Haha, moved my point of view, because this forum is for "Tesla lovers", here goes your inability to accept different views aka freedom of speech, such a childish move, you are locking yourself to the views which will not hurt your feelings, it is going to be difficult to live in real world.
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Supercharger experiences
- Thread starter cbo111
- Start date
No, it's because you made it personal. Anyone you disagree with must be a stock shill? You can check that stuff at the door.
That said - and I really mean this - I hope you and yours have a great holiday. We all need a break from 2020, that much I think we can all agree on.
No, I didnt move your point of view. There is more than one moderator for this section. I marked your post disagree because you made an assumption I did something I didnt do.
I always nav to the charger and I've always made sure to space myself out from other cars. This morning it was an urban supercharger so the one other car shouldn't have mattered right? Regardless they were still several spots away.
Correct. Urban Superchargers aren't paired, nor are v3 Superchargers. Also, it's good you are attempting not to use a share set of Superchargers but you can't just rely on spacing. You need to pay attention to the actual numbers on the v2 stalls. Sometimes they are 123123. Other times, they are 112233. If you want the best charging speeds, try to use a Supercharger where both A & B Superchargers are still open.
Okay, found some more time to try a few ideas in ABRP to figure out what you might have done, since you won't tell us.
Here's my latest attempt:
Not too far off your post:
As you can see, the charge times are fairly close, and at the same SCs. And, the travel time is also fairly close. The following are the assumptions I had to make to get that result:
ZERO Fahrenheit
Recharge and Destination SOC: 25%
Departure SOC: 80%
Speed: 105% of speed limit, max of 70mph
Charge overhead: 5 mins per stop.
If that's anywhere near what the OP did, then it's nowhere near optimal or best practices or how anyone should do the trip. 25% SOC at recharge is way too much. I would set it at 10 to 12%. And up the speed to 115% of limit. And don't travel when it's Zero F. At 20F, making the changes will reduce your trip time by 45mins.
Here's my latest attempt:
Not too far off your post:
As you can see, the charge times are fairly close, and at the same SCs. And, the travel time is also fairly close. The following are the assumptions I had to make to get that result:
ZERO Fahrenheit
Recharge and Destination SOC: 25%
Departure SOC: 80%
Speed: 105% of speed limit, max of 70mph
Charge overhead: 5 mins per stop.
If that's anywhere near what the OP did, then it's nowhere near optimal or best practices or how anyone should do the trip. 25% SOC at recharge is way too much. I would set it at 10 to 12%. And up the speed to 115% of limit. And don't travel when it's Zero F. At 20F, making the changes will reduce your trip time by 45mins.
Zcd1
Active Member
Hmmmm, how long were you driving before arriving at the Supercharger? Fully pre-conditioning the battery can take 30 minutes or more in cold temperatures...
Did you happen to notice the peak charging rate, and what was your arrival SOC (state of charge)? Charging is far faster at low SOC (like below 50%)
I always make sure to check that, too. I'm really thinking it's the cold New England weather
This morning it was probably right about 30 minutes on the highway of driving, and it was above freezing actually. The peak rate was close to 65 and my arrival SOC was around 40% and I was only trying to get it up to 50%. The car estimated 10 minutes, it took closer to 20
2 things happen:
(1) If someone plugs into a neighboring paired stall, it will reduce your charging power.
(2) If your battery goes above 70, 80% or so, the charging power reduces. Im not sure if the initial estimate takes that curve into account or not - because it's atypical to top up to 90,100% at SCs, and that's not suggested by onboard trip computer or 3rd party planners as the optimal strategy.
Zcd1
Active Member
Did you see a notification on the screen about pre-conditioning being in process?
65 KW is kinda slow, but that could be related both to insufficient pre-conditioning and to the relatively high SOC.
You were quite close. My consumption was ~330. SR+ doesn't have locked battery buffer, so my max charge is 80%, and almost never go beyond 20%, 10% is asking for trouble if something is wrong with the charger.
