[Shammer]

We haven't experimented with lower freeway speeds, but the route is almost all flat, and the decrease in range was very consistent over time. Besides, at 80% charge, the range should be more than 97 miles in any conditions, shouldn't it? We had no problem with charging speed, which I see is the subject of looong conversations. our problem was that it said it had charged to 80% (178 miles), but we got HALF that in range. I don't see anyone else saying they experienced this.

I'm new to this forum format, so let me know if I'm doing it correctly.

 

[Ducatista]

We haven't experimented with lower freeway speeds, but the route is almost all flat, and the decrease in range was very consistent over time. Besides, at 80% charge, the range should be more than 97 miles in any conditions, shouldn't it? We had no problem with charging speed, which I see is the subject of looong conversations. our problem was that it said it had charged to 80% (178 miles), but we got HALF that in range. I don't see anyone else saying they experienced this.

I'm new to this forum format, so let me know if I'm doing it correctly.

Sorry how cold was it again? So in the cold (below freezing), even with the heat pump, you can experience 30-40% range loss it seems. So if you’re only starting with an 80% charge, take another 30-40% off of that (in the really cold conditions).

 

[SolterraR]

Tried the yoyo and still only drawing 30 kW. Dealer says there is a firmware update coming but I am disillusioned with Subaru right now (and have owned and been happy with 4 Subarus over the last 20 years, so that is saying a lot). Feel like I am doing their beta testing for them.

 

[JayEM]

Tried the yoyo and still only drawing 30 kW. Dealer says there is a firmware update coming but I am disillusioned with Subaru right now (and have owned and been happy with 4 Subarus over the last 20 years, so that is saying a lot). Feel like I am doing their beta testing for them.

You are, didn't you read the fine print?

 

[n6nl]

At least you aren’t beta testing safety code, like Tesla FSD customers are. I give oncoming Teslas a lot of my attention when I see them on the road. I don’t trust a single one of them to not be on FSD and kill me when it does whatever the hell it does. And I pay even more attention when I am a pedestrian.

But yeah, Toybaru dropped the ball on this charging thing.

Perhaps because the Japanese chargers are pretty much 50kW maximum on CHAdeMO.

 

[Ducatista]

At least you aren’t beta testing safety code, like Tesla FSD customers are. I give oncoming Teslas a lot of my attention when I see them on the road. I don’t trust a single one of them to not be on FSD and kill me when it does whatever the hell it does. And I pay even more attention when I am a pedestrian.

But yeah, Toybaru dropped the ball on this charging thing.

Perhaps because the Japanese chargers are pretty much 50kW maximum on CHAdeMO.

Yeah it does seem like they did a lot of winter testing in terms of drive train and AWD system, but gave little thought about charging. Hopefully these Norway tests recently will bring meaningful change to charging. Hopefully its not just some small baby step.

 

[JayEM]

Toyobaru isn't alone in needing to tweak cold weather charging functionality.

I recently read how BMW is adding a soft "prewarm battery for fast-charging" button to its $100k iX model (first released as a 2022 model). Initially, they touted the car's capability to pre-condition its battery for fast charging, using the navigation system. Then they found out people weren't always using the navigation system to get to their next fast-charging location (or perhaps anywhere, LOL). Luckily they're able to add this functionality through an OTA update. I hope Toyota/Subaru will be able to do something along the same lines.

 

[n6nl]

Here is the fine print from the new US 2023 Lexus RZ 450e brochure:

7. Charging time may be longer using standard dedicated GFCI 120V (NEMA 5-15) outlet. Always plug in/charge vehicle in accordance with Owner’s Manual. 8. Public charging experience will vary based on charger type (Level 2 or DC Fast Charger) and other factors, including vehicle and environmental conditions. See lexus.com/electrified for more information. 9. DC charging time estimated based on ideal charging conditions. As temperatures decrease below 50 degrees Fahrenheit, charging time will increase significantly. Charging may slow down more than other models in weather conditions below 32 degrees Fahrenheit and may not be possible when the temperature drops to around -4 degrees Fahrenheit and below. Drive battery level and condition, charger specifications and DC charging more than twice per day also can negatively affect charging time.

Forewarned, at least for the Lexus with the Panasonic 71.4 kWh battery pack.

