Electric vehicles aren't just for the wealthy. They are getting more affordable and practical. This channel will show real world experiences such as road trips, charging tests, efficiency tests, and comparisons. I’m not a journalist or an expert. I just love to our EVs and our motorcycle. I’ll pass on information, stats, road trips, Reviews, how-tos, rides with my wife, and random thoughts exist here.
Curious if you fine tuned ABRP, you can sync it with your Tesla, adjust maximum speed, percent speed over the limit, how much extra weight you’re carrying, as well as adding battery degradation to the calculation. You can also have it adjust for how long your stops are (few but long, short but many, quickest arrival.
Do you have a target range between stops on the trip? For example are you trying to knock out 100 miles between stops? Was curious the pacing of the stops you have listed. I have been trying to decide the intervals between stops and keep my battery SOC where I want it, but my charging stops times at a reasonable tempo. I don't mind a 15-20 minute stop since I usually have to walk a dog, hit the restroom, possibly eat something. Was wondering how you chose those stops and times to charge. Looking forward to your road trip.
Howdy, Spinner - WOW - A pioneering trip for the Tesla. IF you have time on the way back. . .on your Little Rock stop. . .FRANKLIN’s CHARGING HUB is a cool place; Francie at O. of S Podcast has done a couple of programs from there, and it makes for good TeeVee! Have a FUN and stress-free trip, and hope the floods from the storm don’t affect you guys. 👊🫡
Awesome. I live in Northern Virginia and just took a basic trip down to Myrtle Beach SC. Our traveling group take this trip and meet up there every year to get the last minute fun in the sun and to hang out. It's only a 6 1/2 hour trip each way but do doable and extremely easy with a Tesla, my Model Y LR, to be specific. I like ABRP because it allows you to customize it more. If I could easily tell my Tesla to ONLY navigate to 250kw stations then I'd probably rely solely on it for trip planning, but ABRP allows me to customize my trip and then I edit my route in my Tesla navigation to sift out the 150kw stations.
That upper Tennessee area has dams popping left and right i40 is a no go. Wrecking my shuttle for my AT section hike. Just be aware for traffic and diversions.
On the depreciation adjustment you recalculated, what you saw was the retail used prices. If you traded it in the car you would get several thousand less than that...
It depends on where you are on the East Coast. Florida, Georgia, Maine, South Carolina, North Carolina, and Virginia are all fine even for the Lead regardless of torrential rain storms or excessive snow.
2018 & earlier teslas (most original owners) have free charging. So - not having to verify credit drops start time typically down to just 3 or 4 seconds.
Thank you for this.. so I assume it's safe to say you get a sold 8hr of travel time from this EV.. great to know.. then super charge about 2 hrs before able to continue... maybe.. can you test the chevy Silverado soon? This is great.. hope chevy has or will compensate you 🎉 we needed this for anyone considering buying
Wonder if I'm the only one who turned the steering wheel arrow lights off. I found them distracting, and I can figure out which way is right and left. Lol
Good video getting the word out about charging losses. You’ll find that loss is usually a few % less with the 7kW Mobile Connecor than with the 11kW Wall Connector. DC charging at 50-75 kW loses the least. You REALLY should only charge your LFP to 100% once a week for battery meter calibration. Ideally, schedule it to end right before you do a lot of driving. The longer the state of charge is above 90% the worse. If you really want, to prolong the your LFP battery life, stop at 90% or less unless you need more than that. Over 90%degrades the LFP battery less than it would and NMC, because the LFP voltage doesn’t increase as much as charge increases. However, leaving the car charged above 90% for more than a day at time will still degrade it more quickly.
Here in 🇨🇦 I charge at home. 5 cents a kWh charging 11 pm to 7 am . I drive roughly 3000 km per month. My home electricity bill August 2024 was $100.56 for everything. It used to cost me $600 per month for a gas vehicle per month. Plus maintenance. Huge savings.
