle, but is improving every year
• You spend less total time “fueling” compared to gas cars
The Bottom Line
EVs don’t waste your time charging—they save you time by changing when and how you refuel. For most drivers, it’s actually far more convenient than gas.
Sources: U.S. Department of Energy (Alternative Fuels Data Center), Natural Resources Canada (EV charging guidance), International Energy Agency (Global EV Outlook 2024), BC Hydro EV Charging Guide, Tesla Supercharging data, Consumer Reports EV ownership studies.
Myth #3: Electric Vehicles Catch Fire More Often Than Gas Cars
The Claim
Electric vehicles are dangerous and more likely to catch fire than gas-powered cars because of their batteries.
The Reality
This one gets a lot of attention but the data tells a different story.
Electric vehicles catch fire far less often than gas vehicles. Gas cars carry flammable liquids, operate at high temperatures, and have been catching fire for over a century.
EV fires do happen but they are rare.
What is different is how they burn. EV battery fires can be harder to extinguish and may reignite, which makes them more newsworthy. But that does not mean they are more common.
What the Numbers Show
Gas vehicles have thousands of fires per year in North America.
EV fires occur at a much lower rate per vehicle.
Hybrid vehicles often have higher fire rates than both.
Fires per 100,000 Vehicles:
• Electric vehicles (EVs): ~25
• Gas / ICE vehicles: ~1,500–1,530
• Hybrids: ~3,400–3,475
These numbers come from aggregated data using sources like the National Transportation Safety Board and insurance studies, and they are the ones most consistently referenced across the industry.
What Actually Matters
All vehicles can catch fire—EV, gas, or hybrid.
EV batteries are heavily protected and tested for safety.
Media coverage amplifies EV incidents because they are newer and less understood.
Firefighters are now trained specifically for EV-related incidents.
The Bottom Line
EV fires are real but they are less common than gas car fires. The difference is perception, not risk.
Sources: Swedish Civil Contingencies Agency (MSB 2018 vehicle fire report), U.S. NFPA vehicle fire statistics, U.S. National Transportation Safety Board (lithium-ion battery fire behavior), International Energy Agency (Global EV Outlook 2024), AutoinsuranceEZ analysis of vehicle fire rates, EV FireSafe incident database.
Myth #4: EV Batteries Need to Be Replaced After a Few Years
The Claim
Electric vehicle batteries wear out quickly and need to be replaced after just a few years—making EV ownership extremely expensive.
The Reality
Modern EV batteries are designed to last a very long time—typically the life of the vehicle.
Most manufacturers offer battery warranties of 8 years or 160,000 km (or more), and in the real world, many EVs are far exceeding those numbers with minimal degradation.
Instead of suddenly failing, batteries usually degrade slowly over time, meaning you might lose a small percentage of range—not the entire battery.
What the Data Shows
- Many EVs retain 85–90% of their battery capacity after years of use
- High-mileage EVs (300,000+ km) are becoming more common
- Full battery failures are rare, not routine maintenance
What Actually Matters
- Battery management systems protect and optimize longevity
- Charging habits (like avoiding constant 100% fast charging) can help—but aren’t deal-breakers
- Battery replacements are expensive, but rarely needed
- Used EV values are improving as real-world data builds confidence
The Bottom Line
EV batteries don’t “die” after a few years—they last far longer than most people expect. For the vast majority of drivers, battery replacement is unlikely to ever be an issue.
Sources: U.S. Department of Energy (AFDC), Natural Resources Canada, Geotab EV Battery Degradation Study, Recurrent Auto real-world EV data, International Energy Agency (Global EV Outlook 2024), Consumer Reports EV ownership studies, BloombergNEF battery cost research, Tesla fleet data.
Myth #5: Electric Vehicles Are Worse for the Environment Than Gas Cars
The Claim
Because of battery production and mining, electric vehicles are actually worse for the environment than gas-powered cars.
The Reality
It’s true that EVs have a higher environmental footprint upfront, mainly due to battery manufacturing. But that’s only part of the story.
Over time, EVs quickly offset that initial impact by producing far fewer emissions during operation—especially in places like Canada, where much of the electricity comes from low-emission sources like hydro.
When you look at the full lifecycle (production + driving + disposal), EVs come out significantly ahead.
What the Data Shows
- EVs typically offset their higher production emissions within 1–2 years of driving
- Over their lifetime, EVs produce far fewer total emissions than gas vehicles
- Canada’s relatively clean electricity grid makes EVs even more environmentally beneficial
What Actually Matters
- Where your electricity comes from (cleaner grid = bigger advantage)
- How much you drive (more driving = more savings vs gas)
- Battery recycling is improving rapidly
- Gas vehicles burn fuel every day—EVs don’t
The Bottom Line
EVs aren’t perfect—but over their lifetime, they are significantly better for the environment than gas cars, especially in Canada.
Sources: International Energy Agency (Global EV Outlook 2024), U.S. EPA Green Vehicle Guide, Union of Concerned Scientists (Clean Vehicles report), International Council on Clean Transportation (ICCT lifecycle analysis), European Environment Agency (EV environmental impact studies), Natural Resources Canada, Canada Energy Regulator.
Myth #6: You’ll Run Out of Charge and Get Stranded
The Claim
Electric vehicles can suddenly run out of charge, leaving you stranded with no way to refuel.
The Reality
Running out of charge is possible—but it’s far less common than people think, and in many ways, EVs make it easier to avoid than gas cars.
Unlike gas vehicles, EVs give you very accurate, real-time range estimates, and they clearly show how far you can go based on your driving, temperature, and conditions.
Most EVs will also warn you multiple times as your battery gets low—and many will automatically guide you to the nearest charger.
What the Data Shows
- Most EV drivers rarely come close to 0%
- Navigation systems can route you to chargers automatically
- Public charging networks continue to expand across Canada
- Many drivers report less stress over time, not more
What Actually Matters
- You start every day “full” if you charge at home
- Planning matters more on long trips, just like fuel stops
- Apps and in-car navigation make charging easy to find
- You can’t “forget to fill up” at a station if you charge at home
The Bottom Line
Most EV's have 300-500km of range. Yes, you can run out of charge—but with modern EV tools and habits, it’s easy to avoid and no more likely than running out of gas.
Sources: U.S. Department of Energy (Alternative Fuels Data Center), Natural Resources Canada (EV guides + ZEVIP), Statistics Canada infrastructure data, Canadian Automobile Association (CAA EV resources), Tesla range guidance, AAA Foundation research.
Myth #7: Electric Vehicles Are Too Expensive Compared to Regular Cars
The Claim
Electric vehicles are much more expensive than regular new cars, so you’ll end up paying a lot more just to go electric.
The Reality: New EVs Can Be Affordable — Especially With Rebates
Thanks to Canada’s federal EV rebate program (up to $5,000 for eligible vehicles), many of the most affordable new electric cars today are priced closer to mainstream cars than most people realize.
Cheapest New EVs (MSRP, before rebates)
- Nissan Leaf — ~$41,748 CAD
- Chevrolet Bolt EV — ~$41,000–$42,000 CAD
- Mini Cooper SE Electric — ~$40,990 CAD
- Kia Niro EV — ~$45,595 CAD
- Hyundai Kona Electric — ~$46,499 CAD
- Chevrolet Equinox EV — ~$48,199–$51,498 CAD (rebate brings it closer to $43K–$46K)
After the $5,000 federal rebate (plus any provincial incentives), many of these EVs can drop into the $35,000–$45,000 range, very close to mainstream gas-powered cars.
Used EVs Are Even More Affordable
Canada’s used EV market is growing rapidly. Many models are only a few years old with low mileage, yet are selling for up to 50% off MSRP. That makes it possible to drive a modern EV for well under $30,000, with warranties still intact in many cases. For buyers looking for value, this is often the fastest way to own an EV without stretching the budget.
