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Hmm. Interesting point. I'd seen the earlier rack picture, and he was talking about the skis, so I just assumed. But you're right, neither of the two pictures on this post have the rack attached.
Walter
That is EXACTLY what I do. I change my B meter when I swap winter and summer tires and wheels.
Bighorn
Top Supercharger
You charging chart indicates that it takes ~345 Watt-hours to create a rated mile. This figure is 300 in the RWD Model S 85s, so a 15% penalty on charging. I'd like to know the corollary figure for consumption, which has most recently been ~275Wh/RM in the older cars.
Thanks for the heads-up about the curbs. The parking assistant did warn me, so no worries there.
It is my first Tesla, and the driving experience was amazing! As I was getting more and more comfortable with the handling and limits of the car, I was able to push harder through the twisties - which my passengers also thoroughly enjoyed :-D
I actually reset Trip A just before arriving to Roseville as I had forgotten to do that before I left the house at 5:30am... I plan on keeping Trip B as my "lifetime".
As of now Trip A shows 269.6 miles driven, 103.8 kWh total energy, and 385 Wh/mi. Worse than expected?
Happy to share my experiences here. I haven't measured 0-60 in SPORT but I can say this: it's still fast! Smoother as well, as in less "violent" in the initial kick. It's almost similar to gunning it in my Audi in Sport mode, whereas INSANE feels like when I use launch control (where it dumps the clutch). Not sure about the warming up battery piece, sorry...
Haha sorry about the confusion guys. I did install the base rack along with the snow and ski attachments after delivery on Friday to see how it would all fit together, and posted those photos in a separate thread.
Also, I was originally planning on having 3 passengers, so 4 total, which would have required the rack. On Saturday one of them bailed, so we ended up 3 total. Since the rack reduces range and adds unwanted wind noise, I decided to remove it on Sat. night and just put the skis through the foldable rear-right seat.
Bighorn
Top Supercharger
I think, if I'm reading the chart correctly, that 50.15 kWh were added to make up for the 110 miles. This is 456 Wh/mile which sounds more likely.
Kipernicus
Model S Res#P1440
Ah yes, I read the chart incorrectly. 456 Wh/Mi is a fair bit. And his trip meter average of 385 isn't super terrible given a long trip in cold temps and all the rain we've had lately.
@MarcG, just a heads up that the Parking Sensors do not detect parking stops or low curbs so don't assume you will get a warning as you approach them!
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breser
AutoPilot Nostradamus
There is no new test procedure. We've gone over that pretty thoroughly in the range thread (I actually went and found the procedures). The 2014 Nissan LEAF is back at 84. The whole bit over the range was over the battery charge level in the SAE standard that the EPA adopted when they first got a procedure for testing electric vehicles in 2011 (effective for 2013 model year). The standard requires that tests be conducted at the manufacturer recommended charge level, if there is more than one recommended charge level then the one most likely to be used. Since the LEAF had the 80% and 100% levels and it wasn't clear what the most liikely mode to be used was the EPA let them use the average between the two. Tesla had the same problem, instead they simply added the slider and the slider lets you choose all sorts of battery levels so they are able to use 100%. Nissan with the 2014 LEAF removed the 80% charge option, so it's always 100%. So both the LEAF and the Model S are tested at 100% charge.
I'll admit the MPGe numbers don't make a lot of sense when compared against the range. I keep meaning to try and look through the procedures in depth to understand how those numbers are calculated but I've been busy with other things and haven't done it. I suspect we'll learn that it's just because of how weighted towards city driving the test procedures are.
I'm not Walter, but I'll give you my opinion. I don't think we have enough information here to really draw a whole lot of conclusions. But based on the Wh/mile numbers you can derive from the info MarcG posted I'd say things don't look too great. I recall usually doing around 350 Wh/mile in the mountains with my S85. Long trips could push those numbers down below 300 Wh/mile. But that was in September when temperatures were a lot higher than right now.
Based on the window stickers, I'd expect the P85D to do better than a P85+ for long trips.
This probably isn't the right place to debate it - anyone who is curious can go see the other long thread I linked initially for a much more extensive discussion.
For now I'll just say that the EPA made a bunch of rule changes that I don't fully grasp yet for the 2013 model year vs the 2009 (effective through the 2012 model year) rules that the original Model S was certified to, and that I don't agree with the conclusion you drew about the AER since the MPGe and Wh/mile numbers don't reflect the apparent change.
I'll admit I don't understand the way Tesla adjusted rated range given what I'm pretty sure is going on, however.
(Removing the long life mode and forcing every owner to charge to 100% every time to get a better EPA rating seems like a sub-optimal solution to me.
)Walter
breser
AutoPilot Nostradamus
I'm not sure if I'm reading this right but it seems to me that you're suggesting that the Model S was rated with the pre 2013 model year system. That seems very wrong to me based on a lot of things I'm not going to bother to clutter this thread up with.
Again I admit that the range/MPGe numbers don't seem to match up. But I'm still not convinced there's some major change in test procedures that resulted in this.
What are you pretty sure is going on then?
(Removing the long life mode and forcing every owner to charge to 100% every time to get a better EPA rating seems like a sub-optimal solution to me.
I agree.
