Ok. I happy to see this and you calm my fears. My wife and i are about to take a trip to Chimney Rock North Carolina in our Model 3 Long range. See this i tighten up my belt and tie my shoes tight. I'm ready.
Thanks for watching and reaching out. As long as you use the Tesla navigation and drive the speed limit, and weather is good, you will find the Tesla navigation to be quite accurate. That said, when charging, I prefer to give myself at least 10% extra buffer compared to what navigation shows just in case weather is worse, I drive faster than the speed limit, or there are detours or traffic jams. With a little bit of caution and a small amount of planning, you can pretty much drive anywhere you want.
If you are navigating to a destination, like on the other side of a mountain, the TRIP graph will show your projected ending percentage fairly accurately and will account for elevation change and regen coming down the other side. So no need for heart attacks!
Haha. Exactly. As mentioned in the video. ALTHO… looking at that energy consumption tab projection number and comparing it to the Navigation estimation requires a fair amount of in situ faith the first couple times. 🙏🤣
That’s very kind of you to say. 😃 I really enjoy making videos in ways and on topics that I just don’t see a lot of content out there about; or in ways that average people will experience it when they go electric. Thanks for watching! 🙏
Amazing video. I’m actually picking up a blue Model Y next week and I just got back from a trip in the NC mountains. Had me thinking what it would be like if I tried to drive the Tesla in that area. Thank you for making this!
Thanks for the super kind feedback. Congrats on the MY! Should be a nice fun car for you. I was actually in western NC last January. I drove the route from Knoxville to Cherokee to Asheville then off to Durham. There aren’t a lot of Superchargers in the area but with a little planning you can pull it off - especially if you stay at a hotel with a slower destination charger (Tesla or J-1772). You can check out their Supercharger and affiliated destination charger locations at the following website: www.tesla.com/findus?v=2&bounds=43.80759886042757%2C-75.8189634217149%2C30.983287680135668%2C-85.2232602967149&zoom=6&filters=supercharger // www.tesla.com/supercharger (make sure you switch off repair centers). Also, if you get a NEMA 14-50 (or 14-30) adapter - common for RVs, electric dryers and stoves - you can actually charge at a lot of RV parks which are far more common in rural areas than EV chargers. Typically, I assume I can go 200mi on a single 95-100% charge on the highway around 75-80mph or 230-250mi at slower speeds closer to 60-65. Heavy weather or near-freezing temps reduce that by 20-25%. I’ve driven 34,000 miles all over North America over the past year so I’m proof that you can go just about anywhere with a little planning. Good luck!!
Thanks for the very kind feedback! The switch from gas to electricity is pretty straightforward and relatively easy, but some things are different, some things are more inconvenient (in the early 2020s) and some things are much better. It’ll be interesting as the world starts making the transition. Congrats on your Model Y! 🥰🚙
Thanks for the great feedback! I like to ponder the way I experience being an EV driver and the aspects of driving an electric car that other people who are new to EVs might be curious about as well. Then I try to create content that's simple but not dumbed down, smart but not complicated, and ultimately conversational (I love that UA-cam allows comments). There are great technical videos online about the science behind regen, but I'm always happy to make videos that show practical experiences of that fascinating technology and engineering. And hopefully make it all a little silly or entertaining along the way. 😄
Thanks for the super kind feedback! Mountains used to freak me out because of range concerns, but that 40% regen benefit I'm seeing makes me look at mountains in an all-new way. "Mountain, you and I are gonna have some real good times together!!!" Haha 🤣
You could get so much regen if you had mountains there (after driving up ‘em!). I did get some nice regen - for a couple blocks - going down the hills in Duluth last fall, so that was something. :)
Thanks for reaching out. That was definitely a requirement for these two tests: up 5 miles, and down EXACTLY the same way; then up 10 and down the exact 10, all with the same temperature and weather conditions. Humorously, one thing I pseudo-fret about these days is the thought of a Model Y being built at sea level, delivered to a customer on top of a mountain or plateau who never gets their 40% back in regen. Haha...
Hi Daniel, another great video and analysis! Did you have the regen braking at "standard" and stopping mode "standard". Just curious when you're going down hill, and let go of the "gas" pedal did the regen kick in to slow down car or did you have to keep your foot on pedal for car to keep rolling down. Did you engage autopilot going down hill?
Thanks for reaching out. 🙏 Regen breaking is set to standard, and stopping mode is set to hold. When going downhill, even down steep hills, if I totally removed my foot from the accelerator the car would come to a complete stop in a relatively short distance. Because of that, I do have to keep my foot on the pedal in order to keep moving forward. I'm curious tho: since the accelerator is a de facto brake pedal because of regen via one-pedal driving, what I don't know is: when driving down a mountain and pressing on the accelerator to keep moving down hill, does that action actually send power to the motors and consume power, or does it adjust regen so I stay at a steady speed such that I don't neither stop completely nor roll wildly down the hill. I'll be interested in learning more about that. Lastly, I bounce back and forth between cruise-control & auto-steering (Autopilot), but in practice, Autopilot doesn't do a great job on narrow, winding mountain roads so usually I was just on cruise-control and steering myself. I really don't need to crash into someone on a hairpin turn. :)
@@goingelectric7826 that was my thought on your usage of the autopilot. It isn’t as good or I would trust myself more to turn around tight or low visibility corners. Here is another thought, what if you had used neutral to go down, will regen work in neutral?
