Is anybody getting summer freeway range over 250 miles?

[TheWoo]

It's not a phenomena unique to EVs, just more noticeable due to the precision in which the range is calculated and the relatively shorter distances EVs travel on a full charge vs. a typical full tank of gas.

Adding, the other reason it's more noticeable than in an ICE is because EVs are so efficient. Only about 30% of the energy of an ICE engine goes to moving the vehicle, so added wind resistance only has an impact on ~1/3 of the fuel consumption. So, a vehicle getting 15mpg is only using 5mpg to actually move. The rest is lost mostly to heat. So, a 20% efficiency loss due to a headwind would reduce 15mpg to 14mpg.*

EVs are closer to 90% efficient, meaning a 20% loss would equal an overall decrease of 18% range.

That's a good thing, not a bad thing, btw, but it's very noticeable.

The good news is the opposite is true - a tailwind has much larger positive impact on an EV's range.

*I'm not an engineer and just using the above as examples. Lots of other factors play in as well, but this was an easy way for me to understand the value of aerodynamics.

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[Replika]

I would see 220ish miles at 75 mph, extended range. Did a bunch of long trips while I had my truck. That meant stopping every 120 miles or so for 25-40 minutes to charge. That line up with other people’s experience? I had suspected the battery on my truck was mishandled by the dealer (left at 100% for 6 months).

 

[TheWoo]

I would see 220ish miles at 75 mph, extended range. Did a bunch of long trips while I had my truck. That meant stopping every 120 miles or so for 25-40 minutes to charge. That line up with other people’s experience? I had suspected the battery on my truck was mishandled by the dealer (left at 100% for 6 months).

220 at 75mph feels spot-on to me. 1.7-1.8 m/kwh is pretty standard for me at 75. At 80 1.6 (and worse with wind) is normal.

 

[RedLightning86]

On an 84 mile round-trip today, I got 2.35 mi/kWh (2.3 going, with AC on, 2.4 on the way back, no AC as cooler). The difference: no freeway miles, all rural state highways. GOM was right on the money.
My conclusion: if Lightning has even a minimal camper on it, on the freeway, plan on stopping every 2 hours to charge, with current charging infrastructure. When DCFC stations are more common, it will get better. For now, is pretty disappointing, but that's life. I still love this truck - but when the new Ford truck comes out in a couple years, with a 400 mile range and a NACS connector, I'll probably be one of the first to buy it!

 

[RedLightning86]

I would see 220ish miles at 75 mph, extended range. Did a bunch of long trips while I had my truck. That meant stopping every 120 miles or so for 25-40 minutes to charge. That line up with other people’s experience? I had suspected the battery on my truck was mishandled by the dealer (left at 100% for 6 months).

Sounds pretty much like my experience. After resetting the driving history and going back to non-Freeway driving, mine was right back to 300 mile range. So I think it is just driving >70 mph exponentially adds to air resistance. If I had to make frequent road trips on the clock, I would be forced to sell it.

 

[Yellow Buddy]

Hi all. Just completed a road trip from Wisconsin to Oklahoma, stayed for a week, then back. Most temps around 90-99F. I do have GoFast Camper on my '22 ER, with a wind fairing to help reduce resistance. Had my 2 kids along who are late teen and 22yo, and none of us weigh more than 190 lbs. The GFC is 300 lbs. Just light luggage and road gear along.

At home, I drive county roads up to 55mph, state highway to 65mph, and short stretches of freeway up to 73 mph. I usually average 1.8-2.0 miles/kWh.

But on this trip, usually averaging 73-77 mph, we got around 1.3-1.5 miles/kWh, and the longest we could go between charging stops was ~ 115 miles, with max range calculating to 235-240 miles most of the time. With the frequent fairly long distances between charging, sometimes that meant charge, stop 90-100 miles later, charge again, so we could then drive 94-115 miles, instead of a single stop at 205 miles, for example, as I didn't want to get stranded if a charging station was down. (I aimed for 30-40 mile leeway, after the disastrous drop at the rest station!). No error messages popping up, and battery/engine temperatures always showed right in the middle as usual.

What was weird was that the first leg of the trip, about 75 miles, we got about 1.7-1.8 mi/kWh until stopped at a rest stop, with remaining range when we stopped being 170 miles, turned off the truck. When we got back in the truck, the remaining range was 110 miles. At the next charging station, a fellow Lightning owner said his range had just dropped a lot also.

Do these numbers just seem average to everyone else, especially for driving in hot weather? (was 91-93F that first day). I get we were driving faster than usual, and my kids drove without 1 pedal driving on, but wow, I was really hoping to go 250 miles between charging stops, not just 190-200 miles at most!

One thing I will say is that finding chargers was not bad, other than having to stop every 100 miles frequently. That being said, almost all the chargers topped out at 75 kWh, regardless of whether they said 350 kWh or 150, etc. About half the chargers were only 48-60 kWh max. So lots of improvement needed there!

I’ve done 4,000 miles in the last 3 weeks.