 

[Ducatista]

Here is the fine print from the new US 2023 Lexus RZ 450e brochure:



Forewarned, at least for the Lexus with the Panasonic 71.4 kWh battery pack.

pretty much the same warning Toyota North America and Subaru North Americas gave for the CATL pack here

 

[massolterra]

I went to test drive my Solterra that's still sitting on my dealer's lot today. We haven't decided if we are going to take it yet but they are in no rush since no one else seems to want them (ours wasn't supposed to arrive until March but a same spec/color was rejected by someone ahead of us in line). I took it to the nearest fast charger and with everything set to Max in the car's charger settings on a brand new Chargepoint 125kW (shared) station with second stall empty I was only pulling 13kW when at 56% SoC at 46°F outside after driving for about 10-15min. It showed an estimated 5h25m to charge to full! Very disappointing. I wish I had seen the video above about yo-yo driving before I test drove it today, otherwise I would have tested that out!

But all of that makes me wonder. For the most part we will use our L2 charger to top off to 80% overnight mostly every night. The only time (actually) fast charging will matter is when I'm on a trip. Would driving for an hour or so on the highway be sufficient to warm up the battery before stopping for a charge?

 

[R P]

Did my first trip yesterday, 400 kms round trip to a ski hill up in the mountains. Elevation change was 5,000' from sea level to ski hill parking lot. Temps in the morning were down to -6C at the mountain. Did two partial charges enroute, in hindsight could have got away with one charge, but didn't want to take a chance. Got home with over 100 kms remaining. Each charge was about 1/2 hour, slow, only got tops 27 kW from the 50 kW BC Hydro charger. But at least it was free.

I initialized the trip consumption at the start, and when I got back home the avg trip consumption was 23.9 kWh/100 kms, so that would indicate a range of about 300 kms which I consider very good given the type of trip. Where I could, I drove up to 110 kph.

On the way up, it was not only cold, but the last 80 kms or so were slush initially and then snow covered. Had a big dump of snow overnight (which made for great ski conditions of course). And it was steep. So I really saw the consumption meter go up and the range dropping quickly during that part of the trip. Of course coming down, it was the opposite, although the net for sure cost extra range.

So I guess, it was about what I expected, and glad to get that behind me. Gives me a good baseline for future trips and where to plan my charging stops.

 

[R P]

I should add that I had all my Climate controls on Auto, which meant steering wheel and seats warmers were on at the start of each leg of the trip. Plus I assume there is some consumption to warm the traction battery initially in cold weather.

 

[massolterra]

I initialized the trip consumption at the start, and when I got back home the avg trip consumption was 23.9 kWh/100 kms, so that would indicate a range of about 300 kms which I consider very good given the type of trip. Where I could, I drove up to 110 kph.

I think your math is a little off. Based on the 23.9kWh/100km numbers, I think you're looking at more like a 270km range. I believe the actual available battery capacity is only 65kwh, not the nominal 71.4kWh that is advertised.

 

[Ducatista]

I should add that I had all my Climate controls on Auto, which meant steering wheel and seats warmers were on at the start of each leg of the trip. Plus I assume there is some consumption to warm the traction battery initially in cold weather.

Was the climate controls in Auto and Eco or just Auto? Also, was the drive mode in ECO or Normal or Power?

 

[R P]

I based it on 72 kWh.

 

[Ducatista]

I based it on 72 kWh.

Yeah that would be gross capacity, not useable

 

[R P]

Was the climate controls in Auto and Eco or just Auto? Also, was the drive mode in ECO or Normal or Power?

Climate was in ECO, but that puts the seat and steering wheel heaters on Auto. And I always drive in ECO.

 

[R P]

At the start of my trip at home, I charged the battery to 100%. With Climate off, it showed 441 kms range. Then with Climate on, it dropped 90 kms, which seems a little high. I read somewhere, that Toyota will be adjusting the GOM calculator (not actual range), and maybe fix some of these seeming anomalies.

 

[R P]

Yeah that would be gross capacity, not useable

Do you have a source for that. Personally, I don't trust auto journalist articles.

My Kona spec was 64 kWh, but it was later determined that the actual was 67 kWh, and Hyundai was saving a buffer for future degradation calculations. I believe most manufacturers (if not all) report their spec as usable. Why would Toyota be different?

 

[n6nl]

The 23.9 kWh/100mi converts to 2.6 mi/kWh for those of us metrically challenged. That’s about what I have been averaging ”around town” at 55-60 degrees F.