Hmmm. I am unsure about that option although it’s unlikely I would do so because I would not have instant control over the vehicle if I needed it to accelerate. I also wonder what the experience is shifting from neutral into drive at a higher speed?
@@goingelectric7826 Hi there Daniel. I really like your content and I can share some insight into regen. Using the accelerator pedal down a hill will not use electricity, and will still allow for plenty of regen, this is visualized in that horizontal bar above the speed and autopilot indicators, and you will notice is less effective when the pack is cold, though the last update has improved this. Additionally, I’ve noticed some of your animations have a bit of “artifacting”. This is caused by two things and they’re both relatively easy fixes! 1. Slow hard drive, or very full. To fix this, make some more space, or you can purchase an external drive or use a cloud service to offload some of your raw video clips. 2. Low bitrate of video rendering. To fix this raise your final render quality or adjust the bitrate to a moderately higher setting. All of your content is such high quality otherwise, I think a slight adjustment would take it to the next level. Keep up the good work buddy!
Thanks for the great feedback. 🙏 It turns out I do all my video production and editing/post-production on my iPhone, previously a XS Max (not easy), 2018 iPad Pro (better) and now a 12 Pro Max (best). Screenshots of the Tesla display are actually photographs and dashcam clips are recorded by pointing my phone at the car display while playing video clips rather than taking them from the USB stick in the car… all because I avoid using my work computer for making my personal UA-cam videos as I am not traveling with my personal Mac. 😭 I have to laugh because I work around a video team when we’re on-site pre-pandemic and their videos are so AMAZING that I laugh a little bit when I publish these beloved hobby videos. I always think to myself, “I hope my colleagues never come across my videos!! So cringeworthy in comparison! Haha…” Ahhhh… low bitrates… those can torpedo any great video! I’ll have to do some research and see if I can alter that setting via an iPhone. I’ve certainly done that on Mac for various other work-related videos. 📺🎉 Thanks for reaching out!
Would it be wrong to say that you were using roughly three times as much energy to go up the hill as you would normally use on fairly level terrain, and then gain approximately 40% energy on the downhill, and that round trips on mountainous terrain therefore require approximately 80% more energy than if you lived somewhere completely flat? I'm asking because I do not have an EV yet but I live on the other side of a mountain in a valley. I would like to hire an EV to check the power consumption to and from home to the coast, but there aren't any EV hire cars here yet.
Hi! Thanks for reaching out. Regarding the 10-mile route discussed toward the end of the video, average efficiency worked out to 721 Watt hours per mile over the 10 miles up, which would be 7.21 kiloWatt hours for those total 10 miles. One the way down, it worked out to -268Wh/mi over 10 miles, or stated otherwise, the vehicle generated 2.68kWh of energy via regen. Therefore, to travel 20 miles, the entire energy consumption was 7.21-2.68kWh = 4.53kWh which works out to 4.53kWh/20mi = 0.227kWh/mi or 227Wh/mi. Stated otherwise, 2.7 units of energy were required to go up the hill versus every unit of energy produced coming down the backside. Now, my average flat land highway speed efficiency is good weather is 290Wh/mi, therefore going up that particular mountain consumed 2.4x the energy per mile than it typically takes me to drive on flat land (however, my speed up that mountain was MUCH slower than on a highway, so if I had driven 70mph up that mountain, my energy consumption would have been perhaps in the 1,400Wh/mi range... but I'll leave that technicality for another day). BUT... what you see in this video is that regen was able to recoup 37% going down the mountain that it took to get up it. That's pretty impressive! And because of that, if you average things out on a drive at the base of a mountain, up a mountain, then down the backside (assuming the mountain is identical on both sides), the energy created by regen more or less eliminates the mountain from your route from the perspective of energy consumption. More or less. Let me know if that makes sense.
My front left electromechanical power assist brake unit failed at 10,000mi, made loud noises and then the brakes stopped functioning correctly and that required a tow but Tesla repaired at and that’s fine now. At 17,000mi my left driver side rear wheel started making a sound over uneven pavement that sounds like a bag of metallic coins being rattled. I have the car in the shop for that today but it looks like Tesla won’t fix it (for the second time). At around 22,000 miles the front left driver side wheel started making a metal-on-metal thunk sound when I go over a dip or gap. Tesla Service heard it today on a test drive over manholes but then un-heard it once I got my invoice with no repair performed. 🤷🏻♂️ Lastly, after my most recent tire replacement at 26,000 miles, the car started making a lite humming sound (not road noise but a slightly undulating hum) which Tesla Service heard during the test drive but un-heard on the invoice, again. At this stage in the game, I’m thinking the workers and robots on the left side of my car were on strike on manufacturing day. Which I’m fine with: I would just prefer Tesla fix these things so they don’t break again when I’m in the middle of nowhere. Again.
