2017 MX 100D 7,400 Odometer. 264 miles @90%. It’s never been on a supercharger. Usually charge at home at 16 amps, 117V.
Babying that thing! Live a little
2017 MX P100D
5800 miles
90% = 259
2017 MX P100D
13,000 miles
90% = 257
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2017 MX 100D 7,400 Odometer. 264 miles @90%. It’s never been on a supercharger. Usually charge at home at 16 amps, 117V.
2017 MX P100D
5800 miles
90% = 259
Maybe I should quit going on vacations.
I have notes on almost every charge. (taken manually) I have not seen this have any effect at all. I do seem to get my highest miles when charged to 90%+. Charging to 80% for a couple of weeks will make a mile go away for a while. The couple of times I've had to slow charge, I have had a couple of miles go in to hiding until my next L2 charge. (I would avoid L1 charging since it could result in keeping the battery heated up with the heater for longer, and LiIon batteries have longer life when kept cool).Wow, our cars seem to have identical characteristics. So this is indicative of a greater problem.
I too noticed that I lose about 1 mile on the 90% charge each time I go on a long trip involving superchargers. I took it to the Tesla Service in Houston and they said perhaps I need to get it down to near zero and fully charge it to reset the system. I am not too excited to do this as I am afraid I might brick my battery. I have gone down to 2 miles and then did fully charge it once, but it had no effect on my 90% indicated range.
Battery heater only comes on when it's really cold. My heater hasn't come on since April (via TeslaFi.com)(I would avoid L1 charging since it could result in keeping the battery heated up with the heater for longer, and LiIon batteries have longer life when kept cool).
Mostly this has lead me to believe that apart from abuse (leaving it at a low SOC for instance), mostly this capacity loss seems to be luck of the draw.
Well, remember that 1,500w (give or take) of L1 charge power is being spread over 7,000+ batteries, so individually the heat from L1 charging is almost a rounding error if you could track it somehow.Good to know.
Given the low C rates even at L2, I still think always charging at L1 is not the best choice. At worst it is no more or less harmful, and it's less efficient.
I have a 2 year old MX 75D with 32,000 miles. 90% is 200. I baby the battery - normally charge it to 80%, don't keep it at 100% for more than a couple of hours and have supercharged roughly 40 times. My 80% range has decreased from the high 180s (187ish) shortly after delivery pickup to 177 today. In the first winter it fell into the low-to-mid 180s and stabilized but seems to have fallen over the last several month (in the summer!). I have a friend with a 2 1/2 year old MX 90D with similar driving habits and about 40k miles and his 100% is 250 (vs 257 at delivery) while mine is roughly 220 (vs 237 at delivery and 234 shortly after). I know actual range will be lower, but why has my rated range declined so much?
I have the service plan and SC says battery is fine (do they run diagnostics as part of annual service?) and that it is the software adjusting to our driving habits (life to date Wh/mil = 372). Is this true?
that's kind of low. My 10k miles 100D is at 267 for 90% That said I know there's some natural variability in batteries.~600
100D 265mi at 90%
that's kind of low. My 10k miles 100D is at 267 for 90% That said I know there's some natural variability in batteries.
Also if you charge to 100% (did you already at least once) the number might not be all that well calibrated.