Thought on our frigid 1,300 mile trip

[StaggerLee]

I noticed Google Maps (on Android Auto) has a feature where it will estimate your charge at your destination.

Curious if anyone knows how accurate this estimate is at cold temps. Driving through OK and TX last month with temps in the 80's it was pretty good - underestimated destination SOC by about 1% per 40 miles. This was very useful for providing confidence in reaching destination. But how is it at cold temps???

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[Hammick]

I use the free ABRP desktop to plan. If you put in your travel date, it brings in the seasonal weather. That is the exact route they plan out.

Your first leg is tight. Departure time, use heated seats, set heat on 65, Auto 1, and keep your speed down. Watch efficiency via Car Scanner and OBD adapter. You should arrive with just under 10%.

Any stop that is taking you above 60%, charge to 80%. The only light charging stop I see is in Watertown because it's so close to Sisseton. In Miles City, you want to charge to 90%, and watch that next leg (which you'll have learning for).

PlugShare shows that the Best Western Roosevelt Place has a J-1772 charger, non-networked. Staff has to turn on breaker, no feedback since July.

Days Inn has 4 Tesla Destination chargers, 22 cents per kWh.

Given there is the SuperCharger there, you could consider going the night prior and charging to say 90% and not staying at a hotel with charging.

There is a free 11kW charger at Lignite Energy Council, you could plug in there the morning of and turn on the heat while it warmed up for a while before leaving.

Don't forget to pay for the Tesla membership the morning of the trip, and immediately downgrade, takes effect 30 days later. Do the math and see if the EA charging is worth the $7 for the 25% discount.

Thanks! We are staying at the BW Roosevelt. I swear I had checked about a destination charger. That's great news. Looks like we will be preconditioned in the morning which will save us from having to go to the Supercharger.

 

[RickLightning]

Thanks! We are staying at the BW Roosevelt. I swear I had checked about a destination charger. That's great news. Looks like we will be preconditioned in the morning which will save us from having to go to the Supercharger.

Do the math. Looks like 5kW. 3.8% per hour. Charge up to whatever percent will get you to 100% at that rate about 90 min before departure so a departure time works. https://www.plugshare.com/location/167408

 

[Hammick]

Only l3’s work using Tesla adapter in my experience. I made the mistake of thinking I could use an L2 on a trip and ended up having to hit a campsite for a few hours instead. (Thankfully )

I have personally experienced and confirmed on the Reddits that the original version 1 silver Tesla destination chargers do not work with our Lightnings if set to 80 amps. But they do work on the MachE. The V2 version works with our Lightning's even if set to 80 amps. One of life's great mysteries.

This really screws us as Sheridan, Wyoming only has two destination chargers in the entire town and they are V1 set to 80 amps. Sheridan is the achilles heal for EVs traveling across I-90. Only one DCFC 60kw with single plug at the Jeep dealership. Can be there for hours if EVs are stacked up or headed to a campground if it's broken. And the closest campground is owned by the Jeep manager's wife and she does not allow EV charging and strictly enforces it. Maybe now that muskrat is BFFs with orangie she will change her tune

 

[Hammick]

Do the math. Looks like 5kW. 3.8% per hour. Charge up to whatever percent will get you to 100% at that rate about 90 min before departure so a departure time works. https://www.plugshare.com/location/167408

Thanks. We usually leave the Truck on all night to power our car fridges and keep the cabin warm. I can't remember if having the truck on keeps the batteries conditioned or if I still need a departure time.

I'll probably head to the SC super early while my wife packs up and gets the pup ready.

 

[Newton]

Tesla L2 chargers take a different adapter than the Ford one, I have one called Telsla Tap (that I have never used.)

 

[Hammick]

Tesla L2 chargers take a different adapter than the Ford one, I have one called Telsla Tap (that I have never used.)

Yeah I have the 80a Tesla Tap. Didn't work on the V1 destination charger set to 80 amps at the Hampton Inn in Sheridan. Everybody else can charge at them, just not Lightnings for whatever reason. I asked the manager if he could set one of them to 60 amps and got the Scooby Doo response. So I-94 will likely be our new route headed to Montana until Wyoming wakes up. I don't expect that will be anytime soon. They are more focused on putting Liz's head on a spike.