Hey! It's a roof sunshade from rpmtesla.com . Looking at their site now, I don't see it for sale anymore. Interestingly, the thing looks super tight on video which makes me laugh because it actually does sag. Since I sit in front of the sag I don't really care, and because it's black it's not crazy-obvious, but if I were sitting in the back I'd definitely notice it. But if someone were sitting in the back and complaining about a sag while not being roasted by the sun, I'd kindly pull over and ask them to get out. Haha...
@@goingelectric7826 Haha, luv it “kindly ask them to get out”. I have one as well that sags a little. I thought if yours was better I would have ordered yours. They definitely help keeping the heat to a minimum.
Rumor has it such sunshades to exist. I don’t believe they are foldable though. That’s one thing I like about mine. It sags, but I can take it out easily and fold it back up into its carrying sack. It looks like rpmtesla.com only sells the fully opaque sunshade now. I suppose if the sag bothered you you could create some sort of suction cup contraption for the glass roof with a magnet on it that you could affix a second magnet on the other side of the sunshade to hold it up to the glass. 💡🧠?? Haha
Hi, I don’t know if there is a Tesla-maximum, but after driving 27,000mi/43,500km, the maximum regen that I have seen in my car was -400Wh/mi or -248Wh/km. Of course, it depends on the % grade of the road, length and speed. Typically, I have observed regen to offer about a 30-40% return going down a mountain on the energy it takes to travel up the mountain. Good luck!
Hi Daniel .. Great video... I enjoy your views on using your model Y and how it effects your driving. I am interested in your view on battery loss in cold weather temperatures. I live in snow conditions for 5 months of the year. What are your thoughts on the loss from full charge in say minus 10 or minus 15 C. Do you loose 10% or 30%?? Thanks very much.
Hi! Thanks for your kind feedback! 🙏 Regarding lower-charge/reduced battery capacity in cold weather... the majority of my experience with that was in Fall 2020 when I was driving through Wyoming, Montana and North Dakota where temperatures were around 0F (-18C). The rest of my cold weather experience has been visiting family in the Midwest during temps closer to the 20s and 30s (-6C to 5C). In that really cold weather, I would say that I observed practical range to be reduced by 40-50% compared to the EPA mileage rating. In the US, the EPA mileage rating is 326 mi/525km. So in practice you're looking at a cold-weather range down near 165-195mi/262km-315km. I also spoke with a number of longer-term Tesla owners while cold-Supercharging and they experience similar range reductions. HOWEVER, we should be realistic here: although 40-50% reduction sounds shocking, the reality is that the EPA numbers really aren't realistic to begin with. In practice, my daily range performance is about 25% less than those EPA numbers, i.e. 245mi/393km *in good weather*, so the REAL range reduction in REAL WORLD driving isn't 40-50% less, but rather closer to 25% less because of cold weather *compared to real world range*. Given those numbers, people who live in cold weather environments should expect to need to charge every 165-195mi/262-315km. If you are charging at home, then it doesn't matter all that much because most people don't drive that much daily anyways (and you'll charge back up overnight and have a full 165-195mi/262-315km to use the following day). However, if you are driving more than that daily in cold weather, then you will simply need to plan accordingly: Supercharging somewhere in between, charging at work, charging at friends & family, etc. Interestingly, driving through snow and heavy-heavy rain with LOTS of water on the road can also reduce efficiency/range significantly (as much as 30%) so that's another consideration. I imagine it's the same with regular ICE cars but because gas stations are everywhere we typically don't care to pay attention. The good news in all this is that I didn't find a single person living in Montana or North Dakota who ever experienced less than 50% of the EPA range numbers even in the coldest and worst weather the region served up. So if you plan for the numbers above, you'll be just fine. Lastly, in weather from -6C to 5C, I didn't notice any shocking reductions in range. Maybe 10-15% less. HOWEVER: in order to support good battery life, based on everything I've read, if you are Supercharging in cold weather (or hot for that matter), make sure you enter the Supercharger location into your Navigation screen in the car well in advance of Supercharging. Apparently batteries last longest when they DC fast charge at the optimally prepared temperature, somewhere around 70F/21C. I have done that for the past 27,000mi/43,500km over the past 9 months, and based on my own calculations, I haven't experienced *any* battery degradation, i.e. I am still at 72kWh usable battery capacity out of a battery max of 75kWh (Tesla restricts those final 3kWh and they cannot be used). Let me know if you have any other questions! :)
You are MUCH too kind!!! 🙏😊 Thanks for watching the videos. I hope I’ve been able to share experiences that you can use as you go electric. ts.la/daniel38095
Humorously, I’m in Italy currently and long-term parking my car at an airport parking structure (in the shade) and it hasn’t lost a single percentage in the last three and a half days. It’s been at 82%. I hope I didn’t overcharge it for these two weeks. EEK! I thought for sure it’d lose 1-3% per day like normal.
