286mi at 55mph (90 kph) not 60 mph
also that's at 25 deg C so best case scenario.I'd rather grind my teeth down with a blunt file than do 55 on a motorway tbh
When are you going fully electric?
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also that's at 25 deg C so best case scenario.I'd rather grind my teeth down with a blunt file than do 55 on a motorway tbh
but everyone is sitting at 280m range ... unless you have a model x lr raven
https://www.reddit.com/r/electricve...bjorn_1000_km_challenge_audi_etron_gt_sets_a/
->
https://docs.google.com/spreadsheet...lMzvvWJHrBS82echMVJH37kwgjE/edit#gid=15442336
yes ok you can reproach the ioniq5/gimp for not being some digital step increase over the field.
bjorn doesn't seem to have a table that shows if you can cover distance faster, if you travel fast and recharge often, versus go slow with less charges
(if you have a strong bladder)
https://www.reddit.com/r/electricve...bjorn_1000_km_challenge_audi_etron_gt_sets_a/
->
https://docs.google.com/spreadsheet...lMzvvWJHrBS82echMVJH37kwgjE/edit#gid=15442336
yes ok you can reproach the ioniq5/gimp for not being some digital step increase over the field.
bjorn doesn't seem to have a table that shows if you can cover distance faster, if you travel fast and recharge often, versus go slow with less charges
(if you have a strong bladder)
Pure isn't a spec level on the ID3. Pure/Pure Performance/Pro/Pro Performance/Pro S all refer to the match of motor power and battery size, trims are Life, Style, Family, Max, and Tour. I'm guessing if it's that cheap, it's the "Life" trim which is their entry level.
chip shortages on id3 may well dictate choice,
for the 150bhp and 200bhp versions it would be interesting to know what the difference is when it comes to 50-70 overtaking, so, whether the real world experience of the additional 50bhp is significant, to decide where the sweet spot is for (subjective) value,
plus, the bigger battery benefits/trade-off without an accompanying heat pump, so whether the additional autonomy can be reduced in the cold uk climate, so that you've effectively got the smaller/mid battery equivalent, and need to stop to recharge anyway;
not sure if Bjorn has done with/w/o heat pump range studies.
for the 150bhp and 200bhp versions it would be interesting to know what the difference is when it comes to 50-70 overtaking, so, whether the real world experience of the additional 50bhp is significant, to decide where the sweet spot is for (subjective) value,
plus, the bigger battery benefits/trade-off without an accompanying heat pump, so whether the additional autonomy can be reduced in the cold uk climate, so that you've effectively got the smaller/mid battery equivalent, and need to stop to recharge anyway;
not sure if Bjorn has done with/w/o heat pump range studies.
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286mi at 55mph (90 kph) not 60 mph
I'd rather grind my teeth down with a blunt file than do 55 on a motorway tbh
I wouldn’t recommend doing 90kph on the French autoroutes as you’ll get yeeted into the hard shoulder by the first truck that isn’t paying attention.
I'm not sure if the posters complaining about 90KPH being too slow are serious or not but the lack of smileys tell me they are genuinely just ill informed.
The testers doing 90 KPH have stated many times they are simulating mixed rather than motorway driving. They are not advocating that people would (or should) actually drive on motorways at 90KPH. They use morotways during well off peak hours so they can be more assured of completing a controlled test without worrying about traffic etc. This is also why they do another 120 kph test to show actual motorway consumption.
Unless you do all your driving in the evening or weekends on an empty motorway the 120 kph consumption is irrelevant to most. Most people drive a mix of roads during typically busy periods and their average overall long term mph would be between 30 - 50 mph (mostly on the lower end). I freqently do a 40 mile return trip for a commute and it is 18miles motoray and 2 miles urban, also doing freqeunt short drives to shops on urban roads and the odd B road journey.
I just checked while psoting this and my average speed over 6000 miles of ownership is 26mph and that is during a pandemic where congestion is much reduced. I found it hard to believe myself considering the amount of motorway miles at 60mph + I do but that is what the car is telling me.
The testers doing 90 KPH have stated many times they are simulating mixed rather than motorway driving. They are not advocating that people would (or should) actually drive on motorways at 90KPH. They use morotways during well off peak hours so they can be more assured of completing a controlled test without worrying about traffic etc. This is also why they do another 120 kph test to show actual motorway consumption.
Unless you do all your driving in the evening or weekends on an empty motorway the 120 kph consumption is irrelevant to most. Most people drive a mix of roads during typically busy periods and their average overall long term mph would be between 30 - 50 mph (mostly on the lower end). I freqently do a 40 mile return trip for a commute and it is 18miles motoray and 2 miles urban, also doing freqeunt short drives to shops on urban roads and the odd B road journey.
