02-12-2020, 06:10 PM | #1057 | |
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So, I've had to discuss EVs with many non EV people for almost 3 years now, and the reality is that even 80 miles range EV is fine for most people as a commuter, and everyone just can't get over the typical desire to plan for the rare 1-2 times per year event (i.e. annual road trip). When the longer ranges come into play during the road trips, what most don't realize is that it is more about the charging infrastructure than anything |
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02-14-2020, 10:36 AM | #1058 | |
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I did a race a gt2rs from 70. We hung together for about 2 seconds. |
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02-14-2020, 02:08 PM | #1059 |
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Nice. That’s longer that I would have guessed. Expected a 2RS to immediately blow the doors off a model 3P (139mph vs 116mph traps)
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02-18-2020, 04:44 PM | #1064 |
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Guys one thing we haven’t discussed at all is charging. I have started to use the model 3 for longer days of driving to see clients or show visitors around and it’s definitely required planning.
Here in norcal, the SC are pretty full a decent amount of the time, and I have the stock SAE J1772 adapter for L2 charging at home and elsewhere, and I purchased a $450 CHaDeMo adapter to give another DC charging option (33-50kw per hr). Not to mention I have 4 different charging network membership cards in the car. Once you move away from the “charge at home” use case, you really need to give charging a level of thought that just isn’t even a factor for gassers (unless you are doing something on standard like running a 100 octane tune in the street). Just wanted to toss that in there, since I haven’t seen that discussed in most reviews. It’s just kind of glossed over before going back to talking about pulls from a dig or low roll. |
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02-19-2020, 08:16 AM | #1065 | |
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I've commuted and done long trips in mine, but have only done one "local" day that required recharging, which I accomplished by planning our lunch at a place with destination charging. |
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02-19-2020, 03:24 PM | #1066 | |
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A good example is 150 mi round trip to take guests around to Napa Valley from my home, then 60 mi round trip to the city for dinner, and some driving around town in between. That’s pretty close to the 240mi range I get (285wh/mi average consumption), so I’m definitely looking to recharge sometime that day so I’m not returning home with 5% SoC. |
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02-19-2020, 03:42 PM | #1067 | |
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When I know I have a long drive in front of me, I'll charge to 95% or even 100%, and I've returned home a couple of times between 5 and 10%. I charge to 85% normally, and rarely go below about 25%. |
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02-19-2020, 05:05 PM | #1068 |
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You too are a few more miles away from needing lots of charge station cards and charger adapters
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02-20-2020, 07:10 AM | #1069 |
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02-20-2020, 08:29 AM | #1070 |
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Why wouldnt you charge to 100 on these days? The only downside of charging to 100% is the loss of Regen braking. Other than that the battery isnt being worn out any faster since 100% is technically not 100% with the buffer it has built in.
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02-20-2020, 10:03 AM | #1071 | |
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My 70-mile round-trip commute gives me no real reason/need to charge any further. |
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02-20-2020, 06:07 PM | #1072 | |
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My car has 220mi effective range before I need to hit up an SC, based on the hilly freeways, driving 70+ etc, and I definitely notice it more than once in 14 months. YMMV as they say |
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02-25-2020, 01:52 PM | #1073 | ||
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Rely, as in I had to recharge to complete the round-trip vs. charging somewhere because it's free, or because that was the only way to secure a desirable parking spot. That includes trips up/down I-95 to Boston and DC (~250 miles one way). I start these trips charged to 100% (L2 at home), and then plug-in for an overnight recharge at the hotel (vast majority have chargers onsite, or a parking lot with a charger nearby). For longer trips, I always fly. 3-4 hours of driving is my tipping point for driving vs. flying. Between Tesla SuperChargers (fast, but also the most expensive option), ChargePoint and EVGo networks, I'm fully covered up/down the East coast. Never had to wait for a charging stall to open up, but on two occasions I had grabbed the last spot available from a bank of Tesla SC's (both times at an outlet shopping mall). Yes, it takes longer to charge an EV than refuel an ICE car. But if you charge overnight, it's an irrelevant data point. Quote:
In the winter, I charge to 80% 2x/week, just because electricity consumption rate goes up (from ~280 Wh/mi in the summer, to ~380 Wh/mi this winter), and my kids play seasonal sports that require more commuting in the winter months. For longer trips, I charge to 100%, and no longer bother to research where I will re-charge at the destination. There are always multiple EV charging options everywhere I go. With one exception - skiing resorts. For those, I always take our large ICE car. Partly because I can throw all the gear inside without sacrificing seating room, partly because I don't need to worry about plowing through 1+" for powder and slush, and partly because I don't need to worry about battery SOC. But mostly for the first two. a
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02-29-2020, 10:50 AM | #1074 | |
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That’s 1-2 days of driving for me. Makes a lot of sense why you don’t really think about charging, and I do (even thought I have an L2 at home and charge overnight as well). |
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03-04-2020, 10:24 AM | #1075 |
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Cup 2 and track pads now a factory option for model 3
https://shop.tesla.com/product/model-3-track-package Software also getting updated and apparently the key updates are a data logger, 20 stage traction control, ability to change and fix the front / rear awd power bias (including full rwd), turn regen braking off or make it rwd only to help induce lift throttle oversteer Slightly ironic that M3 CS is nerfed with pss tires, and EV can be optioned with cup2. Bmw should rethink their approach to tires in the USA. My $0.02 is too bad there isn’t any camber plates or full coilover option, and there looks to be a $1k markup over aftermarket for those wheels tires and brake pads and fluid. (~20% Tesla tax) |
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03-09-2020, 02:02 PM | #1076 | |
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