If you’re referring to towing a trailer, physics are such that towing results in a significant reduction in efficiency for any EV or ICE. So I wouldn’t say that it’s a disaster, rather just that the state of energy density in batteries in the year 2022 is not yet good enough to support ***long-distance*** towing. That likely will not happen until sometime in the 2030s or beyond.
When descending regen is a nice thing to have for efficiency, but (and I know steepness is a variable here) taking the downhill grade in mind, did you feel regen sometimes slowed you more than you wanted?
You can adjust how much regen is happening with the accelerator pedal (and not just on hills, this is anytime). The amount of you lift off determines how strongly it regens. If you lift off all the way you get the max, but if you lift off less you get less regen.
That's a really interesting question and touches on something that I didn't discuss in the video simply because I don't have the engineering knowledge to speak to it. Specifically: regen will technically bring the car to a stop even when going downhill, so I do have to have my foot on the accelerator to ensure the speed matches what I want. And that made me wonder: does that action result in *some* energy going into the motor/drivetrain in order to keep the car moving forward? If so, then even though I am seeing negative consumption numbers when driving downhill, in reality, I wonder if there are hidden positive numbers included in there but because they're smaller than the negative, the net amount of regen results in an overall negative number. It would be great if a Tesla expert could provide context around that in the comments here. So to answer your question: not really*. (*Not really = regen is awesome and allows for one-pedal driving most of the time... so in practice, you actually slow the car down not by hitting the brake pedal, but rather, but slightly lifting your foot off the accelerator such that you slow down at the desired rate. And once you get to your desired slower/steady speed, you can either keep your foot right there or just activate cruise control. And in practice, that's what I did/do for much of my mountain driving. And if regen is slowing the car down too much such that you'd come to a stand-still, then you simply apply more pressure to the accelerator. Million dollar question: does that send electricity to the motors (consuming energy) or just reduce the power of the regen and not stop the car after all and let gravity do its magic at the desired speed??
@@ekultaylor4463 Yes, I got that; just wondering what your experience with it was. I would imagine something like the Tioga Pass grade down into Lee Vining (if you're familiar with that route across the Sierra) would be at a steepness where max regen would be useful, rather than going back down the other way, where there is even more elevation loss, but much more gentle, one would find much less benefit since more accelerator would be needed to keep in the flow of traffic...I'll find out myself in a couple of months when Blue Skies arrives and that will be one of my first road trips.
Haha. I do imagine that going up the Sierra from Sacramento and then down the backside to Reno would likely not result in a full 40% regen simply because the road up is so much longer than the road down the backside; also because the ending elevation of Reno is so much higher than starting in Sacramento. But certainly there would be some good regen on the backside regardless. When I took that route last October I didn't think to measure it concretely. But the good news is: there are so many Superchargers along Interstates that one could argue regen isn't really all that critical because even if it didn't exist, you'd still easily reach the next Supercharger along your route. Where I find mountain regen to be particularly helpful was in my situation in Santa Fe where I was based for two weeks and did daily/weekend excursions into mountains and needing to return back to town to Supercharge; or in Ruidoso where there were no Superchargers and instead I had to rely on slower Level 2 8-14kW charging at the hotel overnight (there were only TWO hotels in all of town that even had chargers). In that case, doing excursions into the local mountains and coming back into town with relatively little taken out of the battery was VERY helpful. Of course, if/when the national charging network gets built out over the next couple years and decade, hopefully we'll be at point where regen is environmentally helpful, but not fundamentally necessary to driving in these more rural/remote parts of the country. I'm planning a drive from Flagstaff, AZ up to Colorado through Monument & 4-Corners, and I'm going to have to squeeze every kWh of juice out of that battery that I can. I'll probably have to drive 40-50MPH the who way to make it!
I learned about energy back in the battery and saw wild horses. That’s a good video!👍😀
Thanks for your very kind words. New Mexico is a special part of the country. And regen makes it that much better! 🏔🔋🚙
Ok. I happy to see this and you calm my fears. My wife and i are about to take a trip to Chimney Rock North Carolina in our Model 3 Long range. See this i tighten up my belt and tie my shoes tight. I'm ready.
Thanks for watching and reaching out. As long as you use the Tesla navigation and drive the speed limit, and weather is good, you will find the Tesla navigation to be quite accurate. That said, when charging, I prefer to give myself at least 10% extra buffer compared to what navigation shows just in case weather is worse, I drive faster than the speed limit, or there are detours or traffic jams. With a little bit of caution and a small amount of planning, you can pretty much drive anywhere you want.
