Note he was driving in B mode all the time, which will not be as efficient as D. I like seeing him using EV Notify, I want to get that so I can monitor lots of things that are not on the center console, like KW in or out and battery temp.
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Bjorn Nyland's range tests
Summary: at 90km/hr (56 mph) he drove 449km (279 miles), and at 120 km/hr (75 mph) he drove 297 km (184 miles). Temperatures were (I think) between 9C and 15C (48F and 59F).
He saw the full 125kW charging in between the two runs, same as has been reported elsewhere.
He mentioned a rumor that VW might increase the peak charging at low state of charge to 170kW!
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Most of his test is at highway speed though, right? I think he probably uses adaptive cruise control most of that time, as he has stated that it's a feature he likes to have on his cars, so the difference between D and B modes would be negligible, I'd think.Note he was driving in B mode all the time, which will not be as efficient as D. I like seeing him using EV Notify, I want to get that so I can monitor lots of things that are not on the center console, like KW in or out and battery temp.
Oh interesting. I don't have time to watch the video but does he explain why he did that? I thought B was for city driving to get the brake regen.Note he was driving in B mode all the time, which will not be as efficient as D. I like seeing him using EV Notify, I want to get that so I can monitor lots of things that are not on the center console, like KW in or out and battery temp.
Yes but there was a lot of traffic, so B is worse, the question is how much worse. Soon enough of us will have our ID.4 and we can do some comparison tests like that, try 2 cars D and B side by side.Most of his test is at highway speed though, right? I think he probably uses adaptive cruise control most of that time, as he has stated that it's a feature he likes to have on his cars, so the difference between D and B modes would be negligible, I'd think.
Some people think one way is more efficient than another, but I've never seen any evidence that that is true. Personally I doubt that there is a significant difference one way or another, and the way he is driving in these tests I don't think it would matter.Yes but there was a lot of traffic, so B is worse, the question is how much worse. Soon enough of us will have our ID.4 and we can do some comparison tests like that, try 2 cars D and B side by side.
My guess is it depends a lot of where you live and how you drive. If you live in a flat area with little traffic; D is probably more efficient as you can constantly coast. If you live in more traffic intensive areas or a location with hills; B is likely more efficient. If you know how to drive an EV, you can easily "coast" in B by modulating the accelerator. Personally, don't think there will be a huge difference by either option.Some people think one way is more efficient than another, but I've never seen any evidence that that is true. Personally I doubt that there is a significant difference one way or another, and the way he is driving in these tests I don't think it would matter.
I watched part of the video. The 56 MPH test was in the day and the 75mph test at night, if I got it right. Don't think he explained carefully how he conducted the test.
Summary: at 90km/hr (56 mph) he drove 449km (279 miles), and at 120 km/hr (75 mph) he drove 297 km (184 miles). Temperatures were (I think) between 9C and 15C (48F and 59F).
He saw the full 125kW charging in between the two runs, same as has been reported elsewhere.
He mentioned a rumor that VW might increase the peak charging at low state of charge to 170kW!
I'm sort of surprised at the range difference at 56 vs 75 mph! 95 miles?! So many factors affect range....
184 miles (at 75mph) with a 77kWh battery is just under 2.5 miles/kWh. It should be closer to 3.0 miles/kWh at highway speeds.
InsideEV’s test at 70mph got 230 miles, which just about 3.0 mi/kWh. So what are the variables at play?
InsideEV’s test at 70mph got 230 miles, which just about 3.0 mi/kWh. So what are the variables at play?
Yes lots of them on this forum. Most are getting about 210-220 miles range at 75mph, and lower when cold 30F around 190. ev-database.org which collects data from many cars says highway mild weather 225.
Umm, you forgot the most important piece...he really loves taco salad...but not too much sour cream and extra salsa!
Summary: at 90km/hr (56 mph) he drove 449km (279 miles), and at 120 km/hr (75 mph) he drove 297 km (184 miles). Temperatures were (I think) between 9C and 15C (48F and 59F).
He saw the full 125kW charging in between the two runs, same as has been reported elsewhere.
He mentioned a rumor that VW might increase the peak charging at low state of charge to 170kW!