 

[astrand1]

Yes I have used it and will re-subscribe to premium before the trip. I sync it to my OBDII adapter. I don't find ABRP particularly useful for our trip planning but it might be very useful on this trip calculating the temps, winds and elevation changes. Not sure if the Lightning NAV takes any of that into account at this point. I'll teach my wife/co-pilot how to use it.

I also know how to do the calculations based upon the efficiency reading from the truck.

I realize most of our legs are super short but being overly cautious not to get stranded in the middle of nowhere with little to no backup chargers.

Looks good. I use ABRP just to get my “flight plan” then once I choose my route then I zero in with PlugShare. For the truck nav it does take into account elevation changes but probably not wind but not sure on that. Also once I choose a charger like a supercharger that the truck nav does not have I’ll let the truck take me close to its charger for pre conditioning purposes and then head to the SC or whatever other charger that way battery is at the correct temp for better charging.

 

[Steveel]

lectron has a Tesla to J1772 level 2 adapter compatible with Tesla high power connectors and destination chargers. $112.00. I have both one of these and NACS plus some adapters for camp grounds. Montana in the winter is difficult. Minus 35 degrees tends to limit your range.

 

[Joneii]

If you aren’t going to be plugged in over night, it is best to get your charge the night before while the battery is still warm from driving. If you cold soak it over night and try to get a charge in the morning you will waste time waiting for the battery to warm up. If you have a it if a drive to the charger, you will have time to warm up, but make sure you have enough juice to get there with the lower efficiency of a cold battery.

 

[TaxmanHog]

I noticed an unusual behavior with the departure time battery prep process last early spring when I road tripped to New Jersey for the Tesla adapter gig, the issue might have been resolved with all the updates we've had over the spring, summer & fall.

My suggestion is that you charge to 95% the evening before or through the night, set your departure time for whenever you plan to leave, but get up ~ an hour or two prior and click the "Charge to 100%" or the max SOC to 100%, this will allow the battery to both precondition and receive the final top off at the same time (slower pace), hopefully you'll be topped and ready to roll.

Good luck.

 

[Hammick]

If you aren’t going to be plugged in over night, it is best to get your charge the night before while the battery is still warm from driving. If you cold soak it over night and try to get a charge in the morning you will waste time waiting for the battery to warm up. If you have a it if a drive to the charger, you will have time to warm up, but make sure you have enough juice to get there with the lower efficiency of a cold battery.

If we have time I will hit the SC in Bismark when we get there and charge to 60%. Then plug into the destination charger at the Hotel. If we aren't above 90% in the morning will probably hit the free Chargepoint 65kw charger at the Hyundai dealer on the way out of town.

 

[Randall Stephens]

I’m too lazy to read all the replies but remember the BMS seems to have an issue with SoC calculations and multiple fast charging stops on a trip. That’s all I remember about it, I’ll let you do the searching.

 

[Joneii]

I’m too lazy to read all the replies but remember the BMS seems to have an issue with SoC calculations and multiple fast charging stops on a trip. That’s all I remember about it, I’ll let you do the searching.

On this note I use 5% SOC as my 0. I won’t plan to be lower than 5% at any point. I was towing a 7300 lb trailer and showing an arrival at the DCFC with 5% when the power dropped and soon the truck stopped. I was on the exit ramp and could see the DCFC, but the truck wouldn’t move. I disconnected the trailer and shut the truck down for a few minutes. When I tried starting it after several minutes it limped to the charger. I went back for the trailer after my charge. I had been below 5% a few times before with no issues, but this was my last DCFC before home after 4 days, 2300 miles of XC towing and DCFC every 130 miles or so. Needless to say I was super relieved that it worked out, but 5% is now 0 to me.

 

[B177y]

I did a trip from WA to ND and back last month. Return trip from ND to WA was below freezing through ND, MT, and ID, but maybe 20 was the lowest temp I had. The Tesla chargers are spaced just about perfectly for the Lightning ER on I-90 and I-94.

I know you are coming from the East instead of the West like I did, and you'll be in colder weather, but looking at your plan, you should be fine. Maybe top off to 90% at some of the longer stretches between DCFC, but I wouldn't worry too much.

My trip report:
https://www.f150lightningforum.com/...t-i-love-road-tripping-in-my-lightning.22582/

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