If you are navigating to a destination, like on the other side of a mountain, the TRIP graph will show your projected ending percentage fairly accurately and will account for elevation change and regen coming down the other side. So no need for heart attacks!
Haha. Exactly. As mentioned in the video. ALTHO… looking at that energy consumption tab projection number and comparing it to the Navigation estimation requires a fair amount of in situ faith the first couple times. 🙏🤣
Thanks for educating me on this sir. Merry Christmas.
You are definitely welcome. Thanks for watching!! 🙏
Thanks Daniel enjoyed this video a lot as well. You are a giant in the EV genre.
That’s very kind of you to say. 😃 I really enjoy making videos in ways and on topics that I just don’t see a lot of content out there about; or in ways that average people will experience it when they go electric. Thanks for watching! 🙏
Always a pleasure watching your video . Thank you for sharing.
Thank you for your very kind feedback. 🙏😃
Amazing video. I’m actually picking up a blue Model Y next week and I just got back from a trip in the NC mountains. Had me thinking what it would be like if I tried to drive the Tesla in that area. Thank you for making this!
Thanks for the super kind feedback. Congrats on the MY! Should be a nice fun car for you. I was actually in western NC last January. I drove the route from Knoxville to Cherokee to Asheville then off to Durham. There aren’t a lot of Superchargers in the area but with a little planning you can pull it off - especially if you stay at a hotel with a slower destination charger (Tesla or J-1772). You can check out their Supercharger and affiliated destination charger locations at the following website: www.tesla.com/findus?v=2&bounds=43.80759886042757%2C-75.8189634217149%2C30.983287680135668%2C-85.2232602967149&zoom=6&filters=supercharger //
www.tesla.com/supercharger
(make sure you switch off repair centers). Also, if you get a NEMA 14-50 (or 14-30) adapter - common for RVs, electric dryers and stoves - you can actually charge at a lot of RV parks which are far more common in rural areas than EV chargers. Typically, I assume I can go 200mi on a single 95-100% charge on the highway around 75-80mph or 230-250mi at slower speeds closer to 60-65. Heavy weather or near-freezing temps reduce that by 20-25%. I’ve driven 34,000 miles all over North America over the past year so I’m proof that you can go just about anywhere with a little planning. Good luck!!
Great real world explanation. Helps the non-tech person understand how the EV works. Can’t wait to get my Y in the next few months.
Thanks for the very kind feedback! The switch from gas to electricity is pretty straightforward and relatively easy, but some things are different, some things are more inconvenient (in the early 2020s) and some things are much better. It’ll be interesting as the world starts making the transition. Congrats on your Model Y! 🥰🚙
Great job explaining with real world examples!
Thanks for the great feedback! I like to ponder the way I experience being an EV driver and the aspects of driving an electric car that other people who are new to EVs might be curious about as well. Then I try to create content that's simple but not dumbed down, smart but not complicated, and ultimately conversational (I love that UA-cam allows comments). There are great technical videos online about the science behind regen, but I'm always happy to make videos that show practical experiences of that fascinating technology and engineering. And hopefully make it all a little silly or entertaining along the way. 😄
What a great explanation. Thank you! Great video yet again my friend
Thanks for the super kind feedback! Mountains used to freak me out because of range concerns, but that 40% regen benefit I'm seeing makes me look at mountains in an all-new way. "Mountain, you and I are gonna have some real good times together!!!" Haha 🤣
@@goingelectric7826 lam
Regenerative braking is amazing, especially when going down a long hill
I love it!!!
I wish we had some mountains in Minnesota
You could get so much regen if you had mountains there (after driving up ‘em!). I did get some nice regen - for a couple blocks - going down the hills in Duluth last fall, so that was something. :)
Great content in the video enjoyed watching especially not taking detours as that can mess up the whole calculation thank you
Thanks for reaching out. That was definitely a requirement for these two tests: up 5 miles, and down EXACTLY the same way; then up 10 and down the exact 10, all with the same temperature and weather conditions. Humorously, one thing I pseudo-fret about these days is the thought of a Model Y being built at sea level, delivered to a customer on top of a mountain or plateau who never gets their 40% back in regen. Haha...
Sounds like pilot voice on the drive. Nice work
Thanks!!
Hi Daniel, another great video and analysis! Did you have the regen braking at "standard" and stopping mode "standard". Just curious when you're going down hill, and let go of the "gas" pedal did the regen kick in to slow down car or did you have to keep your foot on pedal for car to keep rolling down. Did you engage autopilot going down hill?
