Which of these is most accurate...

[Sampras]

...in the GV60, in your estimation?

Miles remaining (GOM)
mi/kWh
Battery percentage remaining

I have a stretch of 195 miles of interstate driving between two fast chargers coming up soon. I'm trying to decide the best way to monitor my charge over that distance because I will be cutting it close!

 

[EdP]

...in the GV60, in your estimation?

Miles remaining (GOM)
mi/kWh
Battery percentage remaining

I have a stretch of 195 miles of interstate driving between two fast chargers coming up soon. I'm trying to decide the best way to monitor my charge over that distance because I will be cutting it close!

I know what I would do. 195 miles at 75mph is 2.5 hours. I'd stop for a coffee and pee at a slow charger and take on enough to assure I make the fast charger.

 

[gvca]

If you know what the consumption will be during your trip (e.g., I know I get ~210 Wh/km on the highway during winter), the most accurate thing to do is multiply it by your battery percentage: 69% × 74 kWh ÷ 210 Wh/km × 1000 Wh/kWh = 243 km. The GOM basically does this, but it picks a consumption figure based on recent driving history, whereas I use what I know from experience is my average consumption for the type of driving I'm doing.

 

[skiingj]

No AC or Heat. Hopefully it is flat, no hills.

 

[steveinarizona]

In 18 months I have never turned off my HVAC. The range killers are (IMO and in no special order) speed, acceleration, elevation changes, and temperature. Unfortunately, I live in a climate where the temperature is extreme, I drive fast and I accelerate quickly. Lots of elevation changes but they pretty much even out. Fortunately, I don't give a crap. So I simply enjoy driving my GV60P.

 

[Lalin]

In 18 months I have never turned off my HVAC. The range killers are (IMO and in no special order) speed, acceleration, elevation changes, and temperature. Unfortunately, I live in a climate where the temperature is extreme, I drive fast and I accelerate quickly. Lots of elevation changes but they pretty much even out. Fortunately, I don't give a crap. So I simply enjoy driving my GV60P.

Way to go!

 

[Sampras]

I know what I would do. 195 miles at 75mph is 2.5 hours. I'd stop for a coffee and pee at a slow charger and take on enough to assure I make the fast charger.

If the metrics don't look good to complete the entire trip, this is an option for me. Annoyingly, these slower chargers are placed 3-5 miles off of the interstate (and one of them has a poor Plugshare score). So I would have to add drive time onto the slow charge time , which is why I'm hoping to make it all the way.

 

[Sampras]

If you know what the consumption will be during your trip (e.g., I know I get ~210 Wh/km on the highway during winter), the most accurate thing to do is multiply it by your battery percentage: 69% × 74 kWh ÷ 210 Wh/km × 1000 Wh/kWh = 243 km. The GOM basically does this, but it picks a consumption figure based on recent driving history, whereas I use what I know from experience is my average consumption for the type of driving I'm doing.

Thanks, but how do you know your Wh/km? I bet this is an obvious answer and I've just missed it.

I have recently been keeping mental track of miles/% of charge. Of course, this assumes the battery % monitor is accurate (hence the question in the OP) and won't plummet suddenly at the end of my drive. Yesterday I did a test on a 60 mile stretch of interstate and got about 2.03 miles/% at 75 mph into a light wind. So, 203 miles of range at that speed (cutting it close on my 195 mile stretch). Of course, I could just drive a little slower and let the freeway traffic zoom past me.

The biggest variable for me will be wind and temperature. The long range forecast looks warmer than I expected, so that's good. But the wind could be tricky (or helpful, I suppose) because it varies a LOT around here.

Has anyone ever experienced the GV60's behavior right at the end of its charge? The lowest I've gone is 6% and I knew I had an EZ location a couple blocks away so there wasn't ever any real range anxiety.

 

[gvca]

Thanks, but how do you know your Wh/km? I bet this is an obvious answer and I've just missed it.

