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Model X Range
- Thread starter EVger
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- Driving Dynamics Model X
Yesterday was the first reasonable day that we've had since delivery temperature-wise... At 60 degrees all day, my wife achieved rated range (right at 340 Wh/mi) on a 100 mile trip to St. Louis and back - a mixture of state highways, Interstate highways, and city driving. It looks like there may be a bigger "winter penalty" to Model X than Model S, which makes sense because it's a bigger vehicle. As for spring/summer/autumn, it's looking like we'll be comfortable with the range.
pvogel
Member
Yep. Remember. Colder air is significantly more sense than warm air, so a larger cross section with the same Cd in cold air will carry a larger penalty for thrust necessary to overcome drag.
I knew all of that, but I didn't realize the delta between winter-summer was going to be *that much* significantly larger for Model X vs. Model S. We rather liked the ability to skip every other supercharger on our long trips in the S - not sure we can do that in the X.
Thanks. This provides a little relief - I'm hoping with my 90D+20s, I will be able to achieve similar results. Regarding skipping Superchargers, it is nice sometimes (especially if you have a longish meal at one and leave with a high SOC). Still, you can take solace in the fact that stopping at each SC should theoretically get you "there" sooner..
O-G
Member
What makes you believe the rated range to be 340 Wh/mi? I was under the impression it is closer to 300. 314 sticks in my mind but I'm not sure now where I got that from. If I extrapolate actual miles and Wh/mi versus what I think is rated, it seems like the math works at the 300 level or so.
aesculus
Still Trying to Figure This All Out
I would think it's more about cabin heating and the heating of the battery. But what do I know. I don't even have 1 mile of experience with a Tesla yet. I just read the info on these forums.:wink:
aesculus
Still Trying to Figure This All Out
What were those events that you have that are well below rated? You coming off of a mountain?
O-G
Member
Does Tesla state the number for any models? Since everything seems to be based on this number, it's seems that it should be a known number. We should not be estimating based upon the lines on a graph. How does this factor into the trip system calculator?
I live in an area that's littered with small villages along a state highway. What you see is 55 mph speed limit out of town and allowing for 35 mph in town.
O-G
Member
I just thought that since there is a line on the graph, Tesla must know the exact number. Seems like they would share it. I'll ask.
PGeer
Member
Just for another comparison, we picked up our X in Seattle and drove via Tacoma back to Port Townsend--about 120 miles. We had the heaviest rain I can remember. Two of us in car. I averaged 60 most of the way. Got home with average 385 wh/m. I was quite pleased. (20" wheels.) BTW - somehow I refrained from flooring it that whole first trip. Based on our Leaf and all other posts, single biggest factor is average speed. We're about to head down to Phoenix for a two week trip and will report averages.
Agreed. Driving style also plays in - my wife and I seem to achieve different efficiency on longer trips. I find that keeping the energy consumption and regen within a tighter band makes a measurable difference, especially when there are hills involved.
EcoHeliGuy
Member
Your mileage is very similar to what the model S was getting while towing, considering your reporting heavy loads in a vehicle that has a larger frontal area. Your getting exactly what I would expect and well within range of accessing supercharger distance.
scottf200
Well-Known Member
Apologies if this has been discussed and I missed it but we are planning our first short road trip. I'm using EVtripplanner. Anyone figure out what options they like best. I was trying to decide on equivalent "S" drop down option of 19" or 21" and a speed multiplier that would give me a realistic "Wh/mile" estimated value for good planning. I realize there is more drag on the X vs S. As well HVAC (heat more so than A/C) has a pretty big impact. I was looking to see if other real-world users of this tool had suggestions.
Here's a couple I was thinking of:
Image: http://i.imgur.com/IYg07WX.png
Image: http://i.imgur.com/ujIkD3M.png
From EVTripPlanner Help tab:
Setting the parameters for your trip is critical to getting an accurate estimate of the energy that will be consumed. The most important setting is your "speed factor", which is how much faster or slower than the prevailing speed (as estimated by Google Maps at the time of planning the route) you are going on average. Unfortunately, you can drive in different patterns and have the same average speed while consuming different amounts of energy. While these errors don't tend to be very large for long trips, the closer to "cruise control" you are at the average speed on long segments the closer the estimate will be. Also fill in payload, outside and cabin temperatures and your correct car model - these can make a significant difference.
Here's a couple I was thinking of:
Image: http://i.imgur.com/IYg07WX.png
Image: http://i.imgur.com/ujIkD3M.png
From EVTripPlanner Help tab:
How It Works
EVTripPlanner uses a physics-based model to predict how much energy your EV will use along your route. It accounts for:- Speed: this is usually the biggest contributor to variation in energy usage. We use Google Map's traffic-based estimate of current speed, which you can adjust up or down with the 'Speed Factor'.
- Air density: this varies with temperature and altitude. The same level-road trip at a higher altitude takes less energy than at sea level since the air is thinner. Similarly, the same trip (without air conditioning or heating) takes less energy when it is hotter since the air is thinner. We determine altitude over the route using the Mapquest database and use your input for temperature.
- HVAC: the heater and air conditioner, as well as any energy required to heat or cool the battery pack, use energy...even when you're not moving. We look at your cabin temperature setting and your estimate of the outside temperature.
- On-board Systems: the computers and other on-board systems use energy, even when the car isn't moving.
- Weight & Elevation Changes: the weight of the car and payload (entered) are used along with elevation changes along the route to determine energy used climbing...and recovered during downhills.
- Friction, efficiency, regeneration: each EV converts electrical energy in the battery to mechanical energy at the wheels a little differently (and vice-versa). We account for these conversions and differences.
- Your Car Model: each car has different parameters for how they use energy in the categories above. EVTripPlanner takes the best data available to match our model to the actual measurements and published charts.
Trip Settings
Setting the parameters for your trip is critical to getting an accurate estimate of the energy that will be consumed. The most important setting is your "speed factor", which is how much faster or slower than the prevailing speedSetting the parameters for your trip is critical to getting an accurate estimate of the energy that will be consumed. The most important setting is your "speed factor", which is how much faster or slower than the prevailing speed (as estimated by Google Maps at the time of planning the route) you are going on average. Unfortunately, you can drive in different patterns and have the same average speed while consuming different amounts of energy. While these errors don't tend to be very large for long trips, the closer to "cruise control" you are at the average speed on long segments the closer the estimate will be. Also fill in payload, outside and cabin temperatures and your correct car model - these can make a significant difference.
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