Thanks for reaching out. 🙏 Regen breaking is set to standard, and stopping mode is set to hold. When going downhill, even down steep hills, if I totally removed my foot from the accelerator the car would come to a complete stop in a relatively short distance. Because of that, I do have to keep my foot on the pedal in order to keep moving forward. I'm curious tho: since the accelerator is a de facto brake pedal because of regen via one-pedal driving, what I don't know is: when driving down a mountain and pressing on the accelerator to keep moving down hill, does that action actually send power to the motors and consume power, or does it adjust regen so I stay at a steady speed such that I don't neither stop completely nor roll wildly down the hill. I'll be interested in learning more about that. Lastly, I bounce back and forth between cruise-control & auto-steering (Autopilot), but in practice, Autopilot doesn't do a great job on narrow, winding mountain roads so usually I was just on cruise-control and steering myself. I really don't need to crash into someone on a hairpin turn. :)
@@goingelectric7826 that was my thought on your usage of the autopilot. It isn’t as good or I would trust myself more to turn around tight or low visibility corners. Here is another thought, what if you had used neutral to go down, will regen work in neutral?
Hmmm. I am unsure about that option although it’s unlikely I would do so because I would not have instant control over the vehicle if I needed it to accelerate. I also wonder what the experience is shifting from neutral into drive at a higher speed?
@@goingelectric7826 Hi there Daniel. I really like your content and I can share some insight into regen.
Using the accelerator pedal down a hill will not use electricity, and will still allow for plenty of regen, this is visualized in that horizontal bar above the speed and autopilot indicators, and you will notice is less effective when the pack is cold, though the last update has improved this.
Additionally, I’ve noticed some of your animations have a bit of “artifacting”. This is caused by two things and they’re both relatively easy fixes!
1. Slow hard drive, or very full. To fix this, make some more space, or you can purchase an external drive or use a cloud service to offload some of your raw video clips.
2. Low bitrate of video rendering. To fix this raise your final render quality or adjust the bitrate to a moderately higher setting.
All of your content is such high quality otherwise, I think a slight adjustment would take it to the next level.
Keep up the good work buddy!
Thanks for the great feedback. 🙏 It turns out I do all my video production and editing/post-production on my iPhone, previously a XS Max (not easy), 2018 iPad Pro (better) and now a 12 Pro Max (best). Screenshots of the Tesla display are actually photographs and dashcam clips are recorded by pointing my phone at the car display while playing video clips rather than taking them from the USB stick in the car… all because I avoid using my work computer for making my personal UA-cam videos as I am not traveling with my personal Mac. 😭 I have to laugh because I work around a video team when we’re on-site pre-pandemic and their videos are so AMAZING that I laugh a little bit when I publish these beloved hobby videos. I always think to myself, “I hope my colleagues never come across my videos!! So cringeworthy in comparison! Haha…” Ahhhh… low bitrates… those can torpedo any great video! I’ll have to do some research and see if I can alter that setting via an iPhone. I’ve certainly done that on Mac for various other work-related videos. 📺🎉 Thanks for reaching out!
Would it be wrong to say that you were using roughly three times as much energy to go up the hill as you would normally use on fairly level terrain, and then gain approximately 40% energy on the downhill, and that round trips on mountainous terrain therefore require approximately 80% more energy than if you lived somewhere completely flat? I'm asking because I do not have an EV yet but I live on the other side of a mountain in a valley. I would like to hire an EV to check the power consumption to and from home to the coast, but there aren't any EV hire cars here yet.
Hi! Thanks for reaching out. Regarding the 10-mile route discussed toward the end of the video, average efficiency worked out to 721 Watt hours per mile over the 10 miles up, which would be 7.21 kiloWatt hours for those total 10 miles. One the way down, it worked out to -268Wh/mi over 10 miles, or stated otherwise, the vehicle generated 2.68kWh of energy via regen. Therefore, to travel 20 miles, the entire energy consumption was 7.21-2.68kWh = 4.53kWh which works out to 4.53kWh/20mi = 0.227kWh/mi or 227Wh/mi. Stated otherwise, 2.7 units of energy were required to go up the hill versus every unit of energy produced coming down the backside. Now, my average flat land highway speed efficiency is good weather is 290Wh/mi, therefore going up that particular mountain consumed 2.4x the energy per mile than it typically takes me to drive on flat land (however, my speed up that mountain was MUCH slower than on a highway, so if I had driven 70mph up that mountain, my energy consumption would have been perhaps in the 1,400Wh/mi range... but I'll leave that technicality for another day). BUT... what you see in this video is that regen was able to recoup 37% going down the mountain that it took to get up it. That's pretty impressive! And because of that, if you average things out on a drive at the base of a mountain, up a mountain, then down the backside (assuming the mountain is identical on both sides), the energy created by regen more or less eliminates the mountain from your route from the perspective of energy consumption. More or less. Let me know if that makes sense.
Thank you @@goingelectric7826 That's extremely helpful! I'll crunch the figures this evening 🙂
Does your MY make any “thumps” or other noises when going over bumps?