I just checked while psoting this and my average speed over 6000 miles of ownership is 26mph and that is during a pandemic where congestion is much reduced. I found it hard to believe myself considering the amount of motorway miles at 60mph + I do but that is what the car is telling me.
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Eh?
But if you're doing mixed driving why does the single charge range matter at all? You'll just go home and recharge after your mixed use journey.
The only time range actually matters is going long distance - and you'll be using a fast dual carrageway or motorway for the majority of it if you're going >150 miles.
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I always set the cruise to 65 mph on motorways. Almost pointless going faster a lot of the time. 
I know that range only matters when you are doing a longer trip and that range in itself doesn't matter for most people most of the time. But knowing relative efficency helps determine the potential running costs and how often/long you need to charge your BEV. So don't just think of it as how far can I drive in one trip on a single charge once in a blue moon, but how many commutes before I need to charge this BEV again. Another vital factor is charging speed because my friend in his Hyundai Kona Electric can get ~250 miles of range but his charging speed is less than half that of my E-Tron 50 whith a range of 170 miles. So ironically it would take us both the same time to do a 320+ mile drive.
Also bear in mind that even those longer journeys are rarely 100% motorway and will incorporate B roads, carriageways and even urban. Even if they are 100% motorway you are unlikely to be sitting at 70mph 100% of the time. This is annecdotal but a recent trip I did from my home town to Galway is roughly 190 miles, which on paper is 80% motorway and carriageway with ~20% B roads. So my E-Tron 50 should in theory have been only able to get ~150 miles of range at 70MPH considering the vast majority of trip was on motorways and carriageways. In reality it managed 182 miles of range because the average speed over the journey was below ~52 mph and I wasn't taking it easy either. One stop at an Ionity charger for 10 minutes at 120kWh charging speed more than got me to my destination and gave me a welcome break during the 3.5 hours of driving.
That trip would be similar to driving from London to Manchester and I bet that trip would also work out at roughly 50mph average speed.
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looks like Bjorn did test the id3 @120, and, like ioniq 5, you can't defy physics.
[don't know the temp]
km77 - they don't seem to have done an id3 handling/moose test yet
id4 https://youtu.be/aBNvLe-BF7Q?t=61
i3s https://youtu.be/-tIqZBzFBAw?t=122 that's a go-cart, I like their red/black combo (the mazda red is beginning to grate)
mach-e https://youtu.be/pWDzIfmHGKg?t=73
Just wanted to add that so many ICE drivers bring up the old "the grid wouldn't cope if we all drove electric cars", because they mistakingly believe everyone charges their EV every night at the same time. I ask them if everone turns up at the fuel pump the same time as you do they?
The truth is the grid could handle that scenario just fine with some basic planning and incentives.
https://www.nationalgrid.com/storie...ries/can-grid-cope-extra-demand-electric-cars
The truth is the grid could handle that scenario just fine with some basic planning and incentives.
https://www.nationalgrid.com/storie...ries/can-grid-cope-extra-demand-electric-cars
The exact same physics apply to ICE cars as well and the difference in MPG between 55 and 75 can be 20% - 30% depending on the car type. The major advantage of ICE cars is the considerably longer range to begin with.
For example the Audi Q4 40 EV goes from 302 miles range at 90kph to 206 miles range at 120 kph. A similar sized ICE SUV would go from ~450 miles on a tank to ~340 miles or less and of course fills up a lot quicker. Having said that if you only do one or two such trips a year then an EV is more than capable and I know this from experience. Even in an E-Tron 50 doing ~600 mile road trip around the west coast of Ireland with no issues, or "I miss my diesel SUV" moments.
Don't get me wrong, I have had those moments when you turn up at yet another broken charger but thanfully I have never in been stranded.
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Talking of big and not so slippy- my EQC arrives Monday.
I’m actually excited about it and really intrigued how I will adjust to life as an EV owner
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I don’t think “exact same physics” is fair.
ICE tends to get more efficient with higher road load to meet that power demand. Unlike EV where the relationship is far more linear.
ICE tends to get more efficient with higher road load to meet that power demand. Unlike EV where the relationship is far more linear.
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That's more for savage launch as in normal mode it drives pretty much always in 2nd gear. Less compromise on the gearing selection to balance grad-ability, acceleration and top speed when you have two.
Gears just allow ICE to get the appropriate low rpm for a wide range of speed, roadload and hence reduced pumping losses and volumetric efficiency will increase with that higher speed
is there much data on how much it helps the taycan ? tesla does have different ratios on the front/rear motors so can do something taycan like.
whether electric car could ever benefit from a much more traditional gearbox, peak efficiency in below ev example 6K rpm .. so if the efficiency/weight penalty of a nice zf gearbox was 5% or less could be the future ; I guess you need gearboxes for evlorries anyway so the R&D will continue until cars want them again;
formula-e doesn't have them ?