What Are Most Canadians Paying for a New Car Anyway?
The average price of a new vehicle in Canada sits around $63,000–$64,000 CAD. That means even new, affordable EVs — and especially used EVs — are below or close to the average transaction price, making them a competitive option for most buyers.
Why EVs Still Stack Up on Cost
- Lower fuel costs — electricity is typically cheaper per km than gas
- Lower maintenance costs — no oil changes, fewer moving parts
- Better long‑term savings — total cost of ownership often beats gas cars over time
- Rebates and incentives — both new and used EVs can qualify for savings
The Bottom Line
EVs are no longer “luxury-only.” Between federal/provincial incentives, lower operating costs, and a booming used market, many EVs are affordable for the average Canadian — sometimes even cheaper than a new gas-powered car.
Sources: Transport Canada (iZEV rebate program), Natural Resources Canada EV cost data, Canadian Black Book (vehicle pricing and depreciation), DesRosiers Automotive Consultants, U.S. Department of Energy (AFDC EV benefits), International Council on Clean Transportation (ICCT), BloombergNEF, Consumer Reports EV ownership studies, AutoTrader Canada market data.
Myth #8: EVs Just Move the Pollution from the Tailpipe to a Power Plant
The Claim
People argue that electric vehicles aren’t truly “clean” because the electricity they use comes from power plants, which produce pollution—so you’re just shifting emissions from the car tailpipe to somewhere else.
The Reality
This is a common misconception that ignores two key facts: gas cars are very inefficient, and Canada’s electricity grid is among the cleanest in the world.
Gas cars waste a lot of energy: Most internal combustion engines are only 20–30% efficient, meaning up to 80% of the energy in gasoline is lost as heat.
EVs are highly efficient: Electric motors are typically 80–90% efficient, so even electricity from fossil fuels powers the wheels far more effectively.
Canada’s electricity is clean: About 60–65% of Canada’s electricity comes from hydro, plus nuclear and wind/solar. That means most EV charging is already almost zero-emission compared to burning gasoline.
When you look at lifecycle emissions (production + driving + electricity), EVs in Canada emit far less CO₂ than a comparable gas car, even after considering electricity generation.
What the Numbers Show
Driving an EV in Canada produces roughly 50–75% fewer greenhouse gas emissions than a typical gas car per km
In provinces like Quebec, British Columbia, Manitoba, and Newfoundland, where the grid is mostly hydro, emissions are near zero
Gas vehicles produce tailpipe emissions every km, with no chance to offset energy losses
The Bottom Line
EVs aren’t just “moving pollution”—they use energy far more efficiently and mostly rely on clean electricity in Canada, making them a far greener choice than gas cars.
Sources: U.S. Department of Energy (AFDC vehicle efficiency data), International Energy Agency (Global EV Outlook 2024), Natural Resources Canada (EV and electricity mix data), Canada Energy Regulator (provincial grid emissions), Union of Concerned Scientists (cradle-to-grave emissions studies), U.S. Environmental Protection Agency (vehicle emissions lifecycle data), Hydro-Québec sustainability data.
Myth #9: EVs Aren’t Good for Long Road Trips Because Charging Takes Forever
The Claim
People say electric vehicles are only good for city driving and that long trips are impractical because charging takes so long.
The Reality
It’s true that EV charging isn’t exactly the same as filling a gas tank—but the practical experience is a lot closer than most people think.
Modern DC fast chargers can add significant range in about 15–20 minutes—around enough time to use the bathroom, stretch your legs, grab a drink or snack, and be ready to drive another 2–3 hours. That’s exactly the kind of break most drivers would take on a long trip anyway.
EV navigation systems and third‑party apps (like PlugShare or A Better Route Planner) help you plan efficient charging stops along major highways so you never have to drive “blind” trying to find power.
EVs Can Go Coast‑to‑Coast in Canada
EV road‑trip endurance isn’t just theoretical—people do it.
In 2020, a duo drove a Tesla EV from the west coast (Tsawwassen, BC) to the east coast (Halifax, NS) in just over 73 hours, stopping at charging stations along the way. That’s over 6,000 km across Canada—proof that EVs can handle even the longest drives with good planning.
And remember: EVs and charging infrastructure have only improved since then—better batteries, more fast chargers, and more efficient routing mean long trips today are easier than ever.
Why Charging Isn’t a Drawback
- 95% of charging is done at home — overnight or while parked.
- Public fast chargers add 100–300+ km in ~15–20 minutes on many vehicles.
- Most long drives naturally include breaks — charging fits right into that rhythm.
- Navigation apps plan your route & tell you where and how long to charge.
The Bottom Line
EVs aren’t “only for city life.” They’re fully capable of long road trips — coast‑to‑coast across Canada and beyond — and charging times on fast chargers generally align with normal breaks during travel. Charging isn’t a burden—it’s just a new kind of pit stop.
Here's the video documenting the Cross Canada EV Cannonball run!
https://youtu.be/I8XhUw7p9W0?si=lDFFapCYuG9bW0ik
Myth #10: EV Batteries Just Get Thrown Away and Are Toxic
The Claim
Some people claim that when EV batteries reach the end of their life, they’re just thrown away, causing massive toxic waste and environmental damage.
The Reality
Modern EV batteries are recyclable, and the industry is moving fast toward closed-loop recycling systems that recover lithium, nickel, cobalt, and other metals for reuse. Batteries are not “one-use” trash—they are a resource that can be repurposed for new batteries or other storage applications.
Meanwhile, gas cars have their own environmental costs that are often overlooked:
- Refining gasoline consumes huge amounts of energy and water
- Extracting crude oil and transporting it globally is highly carbon-intensive
- Gasoline is toxic and flammable, producing harmful emissions every time it’s burned
- Once gas is burned, it cannot be recycled—it’s a one-time energy source
By contrast:
- EV batteries can be recycled repeatedly, reducing the need for new raw materials
- Proper recycling prevents toxic metals from entering the environment
- EV manufacturing and disposal impacts are shrinking as the recycling industry grows, especially in Canada and North America
What the Numbers Show
- EV battery recycling can recover up to 95% of key materials
- Gasoline requires about 6–8 MJ of energy per litre just to refine, plus emissions from transport and combustion
- EVs in Canada, charged mostly with clean electricity, have far lower lifecycle emissions than gas cars even accounting for battery production
The Bottom Line
EV batteries are not single-use toxic waste. They’re a reusable, recyclable resource. Meanwhile, gas cars continuously burn fuel that cannot be recycled and produces emissions, pollution, and environmental hazards every kilometre. In other words, the “toxic waste” argument is far less severe for EVs than the ongoing impact of gasoline vehicles.
Sources: U.S. Department of Energy (Battery Recycling & Second-Life Programs), International Energy Agency (Global EV Outlook 2024), International Council on Clean Transportation (ICCT lifecycle analysis), Union of Concerned Scientists (cradle-to-grave emissions studies), U.S. EPA vehicle emissions data, European Commission Battery Regulation, Argonne National Laboratory, Natural Resources Canada, Li-Cycle Canada battery recycling.
Myth #11: The Grid Can’t Handle All These EVs
The Claim
Some people worry that if everyone drives an electric vehicle, the electricity grid will collapse—or at least be overloaded, leading to blackouts.
The Reality
Canada’s grid is robust and resilient, with a lot of excess capacity, especially in provinces that rely on hydro, nuclear, and other low-carbon sources. EVs will increase demand, but it’s nowhere near enough to overload the system.