I have recently been keeping mental track of miles/% of charge. Of course, this assumes the battery % monitor is accurate (hence the question in the OP) and won't plummet suddenly at the end of my drive. Yesterday I did a test on a 60 mile stretch of interstate and got about 2.03 miles/% at 75 mph into a light wind. So, 203 miles of range at that speed (cutting it close on my 195 mile stretch). Of course, I could just drive a little slower and let the freeway traffic zoom past me.

The biggest variable for me will be wind and temperature. The long range forecast looks warmer than I expected, so that's good. But the wind could be tricky (or helpful, I suppose) because it varies a LOT around here.

Has anyone ever experienced the GV60's behavior right at the end of its charge? The lowest I've gone is 6% and I knew I had an EZ location a couple blocks away so there wasn't ever any real range anxiety.

I review consumption in the trip computer anytime I make a trip and have now built up an intuition. GV60 also shows you a summary of your trip when you turn off the vehicle, before the driver door opens.

I don’t recommend trying to map battery percentage directly to distance because how far 70% battery will get you will be very different between stop and go city traffic and flying down the highway. Map it through the consumption amount depending on what kind of drive you’re going to do, like in the formula I posted above.

Regarding wind, if you can see in your cluster display that your consumption is higher than your expectation, you can either try to change where you’re stopping to charge, or slow down until those numbers match. Personally, I do the latter (camp in the right lane with cruise control on). I’ve only had to do that twice in two years, and it was only because I was avoiding adding a stop.

 

[Jeffdawgfan]

The guess-o-meter looks at your battery level and previous mileage m/kwh as as major inputs as well as Temp. I would go by what you usually get in you past miles/kwh. The GOM can be rather funky sometimes. Mine frequently starts out at around 290 miles and after about five minutes can drop down to around 250 miles even though I only traveled a couple of miles.

 

[Zcd1]

...in the GV60, in your estimation?

Miles remaining (GOM)
mi/kWh
Battery percentage remaining

I have a stretch of 195 miles of interstate driving between two fast chargers coming up soon. I'm trying to decide the best way to monitor my charge over that distance because I will be cutting it close!

Have you tried plugging the trip into ABRP?

195 miles might be possible if you start at 100% and stay below about 75 mph...

Alternatively, if it's looking like you're going to be too close for comfort or like you won't make it, simply slowing down is always an option...

 

[Sampras]

Have you tried plugging the trip into ABRP?

195 miles might be possible if you start at 100% and stay below about 75 mph...

Alternatively, if it's looking like you're going to be too close for comfort or like you won't make it, simply slowing down is always an option...

I've run it through ABRP a couple of times. The route it selects for me depends on what I want my ending charge to be. I have to turn around and come back that same day, so I'd like to arrive with a charge of about 40-50% (I will not be able to charge while at my destination, a football stadium).

I agree with you that my best bet is probably to drive right at the speed limit (65 and 70 mph) and bail out to a slow charger off the interstate if it appears I won't make the full 195 mile trip.

Interestingly, if I decided I could arrive at 30%, ABRP suggests an entirely different route that includes a stop at a Tesla Magic Dock. Does ABRP know the charge rate for a Genesis tops out at 97 kW at a Magic Dock? Does it know that Tesla seems to have disabled the CCS adaptor for some Magic Dock locations?

 

[Zcd1]

I've run it through ABRP a couple of times. The route it selects for me depends on what I want my ending charge to be. I have to turn around and come back that same day, so I'd like to arrive with a charge of about 40-50% (I will not be able to charge while at my destination, a football stadium).

I agree with you that my best bet is probably to drive right at the speed limit (65 and 70 mph) and bail out to a slow charger off the interstate if it appears I won't make the full 195 mile trip.

Interestingly, if I decided I could arrive at 30%, ABRP suggests an entirely different route that includes a stop at a Tesla Magic Dock. Does ABRP know the charge rate for a Genesis tops out at 97 kW at a Magic Dock? Does it know that Tesla seems to have disabled the CCS adaptor for some Magic Dock locations?

Interesting.

I'll add this comment: ABRP's default consumption for the GV60 is higher than what I've personally witnessed in real life. The delta from reality appears to be 10-15%. What does the trip look like if you reduce the default "Consumption at 65 mph" by 10%?

