I find i get worse results with adaptive cruise control on, as the car does a lot more "fidgeting" of slowing/speeding up and also accelerates faster than i would if i'm trying to conserve range and judging the road a lot further up the m'way than the car is seeing..
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EV general discussion
- Thread starter Ricochet J
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Adaptive cruise is only adapting to what it can see which is a lot less than we can.
If you're the type of driver who looks ahead and begins to slow when you can see traffic still a bit off or accelerates a bit slower because you can see you'll catch up with the car in front and need to slow down anyway then you'll get better efficency than adaptive cruise, on the other hand if you treat your brake and accelerator and bit more like an on/off switch you probably won't notice much difference.
Because it isn't as good as a human driver can be. Sure it is fuel efficient on a perfectly flat road with no other cars but in the real world where you have hills or heavy and busy traffic it cannot predict like a human can. Thus it will brake or accelerate more.
Anything that places a load on the battery(s) means more electric consumption. Why are you using a heated seat in the summer anyway, is Norwich within the artic circle?
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Soldato
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In my 24my polestar 2 SRSM I get a smidge under 4.3 miles per kWh (233wH per mile)@65mph, a 5mph jump drops that to 3.7 miles per kWh (265wH per mile)
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Er... I never said I was using my heated seats.
Anyway, we are basically saying that human drivers are more fuel efficient than adaptive cruise because they allow the gap distance and speed to vary.
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Some human drivers. 75 year old Shirley living in that bungalow down the road probably isn't one of those drivers
Soldato
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Shirley not?
Need heated seats cos it’s Naked bum, I mean Gun.
Need heated seats cos it’s Naked bum, I mean Gun.
Sweaty bum crack isn't a pleasant feeling
Definitely some on-the-fly mental calculations to be done when doing journeys around the max range of the vehicle though. Is it quicker to drive at the limit and stop to charge for 10 minutes, or to drive slower for the whole journey and make it to your destination with 3 miles left (assuming you have a guaranteed charge when you get there)?
Soldato
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Honestly if I’m doing a long journey and it’s THAT close to the maximum range I will have planned a stop around the halfway mark with a charge anyway.
Charge when you can, not when you need to!
Journey length plays a part but I always think it's worth having a break at some point anyway during a long drive, I don't tend to go more than 2 hours without stopping for 15/20 minutes.
If I'm travelling 180 miles and I've got 260 miles worth of range, I'd still probably want to stop for my own sake - and can charge during that pause.
Travelling 10 miles at 70mph vs 60mph is a time saving of 86 seconds.
That's what they teach you at speed awareness courses
. So 100 miles is a difference of 14 minutes 20 seconds.
At 65 instead of 70 that's a difference of 7minutes 10 seconds. Time for a quick charge?
That's what they teach you at speed awareness courses
. So 100 miles is a difference of 14 minutes 20 seconds.At 65 instead of 70 that's a difference of 7minutes 10 seconds. Time for a quick charge?
As a muggle the charge while you can mindset seems to make by far the most sense and I was thinking about this during my last stop at Cambridge Services, fast forwarding myself to high cholesterol issues with a GDK, where the car park was rammed and about 80% of the chargers were in use. Looking into the mid to long term as those ICE vehicles in the main car park become EV just how much provision do you think will be needed? Also, how much do you think can be realistically added to the average service station?
I have no doubt that the solutions will come onstream as the demand dictates but I do wonder how that model will look. Especially in places where parking is already at capacity and your average charging bay has an extra buffer zone either side of the space.
Some places I see there are different charging speeds available. Maybe some of the ultra rapid chargers will make way for slower speeds to allow the grazers to pick an appropriate spot while still leaving capacity for those to splash and dash. You could replace one ultra-rapid with three rapid chargers for the same capacity coming on site.
I'm sure clever people than me out there have a plan but I must admit I am intrigued.
I have no doubt that the solutions will come onstream as the demand dictates but I do wonder how that model will look. Especially in places where parking is already at capacity and your average charging bay has an extra buffer zone either side of the space.
Some places I see there are different charging speeds available. Maybe some of the ultra rapid chargers will make way for slower speeds to allow the grazers to pick an appropriate spot while still leaving capacity for those to splash and dash. You could replace one ultra-rapid with three rapid chargers for the same capacity coming on site.
I'm sure clever people than me out there have a plan but I must admit I am intrigued.
A lot.
I don’t know when you last charged at Cambridge but it’s had a massive expansion in the last year.
It’s gone from 6 Ionity to 30 Ionity and 12 gridserve ultra rapids plus the 4 plugs old 50/60kw units.
3 mins off the same junction is 6 shell recharge and 5 mins down the road at the next junction is 12 tesla chargers.
There is no shortage of provision put it that way.
Parking is defo an issue at some sites. HGV provision is a massive problem at most services and putting in truck chargers requires so much more space as the plugs are on the sides of all production trucks.
Rapid chargers don’t really work in this way anymore with the advent of large charging hubs.
Having 15 350kw capable plugs generally doesn’t mean you have 5,250kw available and adding more plugs means you can charge more cars.
They are almost all constrained by a an overall site limit which is often as low as 100kw per stall or less.
It’s not uncommon to have a 12-15 bay hub will likely only have a ~1mw grid connection and when all the bays are full, they’ll only deliver 80-100kw.
You have to factor in that some rapid charging demand is driven by a lack of destination charging.
If I think about when I have used rapid charging (when not towing) over the 5 years of ownership, I think it could be reduced by 50-80% if destination charging was ubiquitous.
Ranges on cars are also getting longer, that will also reduce demand.
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I think the biggest capacity increase i've seen was at Hopwood services on the M42 at Birmingham. For years they only had 4 or 5 chargers, now they're up to 74. 36 Tesla only and 38 AppleGreen. On a side note I finally found the answer to why the Teslas are locked at Welcome Break services, AppleGreen are the parent company, and won't allow Tesla to unlock for all as they want to push usage of their own chargers (apparently).
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Caporegime
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Those Applegreen chargers are excellent too, as are the new Moto ones.
Both work flawlessly with Electoverse.
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