It was only a matter of time before some other dipshit did it, sadly that dipshit turned out to be me.:frown::redface: I attempted to drive from my house in Edmonton to a hotel in Calgary, a 290km trip, with a full 'Standard' charge of 383km ideal. I didn't set it to a 'Max Range' charge because I figured that 90km of extra charge was enough of a buffer and that I didn't need to risk 'negatively impacting battery life' as stated on the charge screen. The battery depleted with 6km to go. This was the first major road trip with the car and I wasn't familiar enough with the various distance estimates the car provides when highway driving compared to city driving. The service I got from Tesla was fantastic and I was at the hotel plugged into a charger within an hour and a half. That's the short story. The long story starts out the same, charged to full Standard. It was -1°C when we left, I'd run the cabin heater for about 5 minutes while plugged into wall power to get some heat in the car. I should probably point out that I don't frequent this forum as often as I should so I've missed out on many of Doug_G's informative posts about cold weather driving. The car had me plus a passenger with very light luggage, we were only going for the night. We unplugged & set off, we had the cabin heat to 21°C, the rear defrost on, and were soon doing 120km/hr (limit on Highway 2 is 110). My car has the 4.3 (1.24.45) software, we saw a huge power draw (+300Wh/km Like other battery drainers before me I didn't take good notes...) on the usage graph which didn't decrease after the defrost turned off, I assume now it was the pack heater. We assumed that draw was hugely skewing the projected distances so we ignored the dire projections & drove on. 57km into the trip, this part I did take notes of, we noticed that the draw was moving off the graph yet the projections were increasing in their 'dire-ness'. It was at this point that we turned the cabin heat & seat warmers off plus dropped the speed to 110. This put the projections right at the edge but the rated range was still well over the amount remaining so we thought we'd be ok. About 100km into the 290km trip the projections were trending below our target distance so I dropped the speed to 100, as slow as I dared on Highway 2 without risking an accident, plus we closed the Nav & switched from Internet radio to OTA radio. The rated range was still above the target but we noticed that the trip meter average energy usage was quite a bit different than the 50km projection average usage so we started to get frustrated & distrust all the numbers being shown. The projections were right around our target distance, sometimes higher, sometimes lower. We made it all the way to the edge of Calgary and with 12km to go the car hit 0 rated range at which point it beeped and displayed a little red "Charge Now" message on the small screen. The orange speed limiter bar was down to around 50. With 7km to go the car displayed a second message stating "Car shutting down. Pull over safely." with the orange speed limiter bar now down to 40. We made it under power for a few hundred more meters to a safe spot & pulled over. The car was still on but after coming to a stop it would no longer move, no big surprise. I put it in Neutral & emptied the bricks out of my underwear before calling Tesla Service who were fantastic & helpful & didn't once mock me for the stupid thing I'd just done. I put the car in 'Jack' mode and tried to put the active suspension to 'Very High' but only the rear of the car lifted, the screen just sat and displayed a little spinning circle from there. I was still able to click on things, the Tesla service guy had me power down the car to wait for a tow. Fun Tesla Fact: the driver's seat has a weight sensor to detect someone sitting there. If you power off the car then stay in the driver's seat, for example if you want to stay out of the cold when waiting for a tow, when you shift your weight around enough the car will turn back on. After 3 or 4 times of this the car starts to display a "12V System Low" message until you remember about the seat sensor & then move to the back. Opening the driver's door, say if you're moving to the back seat, will also turn the car back on. Yelling at the car will not turn the car off, you still have to use the touchscreen. After waiting about 15 minutes while Tesla sorted out a tow I heard a weird click/thunk noise from the back driver's side of the car. I didn't see anything when I got out to look so I just got back in the car. Tesla phoned maybe 10 minutes after to sort out my location, the service guy then said "I forgot to tell you: you need to plug your UMC into the car before the 12V battery dies, once it does the mechanism holding the locking pin for the connector releases & you won't be able to plug it in." That click/thunk? Falling locking pin. The tow company showed up about 45 minutes from when I'd pulled over, unfortunately they sent a 'regular' tow truck instead of a flatbed despite the Tesla service guy (on the conference call) and myself (the towing company phoned me directly to confirm my location) saying explicitly I needed a flatbed. The tow guy said one wasn't available so I had no choice but to watch him hook up my car. He did put a skate underneath the rear wheels so the car itself was not rolling. As it so happened I pulled off right beside an on ramp that led to a residential area, we were able to travel that way to the hotel instead of down the freeway so for the 6km or so to the hotel the tow never exceeded 50km/hr & the car wasn't bounced around too much. The charger was luckily right by the main entrance so it was easy to get the car positioned to charge. The charger had a J1772 so in the end it was good that I couldn't plug the UMC in. We were able to pull the front noseclip off the car & boost the 12V system, thankfully it didn't take long to get enough power into it to have the locking pin retract & the system turn on again. To further add insult to injury my twin-charger car would only pull 40 amps from the Sun Country CS-90 charger.