Join Date: May 2018
Location: Norco, California, USA
1428 mile round trip data -
Whew! My first "long" EV trip was a roundtrip from Southern California to Salt Lake City, Utah. Total trip was 1428 mi, but I calculated the major freeway driving of 1315 miles separately.
No range test is ever complete without the driving variables.
Prep: 20" All Season Tires (OEM) car had ~7,500 miles. 44 psi in all 4 tires. Car is a First Edition, and total passengers and cargo were ~600 lb.
Weather: 48°F to 113°F (brief), winds up to ~25 mph (thunderstorm activity), hot and sunny in the Nevada area, heavy and light rain in thunderstorm conditions in Utah.
Terrain: 800' to 6,600' elevations, about 1/3 the drive relatively flat (2000'), the rest was a series of mountains. Both low deserts, high deserts.
Speed: Nearly all driving was using Adaptive Cruise Control set to 81 mph, or 75 mph. One close call from radar (caught on dash camera), as officer tagged the driver in front of me. The posted limit was mostly 80 mph, some 75 mph, and some 70 mph. The ticket was in a construction zone marked at 60 mph at 75+ mph. Ouch, double fines.
Results: Average miles per kWh - 2.474 mi/kWh. Average range assuming 82 kWh capacity = 202.85 miles per charge.
Highest reported charging speed - 102.x kW at an Electrify America 150kW charger in Spanish Fork, Utah. Although a typical charge session was an average of ~80kW speed. Typically stopped charging at 75% SOC, but did go as high as 85% at a CCS2.
Average speed is misleading, because trips to chargers from freeway and back hurt the time factor. And road incidents have a huge effect. The best situation of pure 81 mph for a 100 mile segment was 77 mph, but the trip average was 63.9 mph including all traffic related delays, but not charging session delays.
Infrastructure: Not for the faint of heart. Two critical locations had significant issues, but all could be overcome. An Electrify America site had 1 DOA charger, 1 charger that would not engage, and all chargers had Microsoft Windows errors displayed: OUT OF MEMORY and Anti-Virus messages. We did get one 150 kW to work, which oddly enough broke the 100 kW barrier on our car for the first time. This was all done in the rain during a thunderstorm with no canopy. Arggh...
A ChargePoint 50 kW had a dead LCD display. Because I knew how this brand of CCS worked, I did get it to charge with no problem. So don't assume a charger with dead screen, or warnings on the screen will not work. Universally for this trip: Grab your payment method and your key, turn off IGN and quickly exit car, open charge door, and plug in the CCS cable. Now use your payment method. RFID cards are the most reliable if that is an option. One location (EVgo) had a broken ATT Cell Tower, so a cell phone or calling the EVgo office was not an option. Without a RFID, it would have stranded us.
Jaguar i-Pace FE Photon Red 20" wheels, "Leaper"
Two Chevrolet Volts in service
24.2 kW x 480v 3ph solar array self-installed.