Thank you for the information and congratulations on taking delivery!
Speed | 1st leg | 2nd leg | Avg wh/mi | Heater cons. |
80 | 1050 wh/mi | 1003 wh/mi | 1026 wh/mi | 1.3 kWh |
75 | 956 wh/mi | 890 wh/mi | 924 wh/mi | 1 kWh |
70 | 871 wh/mi | 785 wh/mi | 829 wh/mi | 0.80 kWh |
Makes sense, you have a huge battery pack, so the percentage needed for HVAC have little impact. Hopefully you get some more nominal weather soon, so you can give us more consumption data.So I did pick up my hummer yesterday, but the rest of my day didn't quite go as planned. Went out early this morning before traffic picked up to get some experimentation in, so here's the data from that. I intended on doing 4 loops but didn't have enough battery to complete the 65 mph loop.
53.5 mile loop on I-75.
Speed 1st leg 2nd leg Avg wh/mi Heater cons. 80 1050 wh/mi 1003 wh/mi 1026 wh/mi 1.3 kWh 75 956 wh/mi 890 wh/mi 924 wh/mi 1 kWh 70 871 wh/mi 785 wh/mi 829 wh/mi 0.80 kWh
These are all numbers derived directly out of the BECM. Quite a bit of headwind on the northward part of the trip. Temperature stayed between 27 F and 29 F the entire test. 80 mph loop was in the dark, so the heater consumption might be just a little bit swayed because of that, but really doesn't seem like by much. Started at 95% charge and ended at 21%. For the entire trip, Energy Display says 173.8 miles driven and 160 kWh consumption.
View attachment 1788
Some observations:
My assumption about low efficiency vehicles having less of a penalty for heating in the winter time seems to be true.
BECM estimated total battery capacity was 217.26 kWh at the start of the trip, 214.90 kWh at the end. Probably still need more miles for it to settle on actual capacity.
BECM seems to keeps track of energy recaptured during the charge cycle but I don't see it displayed on the car anywhere. The value given is 10.6 km. Not sure if that's amount of miles recovered or the amount of distance covered while under regen.
There is an actual "One Pedal Driving" mode in the settings menu, that when set to high, seemed to dramatically increase the amount of regen available. Near the end of the trip, at 55 mph, while holding down the regen paddle, I saw ~234 kW going back into the battery in "D". I didn't have time to experiment further but it felt like I practically slammed on the brakes. I'm used to one-pedal from other vehicles and this was stronger than anything I've felt before.
It seems like Supercruise drops out when the truck loses cell coverage. It dropped out in the same spot on my loop in the first and second legs. Attempting to reenable it right away apparently locked me out of using it again, not sure if it was just the rest of the drive or what. Automatic lane changes worked pretty well except for the spot where it needed a lane change around a sharp corner, it opted to slow down. When I initiated the change it didn't complete the change and ended up just driving down the middle of two lanes.
View attachment 1787
Roads were completely dry. Discrepancy in energy usage is likely due to the amount of wind that morning. I don't have a way of measuring that while driving. The nice thing is the Hummer didn't really feel like it was getting pushed around much.If some of the road on your loop was wet, (which I've seen in recent MI-based videos, that would increase the rolling resistance enough to get the actual efficiency levels you saw.
The service manual has a little bit of detail about this. Take a look at Document ID 5844345. Quick synopsis is that there are two coolant loops but the BECM has control over a 4 way valve to decide if/when to mix them. It describes using the HV Battery as heat storage to warm the cabin faster, which I found interesting. Normal operation is to use the heat exchanger to provide heat to the cabin.If any new owner finds themselves inspired to figure out how to pull the frunk and photo/video/describe the front drive, compressors, front AC coil, etc, underneath, please post what you find
Could be partly due to the fact that it hadn't completed the full charge yet, and I sat in the vehicle for ~45 minutes with it still plugged into the wall before taking off on the drive. Was getting my laptop set up for the data recording. I didn't record any numbers but I do remember at the start of this experiment, while still drawing the full 48A out of the wall, it was pulling a few kW out of the battery as well. It was back to charging before I left.Your battery pack appears to have been correctly conditioned for optimal driving range, maintaining its full 215 kWh capacity. I've seen recent several test drive instances in similar cold conditions where the pack was under-conditioned and temporarily lost some of its kWh capacity, adversely impacting an already reduced-range situation..
Thanks!Roads were completely dry. Discrepancy in energy usage is likely due to the amount of wind that morning. I don't have a way of measuring that while driving. The nice thing is the Hummer didn't really feel like it was getting pushed around much.