- Most EV charging happens overnight at home when overall grid demand is low
- Utilities are increasingly implementing smart charging programs, which stagger charging to balance supply and demand
- EVs can actually help the grid in the future with vehicle-to-grid (V2G) technology, storing energy during low-demand hours and returning it when needed
What the Numbers Show
- Even with millions of EVs on the road, total Canadian electricity demand would increase by less than 10% over the next decade (Natural Resources Canada)
- Provinces like Quebec, Manitoba, and BC have so much hydroelectric capacity that they could support hundreds of thousands more EVs with no stress
- Grid modernization, renewable energy growth, and demand management make large-scale EV adoption entirely feasible
The Bottom Line
Canada’s electricity grid can handle the rise of EVs. In fact, EVs can complement clean energy systems, using smart charging to reduce peak demand and even store energy. Concerns about “overloading the grid” are mostly based on outdated assumptions, not real data.
Sources: Natural Resources Canada (EV and energy outlooks), Canada Energy Regulator (Energy Futures Report), International Energy Agency (Global EV Outlook 2024), U.S. Department of Energy (Smart Grid and Vehicle-Grid Integration), Hydro-Québec system data, provincial energy profiles (CER), U.S. DOE EV charging and grid integration reports.
Myth #12: Your Electric Bill Will Skyrocket If You Drive an EV
The Claim
People worry that charging an electric vehicle will make their home electricity bill explode—turning EV ownership into an expensive burden.
The Reality
EV charging is surprisingly cheap in most parts of Canada, especially if you take advantage of off-peak or overnight rates.
Quebec: With abundant hydroelectric power, electricity costs about $0.075 per kWh. That translates to roughly $0.02–$0.03 per km for most EVs.
Ontario: Some utilities offer ultra-low overnight plans, where electricity can cost as little as $0.03 per kWh, or about $0.01 per km for typical EVs. (hydroquebec.com & ieso.ca)
Even for longer daily driving, the total monthly cost to charge an EV is often less than the cost of a single tank of gas in a gas car.
What Actually Matters
- Charging at home overnight maximizes savings
- Public fast chargers cost more, but are only used occasionally on long trips
- EVs are far more energy-efficient than gas cars, so each km costs less to power
- With smart chargers or apps, you can schedule charging during the cheapest hours
The Bottom Line
An EV doesn’t mean massive electricity bills. In fact, in provinces with cheap hydro or off-peak rates, driving an EV can cost as little as $0.01 per km—cheaper than almost any gas vehicle.
Sources: Natural Resources Canada (EV cost and charging data), Hydro-Québec residential electricity rates, Independent Electricity System Operator (Ontario TOU pricing), Ontario Energy Board (electricity pricing structure), U.S. Department of Energy (AFDC EV cost comparisons), International Energy Agency (Global EV Outlook 2024), Consumer Reports EV ownership studies.
Myth #13: Home EV Chargers Cost a Fortune
The Claim
Some people think that installing a home EV charger is extremely expensive, making EV ownership cost-prohibitive.
The Reality
Most EVs come with Level 1 (standard 120V) or Level 2 (240V) charging capability. Installing a home charger is often much cheaper than people expect:
• Close to your electrical panel: You can install a NEMA 14-50 outlet for as little as a few hundred dollars.
• Longer runs or complex wiring: Can increase costs, but the investment is quickly offset by savings on gas.
Even better, there are ways to reduce costs or even get chargers for free:
• EVmyths.ca EV Charging & Accessories page lists affordable options and recommendations
• Grizzl-E program: You can get a FREE charger, and in some cases, they pay for part of your electricity used for charging (club.grizzl-e.com)
What Actually Matters
• Home charging is convenient, fast, and cost-effective
• Most people spend far less than a tank of gas per month to keep their EV topped up
• Free or subsidized programs make installing a charger even easier
The Bottom Line
Home EV charging isn’t expensive—it can be simple, affordable, and even free, depending on your setup. And the money you save on fuel quickly covers any installation costs.
Sources: Natural Resources Canada (EV charging guidance + ZEVIP program), U.S. Department of Energy (Alternative Fuels Data Center EV charging data), Consumer Reports EV ownership studies, Grizzl-E manufacturer information, Canadian federal EV infrastructure programs.
Myth #14: There Aren’t Enough Charging Stations for EVs
The Claim
A lot of people assume that public charging stations are rare or hard to find — making EVs impractical unless you only drive in the city.
The Reality
While it’s true that public charging adoption is growing fast, most EV drivers rarely rely on public stations for daily use — and the number of chargers across Canada is much larger than many people think.
🔌 Most charging (over 95%) happens at home or work, where EV owners plug in overnight or while parked — just like charging your phone. That means public infrastructure is mainly used for long trips and occasional top‑ups.
Canada’s Charging Network — What’s Actually There
Public charging infrastructure in Canada has expanded rapidly:
- About 36,739 public EV charging ports nationwide — including all levels.
- ~29,200 Level 2 chargers (slower public chargers found at shopping centres, workplaces, and urban locations)
- ~7,500 Level 3 (DC fast) chargers — the quickest stations for long‑distance travel.
That’s thousands of places where EV drivers can plug in — and this number keeps growing year after year.
Finding Chargers Is Easier Than You Think
EV navigation systems and apps like PlugShare map all of these stations across Canada. You can search by:
- Charger type (Level 2 or fast)
- Connector type (CCS, CHAdeMO, etc.)
- Amenities nearby (bathrooms, food, etc.)
These tools make road‑trip planning almost as simple as checking Google Maps for gas stations — except you can filter by what you actually need.
What Actually Matters
- Home charging is your primary source of power — convenient and cheap.
- Public chargers are widespread and growing, especially on highways and in urban areas.
- EVs and their navigation systems guide you to chargers automatically — no more guesswork.
The Bottom Line
There are plenty of public charging stations across Canada — and most EV drivers don’t even need them daily. With apps like PlugShare and built‑in navigation, finding a charger is easy, reliable, and getting better every year.
Sources: Natural Resources Canada (EV charging station database + ZEVIP program), U.S. Department of Energy (AFDC EV charging data), International Energy Agency (Global EV Outlook 2024), Canada Energy Regulator (energy infrastructure outlook), PlugShare EV charging platform, Hydro-Québec Electric Circuit network.
Myth #15: Electric Vehicles Aren’t Practical for Rural or Remote Areas
The Claim
Electric vehicles are only for city dwellers and will leave you stranded if you live in a rural community or remote part of Canada with limited public charging networks.
The Reality
While public charging is growing, rural drivers often have the ultimate advantage: residential parking for home charging. If you can plug in where you park, you start every day with a full charge, eliminating the need for a “service station” for nearly all fixed-route driving. For those racking up high mileage on country roads, the fuel savings and reduced maintenance of an EV actually make more financial sense than a gas vehicle.
What Actually Matters
- Home charging convenience: Rural homeowners typically have the electrical capacity and driveway space for a reliable Level 2 charger.
- Cost of Distance: The more you drive annually, the faster an EV pays for its initial cost through massive energy savings.
- Reliability: Fewer moving parts means fewer routine mechanical failures when you are far from specialized dealerships.
- Grid Expansion: Federal and provincial investments are rapidly filling charging gaps along Canada’s most remote highway corridors.
The Bottom Line
Living in a rural area doesn’t disqualify you from going electric. In fact, if you have a place to plug in and a long commute, an EV can be the most effective cost-saving tool in your driveway.
Sources: Natural Resources Canada (EV charging guidance + ZEVIP infrastructure program), U.S. Department of Energy (AFDC EV efficiency and charging data), International Energy Agency (Global EV Outlook 2024), Canada Energy Regulator (Energy Futures Report), Consumer Reports EV ownership studies, Petro-Canada EV charging network, Electric Circuit (Hydro-Québec).