Turnpike speed limit is 70, everyone drives 80-85, its two lane high speed highway, (I tried)driving at 70mph it seems like it increases chances of being rear ended a lot. Temps were about 0C in Philly -10C in Pittsburgh, not sure about wind, it was snowing closer to Pittsburgh.
Charge overhead is probably correct, takes about 5 minutes to get off and back on turnpike.
Unfortunately, a combination of extremely cold weather and conservative personal choices has created an unsatisfactory travel experience.
When I was trying to decide what Tesla model to buy, I ran tons of simulations on ABRP, to see how a Chevy Bolt compared, and whether I could save some money and buy a MR instead of a LR. Trying a variety of common trips, to Boston, Philly, upstate NY, and NC; and less common trips, to Nova Scotia, Montreal and Quebec, I learned that there was a big drop off in convenience if I went with the smaller battery.
For me, there’s been no change in my common 340 mile trips to Boston. I make 2 stops just like I did in my ICE. And I stop for almost the exact same amount of time. 10mins each way for a toilet break and a coffee. Now, I plug in before going to the toilet and getting my coffee. 10mins on way there, and 15mins on way home, so maybe 5mins more, total. Of course that assumes I don’t get gas on the way, because then the ICE takes longer. And I still have to stop to get gas before and after the trip. Got to add those into a fair comparison. The truth is, with a LR, I save time compared to my ICE. Fortunately for me, the Superchargers are at the highway rest stop, I’ve stopped at for the last 40+ yrs. so no extra time getting off and on the highway.
In the above image, you can see with a LR-AWD, at zero F, 115% of speed limit, stopping at 12%, you can do the trip a LOT faster. That’s why most people were skeptical. We didn’t know you were driving a SR+ and refilling at 20% SOC. You’re far more conservative than most. If you’re concerned with broken Superchargers, you should consider a backup solution using generic DC fast chargers.
Your personal choices, unfortunately, are creating your lousy experience. Nothing to do with fanboys or stock shills.
For before trip planning use a better route planner or evtripplanner. Once in the nav and plot to your next supercharger. There are no issues with Superchargers but do you know how they work? Like how 1a and 1 b share power? Or the difference between a Gen2 or Gen 3 supercharging station? I would do a little more research before buying if you don't know anything about Teslas and how EVs work.
Forget all the better route planner and other *sugar*.
get in your car. Tell it where you want to go. That’s it.
get in your car. Tell it where you want to go. That’s it.
While that works for shorter trips, it doesn't provide the best options for multi-day trips. The in-car navigation will usually lead to longer charging times which will make the trip take longer. Also, it's harder to plan ahead and know exactly where and when you'll be stopping for the night.
While we don't use ABRP on the actual drive, it's an invaluable tool for planning before a road trip. We recently did a multi-day road trip with an S and a LR 3 and ABRP allowed us to plan everything in advance and confirm the 3 would be able to make it to the same Superchargers as the S. Yes, we could've just used the in-car navigation but then our "convoy" wouldn't have lasted long since the in-car navigation would've suggested stopping and charging in different cities for each car on the 1000 mile drive back to Colorado.
israndy
Supercharger Hunter
I have found that ARBP well give me better info than just the nav. I did a trip from Las Vegas to my cabin in Sonora, CA and if I had left it up to the car it would have taken me to Reno from Gardnerville, across on 80, and then down 49, and finally back eastward on 108, instead I just took 108 west direct to the cabin because I saw it in ABRP. Half a day off my travel time.
When the new Tesla Nav waypoints feature arrives it will be interesting to compare the two again
When the new Tesla Nav waypoints feature arrives it will be interesting to compare the two again
SageBrush
REJECT Fascism
Difficult for me to parse that. Clearly though, people *love* to talk about themselves -- it is its own motive force that keeps a forum running
Engineering types find this discussion sleep inducing. It comes down (after the destination charge is exhausted) to average Supercharging being 100- 150 kW in the lower SoC range and driving 20 - 30 kW. The range of charging:driving time then spans 10:3 down to 15:2
SageBrush
REJECT Fascism
JCtx
Member
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