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Mach E energy consumption

Florida7382

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Now that we know the usable battery figures -> has anyone updated their math on what the energy consumption of the MEE would be?

ABRP refers to 378 wh/mi (245 wh/km) for the ER/AWD and I’m wondering if that’s still the right figure.
 

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Do the math: 88kWh usable and 300 miles of range 88,000/300 = 293 wh/mi (ok ER RWD).

For the ER AWD range of 270 miles: 88,000/270 = 325 wh/mile
 

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Do the math: 88kWh usable and 300 miles of range 88,000/300 = 293 wh/mi (ok ER RWD).

For the ER AWD range of 270 miles: 88,000/270 = 325 wh/mile
exactly, although ABRP uses a little less efficient number for highway speed driving
 

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I prefer to use the inverse: miles or kilometers per kWh which is easier to understand and compare with miles per gallon for the gas engine cars. The average value is about 3 miles per kWh, so if the Mach-E can meet or pass this number, it is considered efficient, and the higher the better. If the 98 kWh battery can run for 300 miles, that is better than 3 miles per kWh (actually 3.4). Then if your EVSE can report how many kWh it has charged the battery, then by multiplying by that number gives you the range. Simple!

Counting watts per mile is like counting quarts or liters of gasoline per mile, and is quite confusing.
 
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Florida7382

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I now noticed the ABRP 378 wh/mi is reference for highway speeds @65mi/h, which would be 16% increase to the calculated average consumption. Does that sound realistic? Just trying to figure out where my MEE would realistically take me in different scenarios. ABRP also has the speed limit %-functionality which is quite nice, considering I don’t usually drive 65 at highways on a Mustang...
 

dbsb3233

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exactly, although ABRP uses a little less efficient number for highway speed driving
16% less at 65 MPH. That's fairly significant. And that's only at 65. In the east that may be more normal highway speed, but further west 75 is more common. Probably well over 400 then.
 

dbsb3233

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I now noticed the ABRP 378 wh/mi is reference for highway speeds @65mi/h, which would be 16% increase to the calculated average consumption. Does that sound realistic? Just trying to figure out where my MEE would realistically take me in different scenarios. ABRP also has the speed limit %-functionality which is quite nice, considering I don’t usually drive 65 at highways on a Mustang...
I should have read yours first before replying. Duplicated some of it. :)

I've heard some say as much as 30% cut in mileage at high speed, but that's probably at 75+. Seems like some BEVs are more aerodynamic than others, where 65 may not be too bad. Hoping the Mach-e is that way, as Mustangs should be designed for speed. But I'd be prepared for 30% loss at 75 just in case.
 

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Here's an interesting chart that is a great visualization of how speed and temperature affect the range of a BEV.

InkedInkedBoltRangeVsTempTesla_LI.jpg


This is for a pre-2020 Bolt with an EPA range of 238, 3.9kWh/mile.
 
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Florida7382

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Here's an interesting chart that is a great visualization of how speed and temperature affect the range of a BEV.

InkedInkedBoltRangeVsTempTesla_LI.jpg


This is for a pre-2020 Bolt with an EPA range of 238, 3.9kWh/mile.
Very good, thank you!
 

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Just trying to figure out where my MEE would realistically take me in different scenarios.
270 miles of EPA range. Figure 12% reduction for real world..

238 miles, less 25% for day to day charging 10%-85%.

178 miles real world on day to day charge.

133 miles real world on day to day charge in freezing weather.

So a Winter run for me of 800 miles from PDX to SLC, I’d be stopping to charge at EA chargers six times for 45 minutes. Adds 4.5 hours to 11 hour trip but saves on car rental and airfare and zero emissions.

Mt. Hood in winter, 110 miles might make it home, see how I did coming down the mountain, there’s an EA in Hood River I could do a 10 minute top off If it looked close. It’s all downhill from Hood River to PDX.

Summer time, Astoria is 186 miles, 166 if I top off at 85% for 10 minutes at an on EA station en route so I could make it to Astoria and back to the EA charger for 10 minutes or possibly even home. Could always plug into an L1 or L2 in town while out on the boat.

EA is supposed to add a station on US 26 enroute and a destination station on US 101 near Astoria.
 

ajmartineau

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Hi Lyt,
I think you'll be safe with your calculations.
My real-world experience.
I rarely ever/never get the actual EPA range on either of my cars. In the summer I get an extra .5 - 1 mi/kWh and in the winter I lose .5-1 mi/kWh (the -mi/kWh is when I use the heater).
 
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Hi Lyt,
I think you'll be safe with your calculations.
My real-world experience.
I rarely ever/never get the actual EPA range on either of my cars. In the summer I get an extra .5 - 1 kWh/mile and in the winter I lose .5-1 kWh/mile (the -1kWh/mile is when I use the heater).
I think you got that backwards. Running cabin heat will decrease your efficiency, not increase it.
 

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270 miles of EPA range. Figure 12% reduction for real world..

238 miles, less 25% for day to day charging 10%-85%.
What's not known is the top end of charging. Will it be necessary to not charge to 100%, will there be regenerative braking with a full charge. This information is yet to be determined.
 

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On premium awd, about 3 miles/kwh.

Based on owning two Volts, range varies a lot with driving condition:temp, speed, rain, snow on the ground, stop and go vs no braking.
It liked country roads, with gentle hills at about 70 degrees and 45mph best and exceeded advertised range then.
At expressway speeds, in the cold, with rain or snow to push through, range dropped a lot.
The Volt varied from 2mi/kwh to 4 based on conditions. Overall, driving in Michigan over a year’s worth of weather changes, ranged averaged exactly what GM predicted, but varied a lot from day to day.
 

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Will it be necessary to not charge to 100%
That’s a given, Tesla stretches it to 90% but the real issue is that charging slows down significantly starting at 33% so its a matter of how much time do you have for the extra 15% at the top. Same for running it down to below 10%, not good for the long life of the battery. OK occasionally on trips but then it takes a long time for that last 25%.

I’m OK with the numbers I posted above. Tesla lost 6% of battery in 14 months, 25,000 miles of fast DC charging and I’d expect the Mach-E to do the same. Tesla rates battery at 75kWh but it is 84kWh, similar to Mach-E 88kWh rating and 98kWh battery so I expect similar performance. I use fast DC charging exclusively so those are worst case numbers.
 



 









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