Myth #16: Electric Vehicles Are Useless During a Power Outage
The Claim
If the power goes out, your electric vehicle becomes an immovable object that you can't charge, eventually leaving you stranded and without transportation.
The Reality
While you cannot charge an EV during a blackout, the same applies to gas cars—gas pumps are electric and stop working when the grid goes down. In fact, an EV often offers more flexibility during an outage.
- Most Canadian power outages last only a few hours, while modern EVs have hundreds of kilometres of range.
- Home charging means most EV owners start an outage with a 'full tank' by default.
- A partially charged EV is actually a powerful mobile energy source.
EVs Can Power Your Home
Bidirectional charging allows your EV to act as a backup generator, supplying energy back to your home when the utility grid fails. This is a level of security gas cars simply cannot offer.
- Power essential appliances like refrigerators to prevent food spoilage.
- Maintain critical home systems like furnace blowers in the winter.
- A typical 80kWh battery can power an average home's essentials for up to three days.
Gas Isn’t Always Available Either
In widespread outages, gas stations are often closed or overwhelmed by long lines. Your EV is already in your driveway with energy stored and ready to use, often making it more reliable than a gas car that requires a trip to a non-functional pump.
Real‑World Example
During recent major storms in Ontario and the Maritimes, several EV owners successfully used their vehicles' on-board power to keep their families warm and their electronics charged for over 48 hours until service was restored.
The Bottom Line
An EV doesn't leave you stranded during an outage; instead, it provides a portable energy reserve that can help you weather the storm. With modern tools, it's a security feature, not a drawback.
Sources: Natural Resources Canada (EV charging infrastructure, ZEVIP program, and home charging guidance), U.S. Department of Energy (vehicle-to-home/vehicle-to-grid integration, EV energy storage potential, and critical infrastructure power dependency), International Energy Agency (Global EV Outlook 2024 – charging resilience and grid integration of EVs), Canadian Electricity Association (grid reliability statistics and outage duration trends in Canada), Independent Electricity System Operator (IESO Ontario reliability and outage reporting data), Environment and Climate Change Canada (energy systems resilience and electrification planning context), Ford Motor Company (F-150 Lightning Intelligent Backup Power / home backup power capability), Hyundai Motor Group (Vehicle-to-Load technology and emergency appliance power use cases), Reuters (real-world use of EVs as emergency power sources during disasters, including Japan), Consumer Reports (EV ownership behaviour, home charging practicality, and range sufficiency for daily and emergency use patterns).
Myth #17: Electric Vehicles Are Impossible or Too Expensive to Repair
The Myth
If an EV gets damaged or has a mechanical issue, it’s impossible to fix. The parts aren't available, the tech is too complex for local shops, and insurers will just write it off immediately because it's essentially a disposable car.
The Reality
EVs are absolutely repairable. While the tech is different, many common repairs are manageable. In Canada, the network of trained technicians and parts availability is increasing rapidly as adoption grows.
• Specialized EV technicians are being trained across the country
• Common mechanical parts are readily available
• Diagnostic tools make identifying electrical issues quicker than mechanical ones
What Actually Gets Repaired
The majority of standard maintenance on an EV involves the same mechanical components found on gas vehicles. Suspension, steering, and braking systems are largely universal.
• Suspension and Steering: Shared with gas cars and repairable by any shop
• Braking Systems: Pads and rotors wear eventually (though regen makes them last longer)
• 12V Batteries and Lighting: standard maintenance items
• Climate Control: AC compressors and heaters are modular and serviceable
What About the Battery?
The battery is the most valuable part, but a fault doesn't always mandate a full replacement. Modular design often allows for targeted, more affordable fixes.
• Individual Module Replacement: Swapping out only the defective modules
• Software Balancing: Fixing capacity issues without physical part changes
• Secondary Market: Growing availability of refurbished and tested battery packs
Growing Repair Network
Canada's network of certified EV repair options is expanding. You no longer have to rely solely on the manufacturer for every minor adjustment or service.
• Major Franchises: Many chains are now training staff specifically for EV service
• Diagnostic Access: Standardized tooling is becoming available to independent shops
• Mobile Repair: Growing fleets of mobile service technicians for basic repairs
Why Some EVs Get Written Off
In the past, some insurers wrote off EVs because they lacked local repair options or parts pricing data. As the collision data pool grows in Canada, insurers are providing more realistic repair estimates, acknowledging that EVs are durable assets.
Compare to Gas Cars
Gas cars have thousands of moving parts that fail catastrophically as they age. EVs, in contrast, have a much lower part count which reduces the surface area for failure.
• No engine rebuilds or high-pressure fuel pumps to fail
• No failing transmissions or complex multi-stage exhaust systems
• Less chance of fluid leaks (oil, coolant, transmission fluid)
The Bottom Line
EVs aren't impossible to fix. As specialized technicians enter the Canadian workforce and parts production scales, EV repairs are becoming just as routine, and often simpler, than their gas-powered counterparts.
Sources: Natural Resources Canada (EV adoption, technician training initiatives, and automotive workforce electrification programs), U.S. Department of Energy (Alternative Fuels Data Center – EV maintenance comparisons, drivetrain simplicity, and reduced moving parts), International Energy Agency (Global EV Outlook 2024 – lifecycle cost, maintenance trends, and service ecosystem expansion), Canadian Vehicle Manufacturers’ Association (CVMA – EV production, parts supply chain development, and service network scaling), Automotive Service Association / Canadian auto repair industry training bodies (EV technician certification and high-voltage safety training expansion), Consumer Reports (EV ownership cost studies showing reduced maintenance and fewer routine service items vs ICE vehicles), J.D. Power (EV repair trends, service times, and warranty/repair network maturation), Insurance Bureau of Canada (vehicle repair trends, collision write-offs, and evolving EV repair cost normalization), Transport Canada (vehicle safety standards, repairability requirements, and certification frameworks), and Reuters (global insurer and repair network reports on EV collision repair expansion and battery repairability trends).
Myth #18: EV Chargers Are Powered by Diesel Generators
The Myth
Electric vehicle charging pads and stations are secretly run by loud, dirty diesel generators, making them just as polluting as—or even worse than—gasoline cars.
The Reality
In the vast majority of cases, EV chargers are connected directly to the local electricity grid. While a small handful of temporary or remote chargers might use a generator, these are rare exceptions.
• Grid connection is the design standard for over 99% of global infrastructure.
• "Off-grid" solar-powered stations are far more common than diesel-backed ones for remote highway links.
Where This Myth Comes From
Social media frequently circulates photos of individual diesel generators used for temporary event charging or isolated emergency stops.
• Photos are often shared without context to imply that all chargers run this way.
• These 'edge cases' represent a microscopic fraction of the global charging network.
Canadian Context
Canada features some of the cleanest electricity in the world, making the argument for EVs even stronger.
• Over 80% of Canada’s total grid comes from non-emitting sources like hydro and nuclear.
• Charging an EV in provinces like BC, Quebec, or Manitoba is effectively zeroes-emissions based on the grid mix.
Let’s Flip the Logic
Even if an industrial generator is required for a remote location, it remains more energy-efficient than a standard gas car.
• Industrial generators operate at a constant, high-efficiency 'sweet spot'.
• Consumer car engines waste huge amounts of energy idling or accelerating in traffic.
The Big Advantage
The grid gets cleaner every year. An EV gets 'greener' the longer you own it as our energy sources transition to renewables.
• As we add more wind and solar, your car's 'fuel' becomes more sustainable.
• EVs are ready today for the zero-emission electricity network of tomorrow.
The Bottom Line
The idea that EVs run on diesel is a distraction. In reality, EVs offer the only realistic path to a transportation system powered by the wind, the sun, and the clean water that flows through our rivers.