In order from highest to lowest effect on consumption184 miles (at 75mph) with a 77kWh battery is just under 2.5 miles/kWh. It should be closer to 3.0 miles/kWh at highway speeds.
InsideEV’s test at 70mph got 230 miles, which just about 3.0 mi/kWh. So what are the variables at play?
Ambient temperature, Windspeed, traffic, Route choice[Hills/not closed loop], average speed [Inside EV was 57 mph for a 70 mph test, pretty low], tire pressure
For sure. Just think about the minimal time (if any) where you are not either on the throttle or on the brake. It's seconds.Some people think one way is more efficient than another, but I've never seen any evidence that that is true. Personally I doubt that there is a significant difference one way or another, and the way he is driving in these tests I don't think it would matter.
5 mph faster. If it gets 3.0 m/kWH at 70, it would be expected to get less than 3.0 at 75, right?184 miles (at 75mph) with a 77kWh battery is just under 2.5 miles/kWh. It should be closer to 3.0 miles/kWh at highway speeds.
InsideEV’s test at 70mph got 230 miles, which just about 3.0 mi/kWh. So what are the variables at play?
From Pressure Drag | How Things Fly: "As an aircraft's speed increases, drag on the aircraft generally increases much faster. Doubling the speed makes the airplane encounter twice as much air moving twice as fast, causing drag to quadruple. Drag, therefore, sets practical limits on the speed of an aircraft"5 mph faster. If it gets 3.0 m/kWH at 70, it would be expected to get less than 3.0 at 75, right?
I assume the concept is similar for cars. Drag increases exponentially with speed thus significantly reducing efficiency at higher speeds.
If you know enough of the information, it is easy to calculate the actual drag. I vaguely recall Bjorn quoting a Cd (drag coefficient), but we don't know the surface area.From Pressure Drag | How Things Fly: "As an aircraft's speed increases, drag on the aircraft generally increases much faster. Doubling the speed makes the airplane encounter twice as much air moving twice as fast, causing drag to quadruple. Drag, therefore, sets practical limits on the speed of an aircraft"
I assume the concept is similar for cars. Drag increases exponentially with speed thus significantly reducing efficiency at higher speeds.
The other thing we don't know is the rolling resistance, which depends on tires. One ought to be able to turn off regen and coast down from 60 MPH to measure the coefficient.
It is. I'm driving a lowly hybrid, but at a constant 45-50MPH I average 48+MPG. At 70, I'm down to maybe 42MPG. At 75, I'm closer to 38MPG.From Pressure Drag | How Things Fly: "As an aircraft's speed increases, drag on the aircraft generally increases much faster. Doubling the speed makes the airplane encounter twice as much air moving twice as fast, causing drag to quadruple. Drag, therefore, sets practical limits on the speed of an aircraft"
I assume the concept is similar for cars. Drag increases exponentially with speed thus significantly reducing efficiency at higher speeds.
If you were to look at a curve, the drag from pushing through the air dramatically increases above about 50 MPH, the curve is close to flat below that. In the chart below it's parasite drag we're talking about. Hopefully nobody gets their ID.4 up above 120 KIAS. BTW, that's knots indicated air speed, and one knot is roughly 1.15 MPH. So the 40 KIAS line is close to 46MPH, the 80 KIAS line is close to 92 MPH.
Coming from a manual transmission, I spend much more than seconds where I am moving forward and not touching either pedal, it is still probably less than 10% of my drive, but for my driving style I think that D will be notably better than B. I've got hills on my drive where I can stay within speed limits, but still go for blocks while in neutral just coasting. I often enjoy making a bit of a game of it, how far can I get without using the accelerator? I really look forward to trying this in the ID.4
That is correct. The shorten version has been posted (still really longByorn did the 1000km test today. I believe the ID4 did it in 10:35. That was only 5min longer than a Model 3 SR+. It was also 55min quicker than a Mach-E LR AWD. The Mach-E was in colder temps though.
Here is a link to his Google spreadsheet test results:
Public - Google Drive
It sounds like the charging speeds will be updated later this year up to 170-175 kWh from 125.
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