I've been driving Teslas since 2016. On my first cross country trip in 2016, I drove the S 70 D down to 3 miles when I reached my third supercharger on the trip. Since then, I've been under 10 miles of range at least 20 times, mostly while on a trip.
These adventures occurred during the night, day, heat and cold, as well as with precipitation. Only a couple times have I done this in mountainous territory. I've really explored the envelope in a car from 10-58K miles of odometer readings. At least, through these conditions, I've discovered two things to consistently be true:
Last night, I had 10 MPH headwinds, which contributed to my under-charging my battery for a short 50 mi drive. This time, I was aware that the 'off ramp' might not be my friend, and I resolved to have at least 1 mile of range on arrival (current car is '22 S with 7,000 mi and a NCA battery). But first, how, in the hell (you may ask), does a 400-mi range car get to this point?
Itinerary:
1. Start, in Austin, TX, with 390 mi;
2. Drive to the Houston 'City Centre', for a lunch break and 32A L2 charge, of 30 minutes;
3. Continue South to Missouri City, TX;
4. Drive North to College Station, TX ~ 110 mi
5. Opportunistically charge for 20 minutes at a hotel L2 charger 5 miles into my final leg to NE Houston;
6. Top off ~95 mi at the Waller Supercharger
7. Arrive NE Houston
The Waller V3 Supercharger is 45 miles away:
I started, from College Station, with 52 miles of range, knowing that I had headwinds on my way to the Supercharger. Warnings immediately appeared in my car's dashboard, as I accelerated to 72 MPH. I slowed, accordingly, to 65 MPH, about 5 MPH below posted limit, but faster than the car recommended I go. In about 5 minutes, I got the warning shown here.
I then drafted for 5-10 miles (Autopilot set to 4). But the draft vehicle was going 65-70 MPH, and it was still insufficient. So I dropped off.
Eventually, 15 miles in, I decided I'd go 48-53 in a 65 MPH posted area with my hazards operating. Traffic was light on this 2-lanes of Southbound traffic. Visibility was high in the late afternoon, and the road gently rose and fell in this slightly hilly portion of Texas. Traffic moved around and passed me, as I routinely watched the mirror for approaching high-speed traffic.
25 miles later, I had about 12 battery miles to cover the final 10 miles. So I resumed speeds about 5 MPH below posted limits and extinguished my hazards.
Some observations:
Tesla says that they've improved the routing algorithm to account for weather conditions. I think that the algorithm helps, but does not entirely account for the 10 MPH S headwind that I battled on my SSE heading. My car is clean, with mildly worn tires that are inflated per specifications. Despite construction, the road was almost entirely without defects. I had 'average' drag reductions from the currents of air produced by the 'herd' that was routinely passing me. In spite of this, during 70-75% of my drive, I was driving more than 5 MPH below the 'stay under 60' MPH warning that I'd initially gotten from Tesla.
The Tesla navigation frequently fails to note that Superchargers are located at a corner of a highway and a significant cross-road -- and provide sensible routing navigation instructions that allow for direct arrival. This results in sub-optimal within a common pattern in Texas:
Anyway, I'm here to tell you, that, in light traffic, and good conditions, just turn on your hazard lights. Slow down. Watch your mirror. Yes, as an occasional speeder, it feels, weird, wrong, abominable. But, it is far better than a) calling Tesla roadside assistance; b) getting towed; or c) asking strangers to help push your car to the charger. I'd rather wash my eyes with sand, than attempt to call Texas roadside assistance. But that might be because I've got 10X the experience with these cars than they do, and I know that they are wrong more often than correct. (Note, the questions that a newbie would ask, they are likely to be correct -- I've just run out of easy questions and patience long ago),
Oh, and yes, I made it with 2 miles to spare.
These adventures occurred during the night, day, heat and cold, as well as with precipitation. Only a couple times have I done this in mountainous territory. I've really explored the envelope in a car from 10-58K miles of odometer readings. At least, through these conditions, I've discovered two things to consistently be true:
- The battery gauge is very precise, when reported in miles, at the lowermost levels of charge;
- Tesla, in the early stages of the trip, tends to give slightly conservative warnings to slow down (the ask is maybe 3-5 MPH slower than needed)
Last night, I had 10 MPH headwinds, which contributed to my under-charging my battery for a short 50 mi drive. This time, I was aware that the 'off ramp' might not be my friend, and I resolved to have at least 1 mile of range on arrival (current car is '22 S with 7,000 mi and a NCA battery). But first, how, in the hell (you may ask), does a 400-mi range car get to this point?
Itinerary:
1. Start, in Austin, TX, with 390 mi;
2. Drive to the Houston 'City Centre', for a lunch break and 32A L2 charge, of 30 minutes;
3. Continue South to Missouri City, TX;
4. Drive North to College Station, TX ~ 110 mi
5. Opportunistically charge for 20 minutes at a hotel L2 charger 5 miles into my final leg to NE Houston;
6. Top off ~95 mi at the Waller Supercharger
7. Arrive NE Houston
The Waller V3 Supercharger is 45 miles away:
I started, from College Station, with 52 miles of range, knowing that I had headwinds on my way to the Supercharger. Warnings immediately appeared in my car's dashboard, as I accelerated to 72 MPH. I slowed, accordingly, to 65 MPH, about 5 MPH below posted limit, but faster than the car recommended I go. In about 5 minutes, I got the warning shown here.
I then drafted for 5-10 miles (Autopilot set to 4). But the draft vehicle was going 65-70 MPH, and it was still insufficient. So I dropped off.
Eventually, 15 miles in, I decided I'd go 48-53 in a 65 MPH posted area with my hazards operating. Traffic was light on this 2-lanes of Southbound traffic. Visibility was high in the late afternoon, and the road gently rose and fell in this slightly hilly portion of Texas. Traffic moved around and passed me, as I routinely watched the mirror for approaching high-speed traffic.
25 miles later, I had about 12 battery miles to cover the final 10 miles. So I resumed speeds about 5 MPH below posted limits and extinguished my hazards.
Some observations:
Tesla says that they've improved the routing algorithm to account for weather conditions. I think that the algorithm helps, but does not entirely account for the 10 MPH S headwind that I battled on my SSE heading. My car is clean, with mildly worn tires that are inflated per specifications. Despite construction, the road was almost entirely without defects. I had 'average' drag reductions from the currents of air produced by the 'herd' that was routinely passing me. In spite of this, during 70-75% of my drive, I was driving more than 5 MPH below the 'stay under 60' MPH warning that I'd initially gotten from Tesla.
The Tesla navigation frequently fails to note that Superchargers are located at a corner of a highway and a significant cross-road -- and provide sensible routing navigation instructions that allow for direct arrival. This results in sub-optimal within a common pattern in Texas:
- Overshoot the Supercharger while on the highway;
- Exit;
- Do a double left-turn under the highway 0.5-1 mile up;
- Return to the Supercharger, backtracking 0.5-1 mile on the service road to the highway.
Anyway, I'm here to tell you, that, in light traffic, and good conditions, just turn on your hazard lights. Slow down. Watch your mirror. Yes, as an occasional speeder, it feels, weird, wrong, abominable. But, it is far better than a) calling Tesla roadside assistance; b) getting towed; or c) asking strangers to help push your car to the charger. I'd rather wash my eyes with sand, than attempt to call Texas roadside assistance. But that might be because I've got 10X the experience with these cars than they do, and I know that they are wrong more often than correct. (Note, the questions that a newbie would ask, they are likely to be correct -- I've just run out of easy questions and patience long ago),
Oh, and yes, I made it with 2 miles to spare.
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