Sources: Natural Resources Canada (Canada electricity grid mix and regional emissions intensity), U.S. Department of Energy – AFDC (EV charging infrastructure is predominantly grid-connected), International Energy Agency (Global EV Outlook 2024 – charging infrastructure growth and grid integration), Canada Energy Regulator (Energy Futures Report – decarbonization of electricity supply), Environment and Climate Change Canada (national and provincial grid emissions data), Hydro-Québec / Electric Circuit (grid-powered public charging network), BC Hydro (EV charging infrastructure in hydro-based grids), Electric Power Research Institute (EV grid integration and charging demand studies), National Renewable Energy Laboratory (EV charging lifecycle and infrastructure analysis), Reuters (reports on rare temporary diesel-generator charging setups used in edge cases, not standard infrastructure).
Myth #19: EV Drivers in Canada Don’t Pay for Roads
Reality: They absolutely do — just in different ways
This myth comes from one partly true but misleading idea: EV drivers don’t pay gas taxes.
That part is true — EVs don’t buy gasoline, so they don’t contribute to fuel taxes, which have traditionally helped fund roads.
But that’s only one piece of the puzzle.
How EV drivers do pay for roads in Canada
1. General taxes (the biggest one)
Roads in Canada aren’t funded only by gas taxes.
Municipal roads are largely funded by property taxes
Provincial and federal roads also use income tax, sales tax, and other revenues
So EV drivers still contribute heavily — just like everyone else.
2. Vehicle registration & fees
Many provinces are already adjusting:
Some have higher registration fees for EVs
Others are considering or introducing EV-specific road-use fees
This is specifically to replace lost gas tax revenue.
3. Sales tax (often more upfront)
EVs are typically more expensive upfront:
That means more GST/HST paid at purchase
Often thousands more in tax compared to cheaper gas cars
4. Electricity isn’t tax-free either
Charging an EV isn’t “free of tax”:
Electricity bills include taxes and delivery charges
Public charging often includes fees + tax
The bigger picture
Gas taxes were never a perfect “user pays” system anyway:
More fuel-efficient gas cars already pay less road tax
People who drive less pay less — regardless of vehicle type
Yet everyone still uses the same roads
And governments are already adapting because:
Fuel-tax-based systems are becoming less sustainable as EV adoption grows.
Bottom line
EV drivers:
Don’t pay gas taxes
Do pay many other taxes that fund roads
Are increasingly being charged EV-specific fees
The system is changing, not “free riding.”
Sources: Natural Resources Canada (transportation electrification policy and tax implications), Department of Finance Canada (fuel excise tax revenue and infrastructure funding structure), Canada Revenue Agency (GST/HST applied to EV purchases and vehicle taxation), Statistics Canada (government revenue sources supporting road infrastructure), Parliamentary Budget Officer (fuel tax revenue decline and EV transition impacts), Canadian Council of Ministers of Transportation (road funding models and user-pay system evolution), Ontario Ministry of Finance (vehicle registration fees and provincial road funding mechanisms), BC Ministry of Transportation and Infrastructure (road funding and vehicle-related revenue systems), Canada Energy Regulator (transportation electrification and fiscal transition analysis), International Energy Agency (global EV policy and road taxation adjustments in electrifying economies).
Myth #20: EVs Ruin our Roads
Reality: EVs have minimal impact on road wear — heavy vehicles do the real damage
This myth usually comes from one idea: “EVs are heavier, so they must destroy roads.”
Sounds logical… but it’s missing the scale that actually matters.
Road damage isn’t linear — it’s exponential. Road wear follows what engineers call the Fourth Power Law: Damage increases with the fourth power of axle weight.
That means a vehicle twice as heavy doesn’t do 2× damage — it does 16× more damage. Where do EVs actually fit?
Typical weights:
• Gas sedan: ~1,500–1,800 kg
• EV sedan: ~1,800–2,200 kg
That’s a difference — but not a massive one. EVs may cause slightly more wear than similar gas cars, but it’s nowhere near significant in the big picture.
Who really damages roads?
Heavy vehicles dominate road wear:
• Transport trucks
• Buses
• Construction vehicles
A single fully loaded semi-truck can cause thousands of times more road damage than a passenger vehicle — EV or gas.
Why this myth sticks around
EV weight gets attention because it’s new, and people compare EVs to gas cars, not to the massive trucks that actually necessitate road repairs. It feels intuitive, but ignores how road engineering actually works.
Bottom line
EVs are slightly heavier than gas cars, and heavier vehicles do cause more wear. But passenger vehicles (EV or gas) are not the primary problem. Road damage is overwhelmingly caused by heavy trucks — not EVs.
Sources: U.S. Federal Highway Administration (pavement damage and axle-load / Fourth Power Law methodology), Transportation Association of Canada (pavement design and load equivalency standards), Natural Resources Canada (EV weight comparisons within Canadian light-duty fleet), Transport Canada (vehicle weight classes and infrastructure impact context), National Cooperative Highway Research Program (road wear and heavy vehicle impact studies), International Transport Forum (OECD) (freight trucks as primary driver of road wear), American Association of State Highway and Transportation Officials (AASHTO) (pavement design and ESAL load models), and peer-reviewed civil engineering studies on axle load vs pavement deterioration.
Myth #21: “If EVs are so great, why do they need subsidies? "Let the market decide.”
Reality: The market has never been subsidy-free — especially for fossil fuels
This argument assumes gas cars compete in a “free market.”
They don’t.
They never have.
Fossil fuels receive massive subsidies
Governments in Canada and globally have supported oil and gas for decades through:
• Direct funding
• Tax breaks
• Exploration incentives
• Infrastructure support
According to the International Monetary Fund, fossil fuel subsidies globally total trillions of dollars annually when you include indirect costs.
Even in Canada, support for oil and gas has reached billions per year depending on how it’s measured.
EV incentives are newer — and smaller
EV incentives exist to:
• Help new technology scale
• Offset higher upfront costs
• Accelerate adoption of cleaner alternatives
They’re not unique — they follow the same pattern used for:
• Solar
• Wind
• Oil & gas (historically)
Markets don’t build themselves
“Let the market decide” ignores how markets actually work:
• Roads are publicly funded
• Gas infrastructure was heavily subsidized
• Oil exploration was government-supported
The current system was built — not left alone.
EV incentives are temporary
Most EV incentives are designed to:
• Phase out as prices drop
• Disappear as adoption increases
We’re already seeing this happen in multiple regions.
The real comparison
It’s not:
• EVs with subsidies vs gas cars without
It’s:
• EVs with new, visible incentives vs gas cars with decades of embedded support
Bottom line
• The auto market has never been truly “free”
• Fossil fuels have received massive, long-term subsidies
• EV incentives are smaller and temporary by comparison
This isn’t about “propping up EVs”
It’s about leveling a playing field that never was level
Sources: International Monetary Fund (fossil fuel subsidy estimates and “post-tax subsidy” methodology), Natural Resources Canada (federal energy subsidies and clean energy transition programs), OECD (support measures for fossil fuels and comparative subsidy reporting across member countries), International Energy Agency (energy subsidies tracking and fossil fuel support vs clean energy investment trends), Canada Energy Regulator (energy transition analysis and historical support for oil and gas sector), Department of Finance Canada (tax expenditures and historical energy sector incentives), World Bank (global fossil fuel subsidy analysis and reform reports), Environmental Defence Canada (Canadian fossil fuel subsidy accounting and phase-out commitments), and International Institute for Sustainable Development (IISD) (fossil fuel subsidy tracking and EV incentive comparisons).
Myth #22: “EVs are made from oil”
Claim: Electric vehicles aren’t really green because they’re “made from oil.”
Fact check: Misleading at best.
