You know how to get into service mode? I showed the paramedic at work the other day how to get into his M 3 service mode. Lot of neat things in there. Disregard the crapload of alerts that come up though. If they’re serious faults, they’ll show up while driving.
X is the model designator. Musk obviously has an infatuation with the letter X. P because it’s the performance version (0-60 2.9 secs). 100 is the KWh battery. D is because it’s dual motor. I believe it’s the only Tesla in which all versions of the model are dual motor.
No, never heard of that. Man, you are the master.
Yeah, and it goes way back. His pre-PayPal electronic money transfer service was X.com. When he merged with PayPal the PayPal name survived but, for many years, X.com redirected to PayPal.com.
IME the cold drives have higher consumption when they're shorter unless you have the car fully preconditioned before you unplug it, due to the additional load imposed by the HVAC. I often see 600+, and have seen 1000+, Wh/mi when I'm still in my neighborhood on the way somewhere, and it goes down a lot from there of course.
Given how expensive many of the public charging stations can be, a plug-in hybrid is often better burning gas. Home charging is cheapest, gas in the middle, public charging most expensive.
Really? For me the break-even point was always about $1.85 per gallon. If gas was cheaper than that, it was cheaper to burn gas. Otherwise, it was cheaper to be electric.
With a hybrid, you're ready to go anytime as it is, so why not set it to only charge overnight? Or are you called out so frequently that you're always using that daytime charge?
I think he means cost per mile when using a public charging station vs home charging, not the consumption of electricity vs gas.
that took me a sec, but it did make me laugh out loud.
Well, now I just got it. I’m a bit slow.IME the cold drives have higher consumption when they're shorter unless you have the car fully preconditioned before you unplug it, due to the additional load imposed by the HVAC. I often see 600+, and have seen 1000+, Wh/mi when I'm still in my neighborhood on the way somewhere, and it goes down a lot from there of course.
Given how expensive many of the public charging stations can be, a plug-in hybrid is often better burning gas. Home charging is cheapest, gas in the middle, public charging most expensive.
Really? For me the break-even point was always about $1.85 per gallon. If gas was cheaper than that, it was cheaper to burn gas. Otherwise, it was cheaper to be electric.
With a hybrid, you're ready to go anytime as it is, so why not set it to only charge overnight? Or are you called out so frequently that you're always using that daytime charge?
I think he means cost per mile when using a public charging station vs home charging, not the consumption of electricity vs gas.
As @Velocity173 says, X is the model and P100D is the trim... But in l33t-speak that would be X-Plood, aka "explode".
Well, really, you don't. The PHEVs generally have slower onboard chargers plus the option of burning gas to move them down the road. Since they're relatively efficient compared to gas cars, there is a break-even point where it's cheaper to burn gas than it is to use electricity, and the generally-expensive public chargers make that number pretty high. I don't think I ever encountered a paid public charging station that was worthwhile to use when I had a PHEV.
That's silly if true. Generally, a plain (non-plugin) hybrid will get better gas mileage than a PHEV that doesn't get plugged in, so if someone doesn't have a place to plug in at home or for free at work, it generally doesn't make sense to buy a PHEV.
I think the idea was that while the buyers intended to plug it in at home or work, in practice, they rarely did. I agree, doesn't make sense to have a PHEV if you aren't going to plug it in.
EV batteries are less efficient in extreme cold. Twice in Dec/Jan I left my car at the airport and came back to temps slightly over freezing. Going up the one sustained hill on the highway, the battery can't keep up with the demand and power gets reduced, the cold is the cause. On a Leaf, there is a turtle icon on the dash, it turns off after about 10 minutes. Meanwhile, that was me driving 50 in the right lane with my flashers on.
I'd like to try one out. I've seen good reviews on the EV5 and EV6.
Most families have more than one car so that's the logical way to start. After driving the EV for some time, when it's time to replace the other car you'll have a lot more experience on which to base the ICE vs. EV decision.
I don't know a lot about the current Leaf. A Leaf was the first EV I drove back around 2009/10. Just a short drive in a co-worker's Leaf. The Leaf was a trailblazer back then, several years before the Model S. At least back then, the Leaf wasn't a practical car for other than local driving. Looks like the current models have a range of either 149 or 212 miles with 50kW charging. What are its strengths?
I rode an Uber last year in CA that was either a Kia or Hyundai. Forgot which, but it was Korean. I was blown away by the interior quality. Maybe the nicest car I have ever been in. Far nicer than my model 3.
Hm, I thought the Model3 interior was a little nicer than the Ioniq/EV6. Maybe it was a Genesis? Maybe it's because the grass is always greener...?
A lot of non-Tesla makers are already offering NACS adapters, some even for free.
You have to be really committed to EVs to drive a Leaf.
Sir, this is a Wendy's.
The Cybertruck has an 800V HV battery (and 48V LV battery). It separates itself into two 400V batteries for 400V charging. The V4 Superchargers now support the higher voltage and it can charge at up to 325kWh on them.
Most are coming online this year. Ford was first to have access. Needs more than the adapter, of course. The car's software and app must support it. I just saw that the first non-Tesla with a NACS port is out though I can't remember which one it is at the moment.
It's cheap. And... well, it's cheap.
Too bad they didn't rig it up to carry golf bags in the back.
I have no idea how that ended up in this thread. Fixed.I think it's going to be quite rare that someone will be cross-shopping an eGMP compact SUV against a Cybertruck.
I was thinking the Silverado EV pickup. I would think that it might be considered alongside the Cybertruck. It has an 800V system and 325 kW charging and is currently at the top of the heap for towing performance and range.
400V system, 350kW charging at 800V in the largest model, about 210-220kWh.
What did he show them?
That doesn't make any sense. What died? There is no engine to die. It will operate down to 0% charge, and a bit longer.
You said it was at 44% when returning. How did the battery die at 44%? It doesn't shut off at 44%.
Anything can break, but what's more likely here? Cold weather doesn't cause the car to suddenly die at 44% SoC. Maybe something else was going on that the driver, with no knowledge of Teslas, didn't understand.