My front left electromechanical power assist brake unit failed at 10,000mi, made loud noises and then the brakes stopped functioning correctly and that required a tow but Tesla repaired at and that’s fine now. At 17,000mi my left driver side rear wheel started making a sound over uneven pavement that sounds like a bag of metallic coins being rattled. I have the car in the shop for that today but it looks like Tesla won’t fix it (for the second time). At around 22,000 miles the front left driver side wheel started making a metal-on-metal thunk sound when I go over a dip or gap. Tesla Service heard it today on a test drive over manholes but then un-heard it once I got my invoice with no repair performed. 🤷🏻♂️ Lastly, after my most recent tire replacement at 26,000 miles, the car started making a lite humming sound (not road noise but a slightly undulating hum) which Tesla Service heard during the test drive but un-heard on the invoice, again. At this stage in the game, I’m thinking the workers and robots on the left side of my car were on strike on manufacturing day. Which I’m fine with: I would just prefer Tesla fix these things so they don’t break again when I’m in the middle of nowhere. Again.
Hi Daniel, great video! Which brand of screen do you have in your car? It looks very flush against the roof.
Hey! It's a roof sunshade from rpmtesla.com . Looking at their site now, I don't see it for sale anymore. Interestingly, the thing looks super tight on video which makes me laugh because it actually does sag. Since I sit in front of the sag I don't really care, and because it's black it's not crazy-obvious, but if I were sitting in the back I'd definitely notice it. But if someone were sitting in the back and complaining about a sag while not being roasted by the sun, I'd kindly pull over and ask them to get out. Haha...
@@goingelectric7826 Haha, luv it “kindly ask them to get out”. I have one as well that sags a little. I thought if yours was better I would have ordered yours. They definitely help keeping the heat to a minimum.
Rumor has it such sunshades to exist. I don’t believe they are foldable though. That’s one thing I like about mine. It sags, but I can take it out easily and fold it back up into its carrying sack. It looks like rpmtesla.com only sells the fully opaque sunshade now. I suppose if the sag bothered you you could create some sort of suction cup contraption for the glass roof with a magnet on it that you could affix a second magnet on the other side of the sunshade to hold it up to the glass. 💡🧠?? Haha
Do anybody know what the maximum regeneration is? (In Wh per mile or km)
Hi, I don’t know if there is a Tesla-maximum, but after driving 27,000mi/43,500km, the maximum regen that I have seen in my car was -400Wh/mi or -248Wh/km. Of course, it depends on the % grade of the road, length and speed. Typically, I have observed regen to offer about a 30-40% return going down a mountain on the energy it takes to travel up the mountain. Good luck!
Hi Daniel .. Great video... I enjoy your views on using your model Y and how it effects your driving. I am interested in your view on battery loss in cold weather temperatures. I live in snow conditions for 5 months of the year. What are your thoughts on the loss from full charge in say minus 10 or minus 15 C. Do you loose 10% or 30%?? Thanks very much.
Hi! Thanks for your kind feedback! 🙏 Regarding lower-charge/reduced battery capacity in cold weather... the majority of my experience with that was in Fall 2020 when I was driving through Wyoming, Montana and North Dakota where temperatures were around 0F (-18C). The rest of my cold weather experience has been visiting family in the Midwest during temps closer to the 20s and 30s (-6C to 5C). In that really cold weather, I would say that I observed practical range to be reduced by 40-50% compared to the EPA mileage rating. In the US, the EPA mileage rating is 326 mi/525km. So in practice you're looking at a cold-weather range down near 165-195mi/262km-315km. I also spoke with a number of longer-term Tesla owners while cold-Supercharging and they experience similar range reductions. HOWEVER, we should be realistic here: although 40-50% reduction sounds shocking, the reality is that the EPA numbers really aren't realistic to begin with. In practice, my daily range performance is about 25% less than those EPA numbers, i.e. 245mi/393km *in good weather*, so the REAL range reduction in REAL WORLD driving isn't 40-50% less, but rather closer to 25% less because of cold weather *compared to real world range*. Given those numbers, people who live in cold weather environments should expect to need to charge every 165-195mi/262-315km. If you are charging at home, then it doesn't matter all that much because most people don't drive that much daily anyways (and you'll charge back up overnight and have a full 165-195mi/262-315km to use the following day). However, if you are driving more than that daily in cold weather, then you will simply need to plan accordingly: Supercharging somewhere in between, charging at work, charging at friends & family, etc. Interestingly, driving through snow and heavy-heavy rain with LOTS of water on the road can also reduce efficiency/range significantly (as much as 30%) so that's another consideration. I imagine it's the same with regular ICE cars but because gas stations are everywhere we typically don't care to pay attention. The good news in all this is that I didn't find a single person living in Montana or North Dakota who ever experienced less than 50% of the EPA range numbers even in the coldest and worst weather the region served up. So if you plan for the numbers above, you'll be just fine. Lastly, in weather from -6C to 5C, I didn't notice any shocking reductions in range. Maybe 10-15% less. HOWEVER: in order to support good battery life, based on everything I've read, if you are Supercharging in cold weather (or hot for that matter), make sure you enter the Supercharger location into your Navigation screen in the car well in advance of Supercharging. Apparently batteries last longest when they DC fast charge at the optimally prepared temperature, somewhere around 70F/21C. I have done that for the past 27,000mi/43,500km over the past 9 months, and based on my own calculations, I haven't experienced *any* battery degradation, i.e. I am still at 72kWh usable battery capacity out of a battery max of 75kWh (Tesla restricts those final 3kWh and they cannot be used). Let me know if you have any other questions! :)
Hey Daniel, whats your referral code? Let me see if i can hook you up when i receive my M3 in a couple weeks.
