81–90 of 358 posts
The Hyundai Nexo EV is already at 380 miles, and it’s a real SUV, not a flat-as-a-pancake Model S. It refuels in five minutes, to boot, but is only practical in California. If they increased tank volume by 5% it’d be at 400 miles EPA.
I've been following a multi-month discussion over in the r/electricvehicles subreddit about EPA range. There's a growing consensus that something is very wrong with it. Here are a couple of the articles that got some discussion in that sub: https://insideevs.com/news/407807/eletric-car-real-world-ran... https://www.caranddriver.com/reviews/a30874032/porsche-tayca... As someone who has owned both a Tesla Model X and o…
In my experience: I manage to roughly match the EPA rating on the freeway driving at 65mph (it depends on the road, on the temperature, on how much stuff/people are in the car, etc.), but it goes down quickly as you drive faster. This table illustrates it fairly well: https://teslike.com/
Car & Driver: https://www.caranddriver.com/reviews/a30874032/porsche-tayca...
There's a number of other tests that show that Tesla almost never lives up to its EPA range.
The Hyundai Nexo EV is already at 380 miles, and it’s a real SUV, not a flat-as-a-pancake Model S. It refuels in five minutes, to boot, but is only practical in California. If they increased tank volume by 5% it’d be at 400 miles EPA.
For those wondering this is a Hydrogen fuel cell car, only available for sale in CA because that’s the only place you can fill it. It appears they sold about 270 units in the US last year.
No, you can buy it in Korea and Europe as well. Europe and China are the most important markets for EVs. Hyundai isn't making many Nexos yet though.
They mention "significant weight reduction" but don't mention how much weight they saved. Considering how heavy Model S's are, this seems like it could be a productive approach, though on the other hand if there were easy/obvious ways to reduce unnecessary weight, it would have been done by now. On some level it's a trade-off between being too heavy and being unsafe, though reducing the weight also means it doesn't h…
yes and no. Older cars were far heavier and far less safe. They could make incremental safety design improvements that allow to reduce weight incrementally without compromise.
A Model S is about 4500 to 5000 pounds. I used to drive around in a 1981 Mazda GLC, which is about 1800 pounds. The White Zombie, a famous electric conversion with a 0-60 time of about 1.8 seconds is based on a 70's Datsun which I believe was about 1700 pounds (after adding a couple series-wound DC motors and a trunk full of batteries it's around 2000 pounds).
If you asked some engineers to make a car under 200 pounds, they'd construct the thing using similar materials and techniques as a modern bicycle, and it might even be fast and safe at highway speeds, as long as it didn't collide with a modern car that weighs as much as five or six large pianos. So, in a sense modern cars are on average very heavy because they have to share the road with other cars that are very heavy.
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Tesla doesn't do any blending of the brake pedal. Pressing the brake pedal always applies the friction brakes only. However, since a software update last year, they have had a one-pedal driving mode (Stopping mode "Hold"). In this mode, the vehicle is able to come to a complete stop without using the brake pedal, using a blend of re-gen and friction brakes to do so. In practice, it means it uses re-gen down to a very…
Quick question - do Teslas turn on brake lights when using one-pedal mode? Seems it can brake quite aggressively using regen.
I've been following a multi-month discussion over in the r/electricvehicles subreddit about EPA range. There's a growing consensus that something is very wrong with it. Here are a couple of the articles that got some discussion in that sub: https://insideevs.com/news/407807/eletric-car-real-world-ran... https://www.caranddriver.com/reviews/a30874032/porsche-tayca... As someone who has owned both a Tesla Model X and o…
It’s not just about speed, although speed has a lot to do with it (with efficiency dropping with the square of the increase). It depends also on how much you use the available acceleration features. As you will know there is quite a range of acceleration available, from barely pushing the pedal and matching normal cars, to putting the pedal about 1/4 of the way down and smoking even most fast cars, to putting the ped…
It's really incredible what Tesla is doing. Haters gonna hate, but they continue to innovate and move the industry forward.
Really enjoying Tesla's 'innovation' of giving my Model 3 only 70% of the promised range. Doesn't help that everyone on Tesla forums love to praise the company no matter what they do, so it's not like this is something easy to learn prior to using the car for some time.
This site has been linked on this thread a few times and I’ve had it bookmarked for some time. TLDR = drive more slowly and lay off the brakes.
Here I am with a 2018 S 75D getting low 200’s. sniff
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The thing is, distance is meaningless. The energy needed to travel for A to B depends on way more than the "distance". Elevation changes, weather, wind, driving style, etc all matter. I can show you roads near me where my energy consumption is negative (yes, driving down the mountain).
Wouldn't the regenerative braking system recharge the batteries on the down slopes? I realize it's probably not 100% efficient, but if the system were reasonably efficient, it shouldn't matter how hilly or flat the trip could be.
They are lying. I was in the market for a new car earlier this year, and I really wanted to get a Tesla. I also really wanted a car that could handle a trip of 295 miles that I regularly make. I will not go into the nightmare that was scheduling a test drive of the long-range Model S, but after getting conflicting answers from multiple PoCs at Tesla, I finally got the firm answer. The car cannot do even my 295 mile c…