Yes—EVs, like all modern vehicles, use some petroleum-based products. But the claim ignores scale, purpose, and lifecycle impact.
All cars use oil-based materials
Gas cars aren’t exactly oil-free either:
• Plastics (dashboards, wiring insulation, trim)
• Tires
• Sealants, adhesives, coatings
EVs use similar materials. This isn’t unique to EVs—it’s how modern manufacturing works.
The massive difference: fuel consumption
Here’s what the myth leaves out:
• A typical gas car burns thousands of litres of gasoline every year
• Over its lifetime, that adds up to tens of thousands of litres of oil
That oil is:
• Extracted
• Refined
• Transported
• Burned (once and gone)
That’s the real oil dependency.
EVs don’t burn oil
EVs might use a small amount of oil-derived materials once during manufacturing—but they:
• Don’t require gasoline at all
• Don’t need oil changes
• Don’t continuously consume petroleum to operate
So even if both cars contain some oil-based materials…
Only one keeps demanding more oil forever.
Big picture comparison
Gas car: Uses oil to build + burns massive amounts daily
EV: Uses oil mainly in materials, once
That’s like saying:
“A plastic water bottle and a gasoline engine are equally dependent on oil.”
They’re clearly not.
Bottom line
Saying “EVs are made from oil” is technically true—but completely misleading.
What matters is how much oil is used over time. And on that front, EVs aren’t even close.
Sources: International Energy Agency (Global EV Outlook 2024 – lifecycle emissions and oil displacement from transport electrification), U.S. Department of Energy – Alternative Fuels Data Center (vehicle fuel use vs lifecycle petroleum consumption), Natural Resources Canada (transportation energy use and lifecycle fuel consumption analysis), Intergovernmental Panel on Climate Change (AR6 – lifecycle emissions and materials vs operational energy use), OECD (transport sector energy demand and fossil fuel dependency over vehicle lifetimes), World Bank (materials vs operational emissions in transport lifecycle assessments), European Environment Agency (vehicle lifecycle environmental impact comparisons), and peer-reviewed lifecycle assessment studies (LCA) on EV vs ICE petroleum use and material inputs.
Myth #23: EV electromagnetic fields (EMFs) will fry your brain and cause cancer
Reality
EV EMFs are low, well within safety limits, and not linked to cancer
Electric vehicles do produce electromagnetic fields (EMFs), just like any electrical device—including your phone, microwave, or home wiring. But the key point is strength and type, and EVs are nowhere near dangerous levels.
1. EV EMFs are low and regulated
EVs must meet strict international safety standards (like those from the World Health Organization and International Commission on Non-Ionizing Radiation Protection).
Measurements inside EV cabins consistently show EMF levels far below exposure limits.
In many cases, levels are similar to or lower than those in gasoline cars due to modern shielding.
2. Not the harmful kind of radiation
EVs emit non-ionizing radiation, the same category as:Wi-Fi
Bluetooth
radio waves
This is fundamentally different from ionizing radiation (like X-rays), which can damage DNA.
3. No credible evidence of cancer risk
Major health authorities, including the World Health Organization, state there is no convincing evidence that low-level EMF exposure causes cancer.
Decades of research on everyday EMF exposure (power lines, electronics, etc.) have not established a causal link.
4. Real-world measurements in EVs
Studies of vehicles like the Tesla Model 3 and Nissan Leaf show:EMF exposure is well below safety thresholds
Often comparable to household appliances
Bottom line
EVs do not produce dangerous EMFs. They won’t “fry your brain,” and there’s no scientific evidence they increase cancer risk.
If EMFs from EVs were harmful, everyday items like your phone or laptop would be a far bigger concern.
Sources: World Health Organization (Electromagnetic Fields and public health guidance; non-ionizing radiation and cancer evidence reviews), International Commission on Non-Ionizing Radiation Protection (ICNIRP exposure limits and safety standards), U.S. Food and Drug Administration (EMF exposure safety assessments and regulatory limits), Health Canada (electromagnetic field exposure guidelines and public safety evaluations), European Commission Scientific Committee on Emerging and Newly Identified Health Risks (SCENIHR – EMF exposure research reviews), International Energy Agency (EV technology overview including electrical system shielding and safety standards context), peer-reviewed studies on EV cabin EMF measurements (Tesla Model 3, Nissan Leaf, and similar vehicles), and National Institutes of Health / National Cancer Institute (research summaries on EMFs and cancer risk evidence).
Myth #24: “Just look at the Hertz EV rental fiasco—that tells you everything about EVs”
Reality: Hertz’s losses were mostly about business strategy—not EV technology
Hertz did lose billions after aggressively buying electric vehicles—but blaming EVs themselves misses the real story.
1. Hertz made a timing and pricing mistake
Hertz bought ~100,000 EVs (mainly Teslas) at peak prices in 2021.
Then Tesla slashed new car prices in 2023, crushing resale values.
Result: Hertz took heavy depreciation losses when selling used EVs.
That’s not an EV problem—that’s buying high and selling low.
2. Rental use ≠ normal ownership
Hertz reported higher repair costs, especially from accidents involving inexperienced EV drivers.
Rental cars are:
driven harder
driven by unfamiliar users
more frequently damaged
That’s a rental industry issue, not something typical EV owners experience.
3. Customers weren’t ready (yet)
Many renters didn’t understand:
how to charge
range expectations
This led to lower demand and poor user experiences.
Again, that’s about education and infrastructure, not the vehicles themselves.
4. Yes, Hertz lost billions—but not just because of EVs
Hertz reported about a $2.9 billion loss in 2024, tied partly to its EV strategy.
But factors included:
depreciation from price cuts
high fleet costs
broader business struggles
Even Hertz admits the strategy—not EVs themselves—was flawed.
5. They didn’t abandon EVs
Hertz still operates tens of thousands of EVs and hasn’t exited the space entirely.
If EVs were fundamentally “bad,” they’d be gone completely.
Bottom line
The “Hertz fiasco” shows what happens when a company:
buys too many vehicles too fast
overpays at peak prices
deploys them to unprepared customers
It does not prove EVs are bad—just that bad business decisions are expensive.
Sources: Hertz Global Holdings financial reports and investor filings (EV fleet acquisition strategy, depreciation impacts, and 2023–2024 financial results), U.S. Securities and Exchange Commission (SEC) disclosures on fleet valuation and impairment charges, Bloomberg (analysis of Hertz EV fleet losses and Tesla price cuts impact on resale values), Reuters (coverage of Hertz EV strategy, fleet reduction, and financial write-downs), International Energy Agency (EV market pricing volatility and early adoption fleet risk context), Edmunds / Cox Automotive (used EV price depreciation trends and 2022–2024 market corrections), J.D. Power (EV rental experience, customer behavior, and fleet utilization challenges), and industry analysis from Automotive News (fleet management economics and rental car operating cost structures).
Myth #25: “The government can shut down your EV anytime—they want 15-minute cities to control you”
Reality: There is no system that lets governments remotely disable your EV
This claim mixes a few real technologies with a big leap into conspiracy.
1. EVs are not remotely controlled by governments
No government has the ability to “shut off” privately owned EVs at will. There is no infrastructure, law, or system that allows this. Automakers—not governments—control vehicle software, and even then:
- Remote features are limited (lock/unlock, charging status, software updates)
- They cannot arbitrarily disable your car without cause
2. Remote shutdown isn’t unique to EVs
Some vehicles (gas and electric) may have remote immobilization features:
- stolen vehicle recovery
- finance-related repossession
These are controlled by the manufacturer or lender—not the government.
Example:
Tesla can push software updates, but there’s no evidence of them disabling customer vehicles at random.
General Motors offers OnStar services that can slow or stop a stolen vehicle—with owner consent or law enforcement involvement.