Also, if you plug the round-trip into ABRP (by adding a waypoint of your starting point after the first destination), it will suggest only fast-chargers along your route, and generally offers different suggestions altogether vs. 2 @ one-way trips...

You don't actually care about the SOC while the car is sitting at the event, right? You only want to get there and back as quickly as possible....right?

Hope this helps....

 

[Sampras]

Interesting.

I'll add this comment: ABRP's default consumption for the GV60 is higher than what I've personally witnessed in real life. The delta from reality appears to be 10-15%. What does the trip look like if you reduce the default "Consumption at 65 mph" by 10%?

Also, if you plug the round-trip into ABRP (by adding a waypoint of your starting point after the first destination), it will suggest only fast-chargers along your route, and generally offers different suggestions altogether vs. 2 @ one-way trips...

You don't actually care about the SOC while the car is sitting at the event, right? You only want to get there and back as quickly as possible....right?

Hope this helps....

LOL, I didn't know I could do either of those things, so it was hugely helpful. Thanks!

 

[BearDenBob]

This is a bit off topic, and I'm not sure of the OP's climate, but over the summer I took a trip in some hot weather and thought I would conserve battery by not using A/C and instead drove w/an window open. I was wrong. The buffeting from the open windows seemed to have more of an impact on range/efficiency than conservative use of A/C and seat cooling.

 

[Zcd1]

This is a bit off topic, and I'm not sure of the OP's climate, but over the summer I took a trip in some hot weather and thought I would conserve battery by not using A/C and instead drove w/an window open. I was wrong. The buffeting from the open windows seemed to have more of an impact on range/efficiency than conservative use of A/C and seat cooling.

It's a common misconception coming from ICEVs that A/C will have a similar efficiency impact in an EV, but it's generally not the case. The compressor isn't being driven off of a belt from the (super-inefficient) ICE - it's being driven by a (super-efficient) electric motor, so the range impact is minimal.

Cabin heat, by contrast, has a much larger effect on efficiency in an EV, because unlike an ICEV, an EV doesn't create a zillion BTUs of "waste heat" that can be leveraged to heat the cabin when desired...

 

[Sampras]

This is a bit off topic, and I'm not sure of the OP's climate, but over the summer I took a trip in some hot weather and thought I would conserve battery by not using A/C and instead drove w/an window open. I was wrong. The buffeting from the open windows seemed to have more of an impact on range/efficiency than conservative use of A/C and seat cooling.

It looks like the forecast for my travel day will be: heated seats in the morning, cooled seats in the afternoon. Windows up either way...

 

[noremacnova]

Also, if you plug the round-trip into ABRP (by adding a waypoint of your starting point after the first destination), ...

You can also create a round-trip by selecting the "... more" option and choosing Round Trip.

 

[gvjim]

Does ABRP know the charge rate for a Genesis tops out at 97 kW at a Magic Dock?

I don't know, but you should be able to figure it out by looking at the time ABRP says you'll need for the charge stop. I've charged at a Magic Dock twice, and in my experience the charging curve there is flat at 97kw. So it's a simple division problem. 97kW/hr = 1.6kW/min, which is about 2% of our 77kwH battery. So in 10 minutes you get about 20%, in 30 minutes you get 60%.

I can't think of any route near me (or far, for that matter) where ABRP would use a Magic Dock, otherwise I would check this myself. What does ABRP say in your case?

Does it know that Tesla seems to have disabled the CCS adaptor for some Magic Dock locations?

If I was ever going to rely on a Magic Dock location I would definitely double check it on the Tesla web site or app before starting the trip.

I did see at least one report of a Magic Dock location that had the adapter turned off, and out of curiosity I looked it up on the Tesla web site. It said that the location required NACS (which means you must bring your own adapter, and only Ford, Rivian and GM so far). So hopefully that is a reliable way to double check.

I'll add this comment: ABRP's default consumption for the GV60 is higher than what I've personally witnessed in real life. The delta from reality appears to be 10-15%.

This is my experience also. I use an OBD device to monitor during the trip, and the estimated arrival SOC always goes up as the trip progresses. Which is much better than the opposite!!