The service manual has a little bit of detail about this. Take a look at Document ID 5844345. Quick synopsis is that there are two coolant loops but the BECM has control over a 4 way valve to decide if/when to mix them. It describes using the HV Battery as heat storage to warm the cabin faster, which I found interesting. Normal operation is to use the heat exchanger to provide heat to the cabin.
I'd offer to take some pictures/video here if it weren't so bloody cold outside still. Maybe this weekend when it's supposed to be a bit warmer.
I had a subscription to the online service manual stuff at acdelcotds.com. Some good illustrations as well but I think GM would not be happy about people sharing that stuff publicly.Thanks!
I found the owners manual, which gives a lot of interesting stuff. But not the service manual. Was there a specific website where it is accessible online? What you described with the two-loop/4-way valve controls matches one of the two GM patents I've found regarding a heat pump type system, as well as using the pack for thermal storage. Thermal energy storage is a concept that GM, Hyundai, Tesla and other OEM all are starting to implement to help balance out HVAC power issues and optimize efficiency. We've been doing large ice or water-based thermal energy storage for large facilities (chilled water for cooling, not water for solar heating) in the building HVAC industry for decades.
Oh, and the wind. I just saw that response from you. Iif you do an out/back route and have head wind one way and tailwind the other, they about balance out for net total aero drag losses, but crosswinds are an issue. They increase drag in both directions. An SAE aero research paper showed 10 miles per hour of crosswind can increase aero drag by 10-20% at 70 mph traveling speed. When I plug in an adjustment for 15% aero drag increase, it brought the 80 mph range down to 212 miles, which is very close to your actual Wh/mile.Thanks!
I found the owners manual, which gives a lot of interesting stuff. But not the service manual. Was there a specific website where it is accessible online? What you described with the two-loop/4-way valve controls matches one of the two GM patents I've found regarding a heat pump type system, as well as using the pack for thermal storage. Thermal energy storage is a concept that GM, Hyundai, Tesla and other OEM all are starting to implement to help balance out HVAC power issues and optimize efficiency. We've been doing large ice or water-based thermal energy storage for large facilities (chilled water for cooling, not water for solar heating) in the building HVAC industry for decades.
Hmmmm..... Please keep us posted on the windshield. Is it not seated right?I had a subscription to the online service manual stuff at acdelcotds.com. Some good illustrations as well but I think GM would not be happy about people sharing that stuff publicly.
Looks fairly straightforward to pull the frunk panel up. If you don't have someone to assist and I still have the truck this weekend, I can take a look at doing it. I think I figured out what my whistling problem is, the windshield isn't quite in the right spot.
This is what my route was, kind of hilly and not really a straight shot. Started on the southern end.Oh, and the wind. I just saw that response from you. Iif you do an out/back route and have head wind one way and tailwind the other, they about balance out for net total aero drag losses, but crosswinds are an issue. They increase drag in both directions. An SAE aero research paper showed 10 miles per hour of crosswind can increase aero drag by 10-20% at 70 mph traveling speed. When I plug in an adjustment for 15% aero drag increase, it brought the 80 mph range down to 212 miles, which is very close to your actual Wh/mile.
I think it's just slightly rotated out of position, small gap at the top on the passenger side and too tight to the top on drivers.Hmmmm..... Please keep us posted on the windshield. Is it not seated right?
Your Mach E seems really bad, what climate are you in? I just did a 300+ mile round trip Phoenix to Tucson driving 70-75 and got 3.5mile/kWh. Last summer driving up a 6000ft elevation change at 75 mph I got 3.1mile/kWh. I have the CA Route 1.Wow. I expected low efficiency, but wow. I am a new EV owner, a Ford Mustang Mach-E, and I have been getting around 2.4 mi/kWh on the highway at 75-80 mph speeds. I would love to put that 200 kWh battery in my car! Want to trade batteries?
I have the GT model, so definitely your efficiency will be better. My car's EPA range is 270 compared to yours at 300. 2.4 mi/kWh equates to a highway range of 211 miles, which is about what is expected especially in winter. In the summer I am sure it will be better, maybe 2.6-2.8 on the highway, but I don't expect high efficiency driving at around 80 mph.Your Mach E seems really bad, what climate are you in? I just did a 300+ mile round trip Phoenix to Tucson driving 70-75 and got 3.5mile/kWh. Last summer driving up a 6000ft elevation change at 75 mph I got 3.1mile/kWh. I have the CA Route 1.