It's very likely we'll see future improvements in the range estimates for trip routes, taking into account up-to-date traffic data, weather conditions, and elevation changes. This will be needed to support FSD to ensure the AP software is able to reach the destination, including intermediate charging stops.
Until then, when taking trips we'll usually make our own range estimates before leaving a charger, to ensure we have enough cushion to drive to the destination or next charger without having to monitor energy consumption and slow down to extend the range.
A simple rule we'll use to validate the onboard software's range estimate - take the miles to the destination/next charger, add 20% (higher if facing strong headwinds or large changes in elevation), and then add 20 to 40 miles to keep the charge from getting too close to 0%. If our estimate indicates we need more charge, we'll use that to add more charge before starting.
The other rule we use is using the trip planner to estimate % charge at destination. While the trip planner may be comfortable in predicting around 10% charge at the destination, we often will wait until the predicted charge at destination is at least 20% (more if high winds or elevation changes).
Using these simple rules, we've been able to avoid having to slow down on routes. And if the above rules indicate the current charge is below desired levels (which happens if you're trying to make a long hop to the next charger), it's better to slow down a little earlier in the route, than waiting until the software warns you about a risk of running out of charge - and then having to slow down much more to reach the next charger.
Until then, when taking trips we'll usually make our own range estimates before leaving a charger, to ensure we have enough cushion to drive to the destination or next charger without having to monitor energy consumption and slow down to extend the range.
A simple rule we'll use to validate the onboard software's range estimate - take the miles to the destination/next charger, add 20% (higher if facing strong headwinds or large changes in elevation), and then add 20 to 40 miles to keep the charge from getting too close to 0%. If our estimate indicates we need more charge, we'll use that to add more charge before starting.
The other rule we use is using the trip planner to estimate % charge at destination. While the trip planner may be comfortable in predicting around 10% charge at the destination, we often will wait until the predicted charge at destination is at least 20% (more if high winds or elevation changes).
Using these simple rules, we've been able to avoid having to slow down on routes. And if the above rules indicate the current charge is below desired levels (which happens if you're trying to make a long hop to the next charger), it's better to slow down a little earlier in the route, than waiting until the software warns you about a risk of running out of charge - and then having to slow down much more to reach the next charger.