3. “15-minute cities” are about urban planning—not control
A “15-minute city” means: groceries, schools, parks, and services are close to where you live. The idea is to reduce commute times, not restrict movement. Cities like Paris promote this concept to improve quality of life—not to trap people.
4. No evidence of a coordinated control system
There is zero credible evidence that EVs are part of a plan to restrict movement. To do what’s claimed would require:
- cooperation between governments, automakers, and telecom networks
- new laws and massive infrastructure
None of this exists.
5. If this were possible, gas cars would be easier
Modern gas vehicles already have:
- GPS
- remote connectivity
Yet there’s no widespread ability for governments to shut those down either.
Bottom line
There is no mechanism for governments to remotely shut down EVs, and “15-minute cities” are about convenience—not control.
This myth confuses real tech features with speculative fears.
Sources: Transport Canada (vehicle cybersecurity guidance and connected vehicle regulation overview), U.S. Department of Transportation / NHTSA (vehicle cybersecurity and connected car safety framework), European Union Agency for Cybersecurity (ENISA) (connected vehicle security risks and safeguards), Society of Automotive Engineers (SAE) (standards for vehicle connectivity and telematics systems), National Highway Traffic Safety Administration (vehicle software update and recall authority—safety-based, not remote control), International Energy Agency (smart mobility and connected vehicle infrastructure context), Reuters (reporting on vehicle cybersecurity, remote features, and limits of manufacturer control), and peer-reviewed automotive cybersecurity research (telematics, OTA updates, and immobilization systems used only for theft recovery or financing enforcement, not government control).
Myth #26: “My gas car is already very efficient”
Reality: Gas cars waste most of their energy—EVs are far more efficient
It might feel like your gas car is efficient—especially newer models—but the physics tells a very different story.
1. Gas engines waste the majority of fuel
Internal combustion engines typically convert only 20–30% of fuel energy into movement.
The other 70–80% is lost as heat, noise, and friction.
That means most of what you pay for at the pump is literally wasted energy.
2. EVs are dramatically more efficient
Electric vehicles convert about 75–90% of electrical energy into motion.
That’s 3–4× more efficient than gas vehicles.
Same idea:
Gas car → most energy lost
EV → most energy used
3. Efficiency shows up in your wallet
Typical rough comparison:
Gas car:~8–10 L/100 km
At ~$1.60/L → $13–$16 per 100 km
EV:~15–20 kWh/100 km
At ~$0.13/kWh (Ontario off-peak) → $2–$3 per 100 km
Even a “fuel-efficient” gas car costs 4–6× more per km to run.
4. Hybrids are better—but still not close
Hybrids improve efficiency by recovering some energy.
But they still rely on a gas engine with the same core limitation.
Even the best hybrids don’t match full EV efficiency.
5. “Efficient” is relative
When people say their gas car is efficient, they usually mean:
“better than older gas cars”
But compared to modern EVs, even efficient gas cars are:
• energy-wasteful
• more expensive to operate
• mechanically complex
Bottom line
Your gas car might be efficient for a gas car—but it still wastes most of its energy.
EVs aren’t just a little better—they’re fundamentally more efficient by design.
Sources: U.S. Department of Energy – Alternative Fuels Data Center (vehicle energy efficiency comparisons and drivetrain losses in internal combustion vs electric motors), International Energy Agency (Global EV Outlook 2024 – EV efficiency advantages and energy consumption per km), Natural Resources Canada (vehicle fuel consumption ratings and EV energy use comparisons), Oak Ridge National Laboratory (vehicle energy conversion efficiency studies and ICE waste heat analysis), U.S. Environmental Protection Agency (fuel economy and well-to-wheel efficiency data), European Environment Agency (transport energy efficiency comparisons across vehicle types), Intergovernmental Panel on Climate Change (AR6 – transport sector energy efficiency and electrification benefits), and peer-reviewed mechanical engineering studies on ICE vs EV drivetrain efficiency and energy loss pathways.
Myth #27: “You have to move 250 tons of soil for one EV battery.”
Short answer
Misleading. That “250 tons” number is a worst-case, cherry-picked estimate based on total material moved across multiple mining operations, not what’s actually required for a single battery in typical conditions.
What’s really going on
EV batteries use materials like lithium, nickel, cobalt, and graphite. Mining any resource (including oil) involves moving large amounts of earth — this is called the ore-to-metal ratio. The viral claim adds up all material moved across different mines and divides it by a single battery — which exaggerates the impact.
More realistic context
A typical EV battery (~60–80 kWh) contains roughly: ~8–10 kg lithium ~30–60 kg nickel ~10–20 kg cobalt (often less or zero in newer chemistries) Yes, mining these materials requires moving rock — but: The “250 tons” figure assumes very low ore grades and inefficient operations Modern mines are often far more efficient Many EV batteries now use LFP chemistry (no cobalt, no nickel)
The comparison nobody mentions
If you’re going to count mining impact, you also need to include: Gas cars require ongoing extraction: Oil drilling Transport (pipelines, tankers) Refining (energy-intensive) Continuous fuel consumption for the life of the vehicle Over its lifetime, a gas car typically burns 15,000–20,000+ litres of fuel — which involves moving and processing far more total material than a one-time battery build.
The key difference
EV: upfront mining → then runs on electricity Gas car: continuous extraction → every time you drive
Bottom line
The “250 tons” claim:Uses exaggerated assumptionsIgnores improving battery techIgnores lifetime fuel extraction for gas carsReality: EVs do require mining — but when you compare full lifecycle impacts, they still come out significantly ahead.
Sources: International Energy Agency (Global EV Outlook 2024 – battery material demand, lithium/nickel/cobalt use, and lifecycle comparisons), U.S. Department of Energy – Argonne National Laboratory (GREET model lifecycle analysis of EV vs ICE material and energy inputs), World Bank (Minerals for Climate Action report – mining demand for clean energy technologies and ore grade context), Natural Resources Canada (critical minerals strategy and EV battery supply chain materials), European Commission Joint Research Centre (battery lifecycle assessment and material intensity studies), U.S. Geological Survey (ore grades, mineral extraction intensity, and global lithium/nickel supply data), International Council on Clean Transportation (battery production emissions and lifecycle comparisons), and peer-reviewed life-cycle assessment (LCA) studies on EV battery manufacturing vs fossil fuel extraction impacts.
Myth 28: Your EV is powered by coal (Canada edition)
This myth assumes Canada’s grid is mostly coal, but that’s just not true anymore. Here’s how the numbers really break down:
1. Coal is a tiny (and shrinking) part of Canada’s grid
- Canada generates the majority of its electricity from hydro, nuclear, and renewables. Coal has been largely phased out and is on its way to being eliminated nationwide.
- Provinces like Quebec, BC, Manitoba, and Newfoundland: almost entirely hydro.
- Ontario: mostly nuclear + hydro.
- Alberta & Saskatchewan: still use some fossil fuels, but coal is being phased out.
2. Most EV charging in Canada is already low-carbon
- Because of that clean mix, the average EV in Canada runs on electricity that is mostly non-emitting. So the “coal-powered EV” idea just doesn’t reflect reality for most Canadians.
3. Even in the worst provinces, EVs still compete or win
- In places like Alberta or Saskatchewan (where fossil fuels are higher), EVs are still often as clean or cleaner than gas cars over their lifetime—thanks to much higher efficiency.
- Research from the International Energy Agency consistently shows EVs outperform internal combustion vehicles on emissions in nearly all grids.
4. Gas cars don’t improve—EVs do
- A gas car will burn fuel at the same rate for its entire life.
- An EV plugged into Canada’s grid gets cleaner every year as more renewables come online.
