All of these issues come down to using a product (standard charge cord) in a way it was not designed for (240V), and it does not meet safety standards required to be used in that way. Hardwiring it or removing the 5-15p and replacing it with a 240 plug that matches a receptacle installed to meet code is the least objectionable method.SeanNelson said:IMHO the pigtail adapter that's been suggested by some isn't really an answer to the concern you're raising because someone could just as easily plug the wrong thing into that. The most foolproof way to avoid misuse is to change the plug on the EVSE. But as I've mentioned before, that defeats the thermal sensor in the plug.
SmokingRubber said:rocstar said:Maybe I'm just a nervous newbie (I've had the car less than a month, 874 miles), but I'm not feeling great about my range right now. After a reasonably cold week (but certainly not unusual in New York), my fully charged range is now showing 152 miles. I have a 52 mile (roundtrip) commute every day, most of which is on the highway. I try to stay around 65mph, though I drift higher occasionally. When it's in the teens (degrees F), I've been wearing my hat and gloves in the car, and using the heated seats and steering wheel, but I still need to set the heat at 68-70 in order to not be shivering. My average efficiency according to the trip meter for the last week (and since my last full charge) was 2.6 mi/kwh. On the "Energy Detail" screen, Driving and Accessories used 79%, climate settings 18% and battery conditioning 3%.
I don't have a level 2 charger yet, and I was only just barely able to make it through the week charging nightly in the garage. Then I had to leave it for nearly 2 days to charge back up to full. Is this the best I can expect, given my situation?
You have every right to be nervous! I would estimate 152 mile range is going to be typical. You're getting 2.6 mi/kwh, and I'm getting 2.9 mi/kwh in California. It doesn't get that cold here, so that's likely the difference.
Long term, 110v charging overnight isn't your solution. I too have a 50 mile round trip commute and it's not uncommon to tack on an extra 10 miles to that running around town. The KEY to successful EV ownership is nailing your charging scenario. Install an app called PlugShare. This will list all the plugs nearby including paid and free stations. I'm lucky enough to have a Lowe's about a mile from my work so I plug in there every other day and either walk or get a coworker to give me a ride. That's been working well for a month now, but today is actually the day the electricians are installing a 240v plug for me by the back door here at work. I already have a ChargePoint Home unit on the wall and ready to be plugged in. Prior to today though, I've had to scope out ALL the plugs near my work and near home. Some charge a little and some are free. I don't mind paying a little for the opportunity to get Level 2 power for a couple hours.
I tried 110v overnight every night for the first week. It almost got me enough for a round trip but it was low by the end of the week. Find ALL the level 2 charge stations near you and plan on topping off once a week. Good luck.
rocstar said:I just got my L2 charger set up last week so I'm in good shape now in terms of being ABLE to charge as quickly as I need to. My main concern is just taking care of my battery, and whether losing 30-40% of my range is reasonable given the conditions (cold and highway driving), or whether I should be concerned about it.
I was surprised at how much of the range reduction is due to the heater and not due to the effect of the cold on the battery. It's been close to freezing here in Vancouver for quite some time now, and with the heater set to a comfortable 23C I've been consuming between 20 to 25 kWh per 100km depending on the drive. But I've dressed very warmly on a couple of occasions and driven with the heater turned off and just the steering wheel and seats to keep me warm, and I was getting 13 and 14 kWh per 100 km, which is actually better than the EPA range (about 15.7 kWh per 100km)LeftieBiker said:That is normal for cold Winter weather, with normal heater usage.
SeanNelson said:I was surprised at how much of the range reduction is due to the heater and not due to the effect of the cold on the battery. It's been close to freezing here in Vancouver for quite some time now, and with the heater set to a comfortable 23C I've been consuming between 20 to 25 kWh per 100km depending on the drive. But I've dressed very warmly on a couple of occasions and driven with the heater turned off and just the steering wheel and seats to keep me warm, and I was getting 13 and 14 kWh per 100 km, which is actually better than the EPA range (about 15.7 kWh per 100km)LeftieBiker said:That is normal for cold Winter weather, with normal heater usage.
Yes, yes, I KNOW a heat pump doesn't do well when it's very cold, but a heat pump with a resistive pre-heater is in all cases more efficient than a resistive heater alone. Yes, yes, I KNOW not everybody cares, and that's why I suggested it as an available option.
I think your username may have something to do with this...SmokingRubber said:For some reason my Bolt is less efficient than other Bolts.
Haha it's a racing forum handle I've had for over 20 years. Plus, I work as a designer/cnc programmer for a plastic injection molding company so the handle stuck. My days of squealing tires is behind me, but the Bolt is pretty zippy so I do get on the pedal when necessary. It's hard not to smoke fools off the line when it's so damn easy to do so.SeanNelson said:I think your username may have something to do with this...SmokingRubber said:For some reason my Bolt is less efficient than other Bolts.
Fiero2 said:Yesterday, my fully charged battery range was 138 miles (min/max +- 25 miles). That is more than 40% drop from the expected range of 238 miles.
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