I'm not even sure what that means.has anyone ever engaged the clutch.... when driving an automatic?
fortunately, no one was behind us when "my friend" did that...
I'm not even sure what that means.
Do you mean disengage? The clutch is engaged whenever your foot is off of the pedal. I've never done it while actually driving, but I have stomped an imaginary 3rd pedal when going to start an automatic car after having driven a manual for a while.visualize what the left foot does when attempting to engage the clutch....
Do you mean disengage? The clutch is engaged whenever your foot is off of the pedal. I've never done it while actually driving, but I have stomped an imaginary 3rd pedal when going to start an automatic car after having driven a manual for a while.
Do you mean disengage? The clutch is engaged whenever your foot is off of the pedal. I've never done it while actually driving, but I have stomped an imaginary 3rd pedal when going to start an automatic car after having driven a manual for a while.
Echoing another poster.No it does not work the same. You let off the gas pedal and the engine still provides minimal additional force allowing you to effectively coast significantly further, and the car will never stop until it runs out of gas or goes up a steep enough hill. With single pedal, the car is actively deaccelerating the car when you release the accelerator pedal and will bring the car to a stop. This allows the driver in normal situations to never need to touch the brake pedal.
This effectively means the driver has no muscle memory in an emergency situation to press the brake.
Therefore, you are looking at emergency brake assist to compensate for a user experience failure. e.g. you are trying to use technology address a problem that technology has created. This is just bad design.
Tim
Even on a single pedal vehicle, the brake is regularly used unless your right foot game is so good you can estimate your halt point at every stop line from long and varying distances out.
Do you mean disengage? The clutch is engaged whenever your foot is off of the pedal. I've never done it while actually driving, but I have stomped an imaginary 3rd pedal when going to start an automatic car after having driven a manual for a while.
Done that a few times.I have stomped an imaginary 3rd pedal when going to start an automatic car after having driven a manual for a while.
Echoing another poster.
Have you personally driven single pedal for any length of time to develop the required muscle memory, not just renting on a weekend once in awhile?
Even on a single pedal vehicle, the brake is regularly used unless your right foot game is so good you can estimate your halt point at every stop line from long and varying distances out.
No such vehicle exists.in a vehicle that does not require a brake pedal.
There are vehicles without brake pedals.No such vehicle exists.
Because I know you, I must ask:There are vehicles without brake pedals.
You might have a 20A outlet. Newer building codes require one in the garage. Still slow, but a bit faster than standard 10A outlets, if your charging cable has an adapter for it. Looks like this:Being that this appears to be the EV Pickup thread...
It has arrived... my not-cybertruck.. I give you the Chevrolet Avalanche EV... wait, no, they called it the Silverado EV, never mind.
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And in only 3 short days it will have enough charge to drive it again after I brought it home from the dealer.
It arrived early and I didn't even get my 240V outlet installed, let alone the 'real' charger. Need to at least slap the outlet together today.
You think GM would include a fancy cable that could actually use my 20A garage circuits? At least they included the 14-50 so once that's installed I can use it.You might have a 20A outlet. Newer building codes require one in the garage. Still slow, but a bit faster than standard 10A outlets, if your charging cable has an adapter for it. Looks like this:
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+60% is roughly 120kWh, so 24 hours at 5kW..6 more kw isn't going to help much. You need, bare minimum, 5kw to charge a beast like that. I bet even with 5kw it's still > 12 hours to go from 20% to 80% on that sucker.
Wow. Even worse than I thought. Your neighbors lights are gonna dim everytime you get home.+60% is roughly 120kWh, so 24 hours at 5kW.
Needless to say the actual charger is a 80A(19.2kW) on a 100A circuit once it's installed. Which luckily just fits in the load calculation.
Nice. I'll be interested to hear your thoughts as you get to know your new truck. I haven't seen much online content on it yet.And in only 3 short days it will have enough charge to drive it again after I brought it home from the dealer.
It arrived early and I didn't even get my 240V outlet installed, let alone the 'real' charger. Need to at least slap the outlet together today.
It's a very big battery. If he plugs it in whenever it is home, it shouldn't be too bad. Most people aren't going to use anywhere near its capacity on a daily basis.Wow. Even worse than I thought. Your neighbors lights are gonna dim everytime you get home.
Congrats!Being that this appears to be the EV Pickup thread...
It has arrived... my not-cybertruck.. I give you the Chevrolet Avalanche EV... wait, no, they called it the Silverado EV, never mind.
Is this your first EV? Kinda sounds like it. You don't need to wait until it's full to drive it, you just need enough range to get to the next place you charge. FWIW, my mom bought a Tesla Model Y last year and decided not to add 240V charging. She's using the mobile connector to plug into a 120V outlet that was already in the garage. If you don't drive a lot of miles, it's doable.And in only 3 short days it will have enough charge to drive it again after I brought it home from the dealer.
It arrived early and I didn't even get my 240V outlet installed, let alone the 'real' charger. Need to at least slap the outlet together today.