Bottom line: In Canada, your EV is overwhelmingly powered by hydro, nuclear, and other clean sources—not coal—and it produces significantly fewer emissions than a gas vehicle almost everywhere in the country.
Sources: Natural Resources Canada (National Energy Use Database and electricity generation mix by province, including coal phase-out status), Canada Energy Regulator (Energy Futures Report – electricity system transition and declining coal generation), International Energy Agency (Global EV Outlook 2024 – lifecycle emissions and grid intensity comparisons by region), Environment and Climate Change Canada (National Inventory Report – electricity emissions factors and provincial grid breakdown), Independent Electricity System Operator (IESO Ontario grid mix: nuclear, hydro, gas contributions), BC Hydro (electricity generation profile – predominantly hydroelectric), Hydro-Québec (Quebec grid: near-fully hydroelectric supply), Alberta Electric System Operator (AESO – grid mix and coal phase-out transition data), Intergovernmental Panel on Climate Change (AR6 – transport electrification and grid decarbonization impacts), and peer-reviewed lifecycle studies from the International Council on Clean Transportation (EV vs ICE emissions across different electricity grids).
Myth 29: Hydrogen is the next big thing, not EVs
Hydrogen isn’t the future for most vehicles—it’s a niche solution that gets overhyped. Here’s why EVs are still the better bet for everyday drivers in Canada:
1. Efficiency kills it for everyday cars
- Hydrogen sounds clean, but getting it into your tank is wildly inefficient: electricity → hydrogen → compression → transport → fuel cell → wheels.
- You lose a huge chunk of energy at each step.
- Battery EVs skip all that. They’re 2–3x more efficient end-to-end.
2. Most hydrogen isn’t clean anyway
- Today, the vast majority of hydrogen is made from natural gas (“grey hydrogen”), which produces CO₂.
- “Green hydrogen” (from renewables) exists—but it’s expensive and limited.
- The International Energy Agency has pointed out that clean hydrogen should be prioritized for industries that can’t easily electrify.
3. Infrastructure is basically nonexistent
- EV charging: everywhere and growing fast.
- Hydrogen stations: extremely rare and expensive to build.
- In Canada, hydrogen fueling is almost non-existent outside a couple pilot areas.
4. Automakers have already picked a winner
- Nearly every major manufacturer is investing heavily in EVs. Only a handful are still pushing hydrogen passenger cars.
- Compare: Tesla → all-in on EVs.
- Toyota → still experimenting with hydrogen (e.g., Toyota Mirai).
- The market momentum isn’t close.
5. Where hydrogen does make sense
- Hydrogen isn’t useless—it’s just better suited for:
- Long-haul trucking.
- Steel and cement production.
- Shipping and possibly aviation.
- Places where batteries struggle.
Bottom line: Hydrogen has a role—but for passenger vehicles in Canada, EVs are already winning on efficiency, cost, infrastructure, and adoption. Hydrogen isn’t replacing them—it’s filling in the gaps where EVs don’t work well.
Sources: International Energy Agency (Global Hydrogen Review and Net Zero Roadmap – hydrogen efficiency, sector prioritization, and “hard-to-abate” industry use cases), U.S. Department of Energy (Hydrogen and Fuel Cell Technologies Office – well-to-wheel efficiency and fuel cell vehicle comparisons), Natural Resources Canada (hydrogen strategy and transportation electrification policy context), Canada Energy Regulator (Energy Futures Report – role of hydrogen in decarbonization scenarios), International Renewable Energy Agency (IRENA – hydrogen production pathways and green hydrogen cost/availability), U.S. Argonne National Laboratory (GREET model lifecycle efficiency comparisons of hydrogen vs battery EVs), European Commission Joint Research Centre (hydrogen infrastructure costs and transport applications), and peer-reviewed studies on well-to-wheel efficiency and energy losses in hydrogen fuel cell systems vs battery electric vehicles.
MYTH 30: “EVs don’t save you money — the upfront cost kills the benefit.”
REALITY
Most people massively underestimate total cost of ownership.
Focusing only on sticker price is like judging a house by the down payment.
Here’s what actually matters:
Cost Breakdown
Fuel:
Gas: ~$2,000–$3,500/year
EV: often ~$300–$800/year (depending on driving + rates)
Maintenance:
No oil changes, fewer moving parts, less brake wear
(regen braking is doing most of the work)
Repairs:
Contrary to the myth, EVs often have lower lifetime maintenance costs
Resale value:
EVs like the Tesla Model 3 have held value surprisingly well compared to many gas cars
What people miss:
That “cheaper” gas car is quietly billing you every week.
The EV?
You pay more upfront… then it mostly shuts up.
The bottom line
For average Canadian drivers, an EV can save thousands over its lifetime — even without incentives.
“Gas cars are cheaper to buy. EVs are cheaper to own.”
Sources: Natural Resources Canada (Fuel Consumption Ratings and Transportation Cost analyses), U.S. Department of Energy – Alternative Fuels Data Center (total cost of ownership comparisons and EV operating cost data), International Energy Agency (Global EV Outlook 2024 – lifecycle cost comparisons and operating cost advantages), Canadian Automobile Association (CAA) Driving Costs reports (fuel, maintenance, and annual vehicle ownership costs in Canada), Consumer Reports (EV vs ICE lifetime ownership cost and maintenance studies), J.D. Power (EV ownership experience and service/maintenance cost trends), BloombergNEF (battery cost decline and EV total cost of ownership competitiveness), and peer-reviewed lifecycle cost analyses comparing EV and internal combustion vehicle operating expenses.
EV Myth #31: “EV insurance costs more (so EVs are more expensive overall)”
Partly true, but overstated and context-dependent.
It’s correct that in many regions—including Canada—electric vehicles often cost more to insure on average. Multiple industry datasets show EV premiums typically run about 10% to 40% higher than comparable gas cars, depending on the model and driver profile. (Insurdinary)
But the important nuance is why:
EV insurance tends to be higher mainly because of:
Higher vehicle purchase price (bigger payout if written off)
Expensive battery systems and sensors
More specialized repair labour and longer repair times
Fewer certified EV repair shops
Higher claim severity (not necessarily higher accident rates)
So insurers price in repair risk and replacement cost, not “EV vs gas ideology.”
However, the myth part is assuming:
“EV insurance is always more expensive, therefore EVs are always more expensive to own.”
That’s not consistently true.
What the data actually shows
- EV insurance averages are higher in many studies (often ~10–36% in Canada) (insurance-canada.ca)
- But some gas vehicles (especially trucks and luxury SUVs) can cost more to insure than many EVs (Money.ca)
- Some EV models (like lower-cost compacts) are near parity with ICE vehicles depending on insurer and driver profile (Insure GenZ)
Bottom line
Yes: EVs often cost more to insure right now
No: It’s not universal, and not dramatically higher across the board
No: It doesn’t make EVs automatically more expensive to own overall
When you factor in fuel savings + lower maintenance, many EVs still come out cheaper over total cost of ownership even with higher insurance.
Sources: Insurance Bureau of Canada (vehicle insurance cost drivers, including repair costs, parts pricing, and claim severity), U.S. Department of Energy – Alternative Fuels Data Center (EV total cost of ownership context including insurance variability), Natural Resources Canada (EV ownership costs and lifecycle cost comparisons), Canadian Automobile Association (CAA Driving Costs study including insurance as part of total vehicle ownership), J.D. Power (EV repair times, claim severity, and insurance impact due to parts and labour constraints), Consumer Reports (EV ownership cost studies noting insurance variability by model and region), BloombergNEF (EV cost competitiveness including non-fuel operating costs), and industry insurance analyses (e.g., Insurify / Insurance Canada / Money.ca datasets on EV vs ICE premium ranges and variability by vehicle class).