One leg I got 289 real world miles before I stopped to charge, with 6 indicated miles remaining - started at 100%. Speeds up to 85mph, 50mph avg.

Another leg I got 276 real world miles before I stopped to charge, with over 20 miles indicated remaining - started at 100%. Speeds up to 85mph, 64mph avg.

One “weird” one where I only got 250ish miles before I stopped to charge with 3 indicated miles remaining - started at 100%. Speeds up to 99mph, 72mph avg.

All 3 are the same route.

I’ve had an OBD plugged in with ABRP tracking, and have been trying to figure out if my speed is worth it. Or if I’m better off going slow and charging less. ABRP has me calibrated at 2.14@65mph.

So far it seems close enough to be irrelevant. We’re talking about a 4 min difference across 8 hours of driving where going slow requires 1 stop and less charging time. Vs the speeding requires 2 stops and double the charging time.

Edit, I will be adding an additional 3-4,000 miles over the next 2 weeks on the OBD as well. Here’s to hoping it moves the Lightning out of Alpha on ABRP. So far I’ve been saving 1-2 hours over it as they’ve been extremely off

 

[RickLightning]

I’ve done 4,000 miles in the last 3 weeks.

One leg I got 289 real world miles before I stopped to charge, with 6 indicated miles remaining - started at 100%. Speeds up to 85mph, 50mph avg.

Another leg I got 276 real world miles before I stopped to charge, with over 20 miles indicated remaining - started at 100%. Speeds up to 85mph, 64mph avg.

One “weird” one where I only got 250ish miles before I stopped to charge with 3 indicated miles remaining - started at 100%. Speeds up to 99mph, 72mph avg.

All 3 are the same route.

I’ve had an OBD plugged in with ABRP tracking, and have been trying to figure out if my speed is worth it. Or if I’m better off going slow and charging less. ABRP has me calibrated at 2.14@65mph.

So far it seems close enough to be irrelevant. We’re talking about a 4 min difference across 8 hours of driving where going slow requires 1 stop and less charging time. Vs the speeding requires 2 stops and double the charging time.

Edit, I will be adding an additional 3-4,000 miles over the next 2 weeks on the OBD as well. Here’s to hoping it moves the Lightning out of Alpha on ABRP. So far I’ve been saving 1-2 hours over it as they’ve been extremely off

Yes, it will prove to be irrelevant. If you drive faster, you will get there sooner, until you reach the point of driving too fast, and have to add a charging stop.

But, because charging from 0 to 60% is faster than 60 to 80%, the less you stop and then have to charge closer to 80%, the slower the charging goes. And more stops can be impacted by how far from the highway the charger is, and whether you have to wait.

In 2 years of EV ownership, we have concluded that we always charge to 80%, period, unless we're heading into a "per minute" state of EA's where the cost is less than 1/2, then we try to get to that first charger with little charge.

The only exception to the 80% rule is when the next charger is say 100 miles away instead of 180.

Many times ABRP will say to charge to 74% or something similar. I charge to 80%. Or it says to stop and add 7%, when I could charge to 87% on the prior stop.

 

[LightningShow]

Adding the camper is going to be a pretty big hit to range. ~200mi with the camper at around 75mph seems pretty reasonable, especially with the 90+ degree temps.

 

[Yellow Buddy]

Yes, it will prove to be irrelevant. If you drive faster, you will get there sooner, until you reach the point of driving too fast, and have to add a charging stop.

But, because charging from 0 to 60% is faster than 60 to 80%, the less you stop and then have to charge closer to 80%, the slower the charging goes. And more stops can be impacted by how far from the highway the charger is, and whether you have to wait.

In 2 years of EV ownership, we have concluded that we always charge to 80%, period, unless we're heading into a "per minute" state of EA's where the cost is less than 1/2, then we try to get to that first charger with little charge.

The only exception to the 80% rule is when the next charger is say 100 miles away instead of 180.

Many times ABRP will say to charge to 74% or something similar. I charge to 80%. Or it says to stop and add 7%, when I could charge to 87% on the prior stop.

So much of it varies on the trip and the car. EV only household for over 7+ years now here with over 10 EVs owned, multiple over 100,000 miles.

The R1T for example tops out over 220kW but slowly drops until 70%-75% it drops to 120kW so I my rule for that car is to leave whenever it drops to that. It doesn’t make sense when I can grab an extra 100KW at the next stop.

With the Ford, it’ll either spike and settle 165kW, settle 130ish. And then at 60% drop to 110kW. Or sometimes it’ll be a flat 110kW from 10-80% the entire way before dropping to 62kW. For the 20-30kW difference I almost always wait for the 80% as the overhead of stopping again is rarely worth it.

..meanwhile my old Tesla gets unlimited supercharging but charges at 120kW max and slowly drops from there.

On paper, speeding and stopping often - or even stopping in the sweet spots of 30-70% is supposed to be better and faster. Those seem to work well for the Tesla and Rivian. But in practice for the Lightning the consistent speed and long stops have been fairing better.