That is one annoying thing about GM's 120V charging (former Volt and Bolt owner here). It always defaults to 8A every time you plug it into 120V, and switching the setting to 12A doesn't stick - You have to switch it manually every time. That's one thing Tesla got right - Tesla ramps up slowly and pays attention to what it's getting in an attempt to auto-detect possible issues with the plug; if it detects significant resistance or other issues it will automatically limit the charging speed. GM took the easy way out by just always limiting it and not bothering to pay attention, putting the onus on the user to increase it, but it's a pain for the user that way. Luckily, 240V doesn't do that.You think GM would include a fancy cable that could actually use my 20A garage circuits? At least they included the 14-50 so once that's installed I can use it.
Normal outlets are 15A, charge at 12A due to the 80% rule. I did find a setting that apparently the truck defaults to 8A... Switched that to 12 and shaved a whole day off the charge.
Whoa, this is crazy. Per fueleconomy.gov, EPA range is 450 miles and economy is 63MPGe. That's only a 1.87 miles per kWh, meaning they must have a battery that is 240kWh usable.+60% is roughly 120kWh, so 24 hours at 5kW.
Needless to say the actual charger is a 80A(19.2kW) on a 100A circuit once it's installed. Which luckily just fits in the load calculation.
The vast majority of EVSEs don't use 20A 120V - There are so many 15A outlets, and badly installed 20A outlets, that the extra bit isn't worth the risk.You might have a 20A outlet. Newer building codes require one in the garage. Still slow, but a bit faster than standard 10A outlets, if your charging cable has an adapter for it. Looks like this:
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More amperage does not improve charging efficiency, so going from 15 (12) to 20 (16) amps should get you 33% faster charging. More voltage does improve efficiency a little. Were you plugging into the same outlet, or different outlets?As to the 20A charging, I tested my Model 3 at 15A and 20A 120V charging. 15A was 4mph, 20A was 7mph, so probably about 50% faster charging.
Cybertruck can do that too. I hope Tesla adds it to the rest of their models, it's a cool feature.I’ve always liked the Silverado over the Cybertruck. Even though I’m not a truck guy, that thing has excellent range and I actually think the feature to power your entire home for 3 days could add serious utility.
This is my only vehicle so I sized the charger for my worst case, also fairly rural. So I figure I get home at 10PM and need 70% for some reason by the next morning. If you have another car, or a consistent commute then you'll not likely need to optimize quite so much.It's a very big battery. If he plugs it in whenever it is home, it shouldn't be too bad. Most people aren't going to use anywhere near its capacity on a daily basis.
Most see 2-2.1mi/kWh. Which is pretty consistent with my drive home, especially once I get used to regen instead of brakes. I don't know if GM has ever said officially, but it's a 205-220kWh battery.Whoa, this is crazy. Per fueleconomy.gov, EPA range is 450 miles and economy is 63MPGe. That's only a 1.87 miles per kWh, meaning they must have a battery that is 240kWh usable.That is freaking massive, close to double that of the Cybertruck. No wonder it's so expensive!
I am curious... Does it use the SAE-CCS connector, or the NACS connector? If it's SAE-CCS, did they include the NACS adapter with it? (In the image below, SAE-CCS is the big one on the left, NACS is the small one on the right)
Sure. It depends entirely on how many miles you tend to drive each day.This is my only vehicle so I sized the charger for my worst case, also fairly rural. So I figure I get home at 10PM and need 70% for some reason by the next morning. If you have another car, or a consistent commute then you'll not likely need to optimize quite so much.
Don't forget that a big truck is going to need more juice. The difference in power usage between my model 3 and my mach-e is shocking. It's at least a 25% difference for the same commute. And his truck is going to be a whole lot worse.Sure. It depends entirely on how many miles you tend to drive each day.
12,000 mi/yr is less than 33 miles per day. That can easily be handled with Level 1 charging. Those who drive significantly more will definitely need Level 2 at home to avoid inconvenient charging stops.
I have the Tesla Wall Connector which charges at 48A/240V. I don't need it, but its price dropped to $350, for a short time, a while back. Couldn't pass that up. I don't need anywhere near that speed, though. It does look really nice on the wall of my garage.
Did you check and see if one is available to order? Tesla has a set of plug adapters for various outlets. The magic box on the charging cable detects the plug and sets rate accordingly.You think GM would include a fancy cable that could actually use my 20A garage circuits? At least they included the 14-50 so once that's installed I can use it.
The way Tesla's system works, it always has an "adapter" (the short cable from the box to the plug, including the plug) and it is designed to be able to recognize which adapter it's plugged into, thus a 5-20 adapter will be able to take advantage of the 5-20 circuit.Did you check and see if one is available to order? Tesla has a set of plug adapters for various outlets. The magic box on the charging cable detects the plug and sets rate accordingly.
The 20A plug is handy to have for travel. One more option in the toolbox in a pinch.
I added a 240V 50A circuit with a 6-50 outlet to my garage. Cost was about $250 in materials. Labor was DIY. I get 25mph charging rate, which is fast enough to fully charge overnight under all circumstances.
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