Our 2016 Leaf was rear ended, definitely more damage then you have there. Mechanically the car was fine, it was all bumper and hatchback. They totaled our car. I'm super glad you had a better experience.
What I read online is that energy loss specifically related to charging is roughly 10% if you use a level 2 charger or 15% if you use a level 1 charger. It's not huge in either case, but if you have level 2 in your home, you can save yourself a few pennies on your home electricity bill by using the level always, even when your energy needs are small enough that plugging into an L1 would be sufficient (but it won't save enough money to recoup the up-front cost of installing the level 2 in the first place).
You are making things way too complicated for the ICE huggers. They know price per gallon and they know miles per gallon, so they can easily figure out how many dollars they spend per mile, which is (Price per gallon) / (Miles per gallon) = cost/mile. If you want to prove anything to them, do the same thing I do. I have a ChargePoint charger at home and TeslaFi/Tessie to figure out my total cost for electricity for any given month. Take that cost and divide it by the number of miles you drove that month. I am approaching my 1 year anniversary with my 2023 Model Y. Thus far, I have spent $1595.94 for all charging on my car. I currently have 41,905 miles on the odometer. All the ICE huggers need to know is that I spend $1595.94 to go 41,905 miles, which equates to $.038 to go 1 mile. Yeah, that's 3.8 cents to go 1 mile. Let's see? Gas costs $3.29 for the cheap stuff where I live. An ICE car would need to get 86.6 miles per gallon to match that. However, the performance of my Model Y LR is equal to a Porsche Macan S, which takes premium fuel only....and that currently costs $4.09. So, the Porsche would need to get 107.6 mpg in order to match 'like for like'. Now, let's talk about my $0 in maintenance to go 42k miles....LOL to the ICE drivers.
@@guringai lol. Keep telling yourself the lies that originated with crooked politicians and their buddy capitalists. Let's just begin by facing the reality of how bad they are for the environment alone. External combustion, strip mining, hazardous waste, etc. Damn there is so much to say. But hey, I wasn't the one duped
I used the rates from my local utility provider for the electric rate. I used fuelly.com for the mpg estimate on the bmw, which is supposed to be real world. I have enough solar at home that I only pay a connection fee and get a refund check every January, even with multiple EVs. I know that’s not going to be the case with most people, so I use the rate that I would pay otherwise for my calculations.
I just wanted to let you know as a tesla and Bolt owner as well, is that charging at Tesla level 3 chargers are available for the Bolt as well. Just make sure that it's a level 3 and not a level 2.
Check to see if you do a TOU plan with your utility. Here in expensive upstate NY we have a TOU plan for electric which drives our electric costs down to about 7 cents per kWh. We charge the Tesla between 11:00 pm and 7 am which is the timeframe of the low cost rates. For us that’s about 1/3 the cost of our normal electric rates and it could be 1/3 the cost for you as well - so either half your costs or maybe 1/3 of your calculated electric costs and well worth it.
Thanks for the video. I had seen many references to the power loss in 120v vs 240v and the energy loss in charging. It was quite high on 120v and even then on 240v there is still loss. One of the things that has me a little concerned is the amount of electricity my Tesla is using while parked. I never noticed the Bolt(could just be me not being as attentive) continuing to use power. I don't have cabin over heat protection, or sentry mode turned on. I have seen the Tesla wake up for no apparent reason and was charging. The car does not tell me this happened. I just happened to notice it and I now have a EVSE that shows me the consumption. I could see the SOC had dropped a couple of % and appears the car fired up to top it off again. Not sure what the Tesla is doing that it is drawing down the SOC and having to activate and charge. I just happened to be out working in the shop and noticed the car was charging one day and the car hadn't been used. It appears the vampire power drain is higher with the Tesla than with the Bolt it replaced. I am going to have to knuckle down and see if I can log how much power the Tesla is drawing when parked between uses of the car and see what that looks like. I really never logged the wall EVSE data before. I never had an EVSE that told me what it delivered. I recently bought one so I need to get on top of this. Tesla is more efficient on the highway for sure, but appears to not be as efficient in other areas. I think the reason I noticed this is that the car only gets used infrequently due to working from home. If I was using the car frequently I might not have noticed this drain and charge routine. I also noticed the Tesla will draw down 1-2% SOC in the parking lot when I do take the car do our errands and shopping. On those occasions I have heard what sounds like fans running so I am assuming it is cooling the batteries as the ambient temps were high. I am still in the learning phase with how the car behaves and logging the trips and driving efficiency as I am going to be making changes to see how it is affected as I implement changes one thing at a time and try to log the effects. Yes, I am one of those efficiency nerds with a shelf full of mods to put on the car. It is hard to be patient and get enough data samples before making changes. LOL
Those are good electric rates. Here in the northeast, we pay close to $0.35/kWh when you add in all the delivery and membershio fees. But having solar panels on my roof, I no longer have an electric bill, but I would have to double my solar panels (from23 to 46) to cover an EV, but I simply don't have the roof space, which sucks.