I’ll likely keep my Lightning forever given I’ve got one of the first 1500 made, but I can’t wait to grab a next Gen. Where I can charge hopefully closer to 300kW

 

[RedLightning86]

At home, figuring it out with ABRP and Plugshare, and reading these comments, I think the next trip will be slower, with longer drives, trusting that GOM won't drop so fast when going consistently slower (63 or less).

Appreciate the great feedback here!

 

[Amps]

trusting that GOM won't drop so fast

Never trust the GOM.

Have you watched the TFL videos on their trip to the Prudhoe Bay? They kind of put together a similar rig in Atlas Blue, to boot.

https://tfltruck.com/2022/07/we-mad...rudhoe-bay-alaska-northern-lightning-strikes/

 

[Oneand0]

I got my Lightning ER at the end of August and remember getting around 270-275 miles freeway at 65mph speed limit, until it got cold. Recently did a highway trip between 55-65 mph speed limits with my camper, no wind fairing yet, and it did 240 one way and 220 miles average back. That was from South Lake Tahoe to Mammoth Lakes. Around Lake Tahoe at 25-50 mph with camper getting about 250-260, did a trip along the lake last week. Without camper I was getting about 320 miles last August. It’s been really nice fair weather until a couple days ago. Now it’s hot 80-86. 90-100 in flat lands in Sacramento.

This Thursday I will be leaving with the camper from Pollock Pines, Ca to Redmond, Oregon for the PNW overland expo. Going to fully document it with video and keep track of temperature, wind (best I can) and speed along the way. It will be 90s in Oregon and 80-90s on the way there in California. I should have the wind fairing on this time and will report back what happens. I’m super excited about the trip. I have a lot of patience and don’t mind charging up every two hours or so. I’ll be shopping for portable air conditioner for camper and tent camping in Bronco. Also portable shower systems for both Lightning and Bronco at the expo, along with a lot of other cool things.

I’m guessing it’s your speed to the drastic drop. Have fun and good luck with the slower speeds. Let us know what happens.

 

[TerryNelsen]

Hi all. Just completed a road trip from Wisconsin to Oklahoma, stayed for a week, then back. Most temps around 90-99F. I do have GoFast Camper on my '22 ER, with a wind fairing to help reduce resistance. Had my 2 kids along who are late teen and 22yo, and none of us weigh more than 190 lbs. The GFC is 300 lbs. Just light luggage and road gear along.

At home, I drive county roads up to 55mph, state highway to 65mph, and short stretches of freeway up to 73 mph. I usually average 1.8-2.0 miles/kWh.

But on this trip, usually averaging 73-77 mph, we got around 1.3-1.5 miles/kWh, and the longest we could go between charging stops was ~ 115 miles, with max range calculating to 235-240 miles most of the time. With the frequent fairly long distances between charging, sometimes that meant charge, stop 90-100 miles later, charge again, so we could then drive 94-115 miles, instead of a single stop at 205 miles, for example, as I didn't want to get stranded if a charging station was down. (I aimed for 30-40 mile leeway, after the disastrous drop at the rest station!). No error messages popping up, and battery/engine temperatures always showed right in the middle as usual.

What was weird was that the first leg of the trip, about 75 miles, we got about 1.7-1.8 mi/kWh until stopped at a rest stop, with remaining range when we stopped being 170 miles, turned off the truck. When we got back in the truck, the remaining range was 110 miles. At the next charging station, a fellow Lightning owner said his range had just dropped a lot also.

Do these numbers just seem average to everyone else, especially for driving in hot weather? (was 91-93F that first day). I get we were driving faster than usual, and my kids drove without 1 pedal driving on, but wow, I was really hoping to go 250 miles between charging stops, not just 190-200 miles at most!

One thing I will say is that finding chargers was not bad, other than having to stop every 100 miles frequently. That being said, almost all the chargers topped out at 75 kWh, regardless of whether they said 350 kWh or 150, etc. About half the chargers were only 48-60 kWh max. So lots of improvement needed there!

My best to date is 290 . 23 xlt. SR.

 

[Ken]

had a very interesting experience with our first road trip this past weekend. Charged up to 100% before departing, and the meter was showing 320 miles. Stopped for dinner about 15 miles down the road, and then the meter dropped into the high 200s. We had a 160 mile one way trip to our destination, so I knew we could make it without charging. I started watching the difference between the estimated range and the miles to go on the trip, to determine how much range we would have at the end of the trip. It started out around 50 mile difference between range and trip length, and steadily went up during the trip and ended up over 120 miles by the time we arrived. So we could have potentially hit 280+ miles on that full charge.

 

[RedLightning86]

I think part of what messed me over was not trusting the truck enough, when I saw that sudden low range. Next time if it drops too fast again, I'll just erase the EV mileage history and let relearn again while I drive 200 or so miles on mostly full charge. As much coffee as I drink, or cool drinks in hot weather, I don't usually go farther than that anyway without a stop.

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