You are MUCH too kind!!! 🙏😊 Thanks for watching the videos. I hope I’ve been able to share experiences that you can use as you go electric. ts.la/daniel38095
Humorously, I’m in Italy currently and long-term parking my car at an airport parking structure (in the shade) and it hasn’t lost a single percentage in the last three and a half days. It’s been at 82%. I hope I didn’t overcharge it for these two weeks. EEK! I thought for sure it’d lose 1-3% per day like normal.
Awesome vid. How many miles do you have on your Tesla now?
Thanks for the kind feedback! I'm up to 27,000 miles over 9 months.
Try towing so far it been a disaster for teslas
If you’re referring to towing a trailer, physics are such that towing results in a significant reduction in efficiency for any EV or ICE. So I wouldn’t say that it’s a disaster, rather just that the state of energy density in batteries in the year 2022 is not yet good enough to support ***long-distance*** towing. That likely will not happen until sometime in the 2030s or beyond.
When descending regen is a nice thing to have for efficiency, but (and I know steepness is a variable here) taking the downhill grade in mind, did you feel regen sometimes slowed you more than you wanted?
You can adjust how much regen is happening with the accelerator pedal (and not just on hills, this is anytime). The amount of you lift off determines how strongly it regens. If you lift off all the way you get the max, but if you lift off less you get less regen.
That's a really interesting question and touches on something that I didn't discuss in the video simply because I don't have the engineering knowledge to speak to it. Specifically: regen will technically bring the car to a stop even when going downhill, so I do have to have my foot on the accelerator to ensure the speed matches what I want. And that made me wonder: does that action result in *some* energy going into the motor/drivetrain in order to keep the car moving forward? If so, then even though I am seeing negative consumption numbers when driving downhill, in reality, I wonder if there are hidden positive numbers included in there but because they're smaller than the negative, the net amount of regen results in an overall negative number. It would be great if a Tesla expert could provide context around that in the comments here. So to answer your question: not really*. (*Not really = regen is awesome and allows for one-pedal driving most of the time... so in practice, you actually slow the car down not by hitting the brake pedal, but rather, but slightly lifting your foot off the accelerator such that you slow down at the desired rate. And once you get to your desired slower/steady speed, you can either keep your foot right there or just activate cruise control. And in practice, that's what I did/do for much of my mountain driving. And if regen is slowing the car down too much such that you'd come to a stand-still, then you simply apply more pressure to the accelerator. Million dollar question: does that send electricity to the motors (consuming energy) or just reduce the power of the regen and not stop the car after all and let gravity do its magic at the desired speed??
@@ekultaylor4463 Yes, I got that; just wondering what your experience with it was. I would imagine something like the Tioga Pass grade down into Lee Vining (if you're familiar with that route across the Sierra) would be at a steepness where max regen would be useful, rather than going back down the other way, where there is even more elevation loss, but much more gentle, one would find much less benefit since more accelerator would be needed to keep in the flow of traffic...I'll find out myself in a couple of months when Blue Skies arrives and that will be one of my first road trips.
@@goingelectric7826 About what I expected. We're all pioneers here, scratching messages on tree trunks for the next wagon that comes by.Thanks!
Haha. I do imagine that going up the Sierra from Sacramento and then down the backside to Reno would likely not result in a full 40% regen simply because the road up is so much longer than the road down the backside; also because the ending elevation of Reno is so much higher than starting in Sacramento. But certainly there would be some good regen on the backside regardless. When I took that route last October I didn't think to measure it concretely. But the good news is: there are so many Superchargers along Interstates that one could argue regen isn't really all that critical because even if it didn't exist, you'd still easily reach the next Supercharger along your route. Where I find mountain regen to be particularly helpful was in my situation in Santa Fe where I was based for two weeks and did daily/weekend excursions into mountains and needing to return back to town to Supercharge; or in Ruidoso where there were no Superchargers and instead I had to rely on slower Level 2 8-14kW charging at the hotel overnight (there were only TWO hotels in all of town that even had chargers). In that case, doing excursions into the local mountains and coming back into town with relatively little taken out of the battery was VERY helpful. Of course, if/when the national charging network gets built out over the next couple years and decade, hopefully we'll be at point where regen is environmentally helpful, but not fundamentally necessary to driving in these more rural/remote parts of the country. I'm planning a drive from Flagstaff, AZ up to Colorado through Monument & 4-Corners, and I'm going to have to squeeze every kWh of juice out of that battery that I can. I'll probably have to drive 40-50MPH the who way to make it!