@@TeslaDo_dps the TOU National grid rates also keep three buckets - peak, super peak and off peak. So my solar accumulates credits for super peak and peak times which are consumed by use during those times at the higher rate. My Tesla charges at off peak rates not consuming the peak/super peak credits - saving so much more money. Win win win.
@@chrisbuczeksmith8289 Same. And, everything that has a timer, now runs between 11:00 and 7:00 if prudent to do so. I didn't know that my washer, dryer, and dehumidifier have 24hr timers until VTOU. I also charge my EGO batteries and run the Roombas at night now.
factor in your state's TV registration tax that offsets the loss of gas taxes. I have an ev in Ga, and I paid $200 for the EV road tax. Still cost effective over my premium drinking tuned GTI but less so.
I see about the same loss with my '24 Tesla Model Y. I do keep cabin overheat protection on all the time when parked at work. There's no shade at all and I don't mind paying a few bucks extra a week to keep my car interior from getting roasted in the Oklahoma sun. It's been brutally hot even in mid Sept, with over 100F yesterday. I charge my vehicle on a 240v 16amp setting, rather than maxing out my evse at 40amps. Recently put in a mini-split AC in my garage, so I am able to charge at 72F instead of trying to charge in a 100F+ garage. I believe that does decrease my charging loss as the car is not having to cool the battery pack while in the climate controlled garage.
I have followed your channel for a while now, and your experience with the Bolt convinced us to purchase a used 2021 last December. The savings over our 2023 Maverick eco boost has been substantial.
Thanks for the comment about not grabbing the CHAdeMO plug if you don't have to. Having a Leaf (don't get one of those if you want to go on EV road trips) you are stuck with that one plug and at least half the time doesn't even work. So when there is a functioning CHAdeMO plug it is like gold to a Leaf owner.
I am not a fan. I prefer to coast up to the traffic light/stop sign. and not expect than when I take my foot off the throttle pedal there a noticeable decline in forward motion. YMMV. My brake pedal activates the regen. It is good enough to give me 4.2 on a recent trip. Speaking of trips, whether you do a 25 mile test trip or a 2000 mile trip, it will all average out. On a trip to Boise I got 52 mpg, on the return trip, I did 62 mpg. Using the EV side I am running 104 MPGe, and nearly half my miles driven in this car are EV miles. My mpg’s at 63 for a Ford Fusion Energi pale to the new record holder, who recently scored 93 mpg in a Prius Prime. Guinness just verified it last week. Long live hybrids!!
The first time I rode in my uncle's GWM Ora, I got carsick from the constant jerky acceleration and deceleration from the one-pedal driving. I personally think that using regen unnecessarily decreases efficiency. Conservation of momentum also conserves energy. If I had an EV I would set it to regen when I hit the brake pedal, and just have mild regen when I lift off the accelerator.
On the regular Bolt EVs the lights are on the railgate until it is opened. Then they switch to the lower bumper lights (like the EUV). I saw this in another video and tried it out on our daughter's 2020. It's true!
