GRA
Well-known member
Per IEVS, Feb. Bolt sales dropped to 952 (#5), below the LEAF (1,037; #4). Volt and Prime were #1 (1,820) and #3 (1,362). Model S is #2 (est. 1,750).
GRA said:Per IEVS, Feb. Bolt sales dropped to 952 (#5), below the LEAF (1,037; #4). Volt and Prime were #1 (1,820) and #3 (1,362). Model S is #2 (est. 1,750).
http://www.greencarreports.com/news/1109117_chevy-bolt-ev-800-mile-trip-in-238-mile-electric-car-shows-challenges-remainChevy Bolt EV: 800-mile trip in 238-mile electric car shows challenges remain
...had to visit Cal Tech in Pasadena, about 340 miles from our home in San Jose, California. In a gasoline car, that’s about a 5-hour drive, mostly down Interstate 5...
I'd need to take the somewhat longer route along Highway 101, because I-5 had no Bolt-compatible fast chargers (using the CCS connector) along our path...
The one-way distance rose to 380 miles, and because we had to pass through small cities, the trip would add at least 45 more minutes of travel time than if I had been driving I-5 in a gasoline car...
...With my little lead foot taking us down the freeway at an average of 80 mph, we got nowhere near the 238-mile rated range. After 103 miles, we showed only 70 miles of remaining range...
Another learning point is that, in general, the EVgo stations seemed to charge at a faster rate than the ChargePoint CCS fast-charging sites.
The EVgo chargers seemed to vary in rate, depending on what charge level the car could accept, while the ChargePoint sites charged at 21.7 kilowatts—well below the Bolt EV's rated capability of 80 kw.
We charged for about an hour and a half while we ate dinner in Ventura. That brought us back up to about 80 percent and got us to our hotel in Pasadena at 9 pm, with about 28 miles left. Hooray! We had made it.
After 12 hours on the road, I was exhausted...
Our trip back took 11.5 hours with all the charging stops. The total charging cost was $88.00.
Comparing this to a 5-hour trip in a gasoline car along Interstate 5 (or 6 hours via Highway 101), it becomes hard to justify the extra time...
http://www.mynissanleaf.com/viewtopic.php?f=10&t=21136&start=100edatoakrun said:...the Ioniq's superior efficiency and (perhaps) higher charge rate as shown above means it should actually be a fairly close contest between it and a Bolt on a long freeway trip, despite the Bolt having more than twice the Ioniq's available battery capacity.
For example, I would expect an Ioniq driven from L.A to S.F (at the unofficial speed limit) could get there within ~ a half-hour of the time it took for a Bolt, and could even pass the bolt on a longer trip.
Both BEVs would be much slower than any ICEVs on any long trip, of course.
edatoakrun said:No surprise that a recent report of a Bolt Freeway trip from San Jose to Pasadena shows just how inefficient, slow, and expensive this trip is is in a Bolt using existing infrastructure.
edatoakrun said:No surprise that a recent report of a Bolt Freeway trip from San Jose to Pasadena shows just how inefficient, slow, and expensive this trip is is in a Bolt using existing infrastructure.
http://www.greencarreports.com/news/1109117_chevy-bolt-ev-800-mile-trip-in-238-mile-electric-car-shows-challenges-remainChevy Bolt EV: 800-mile trip in 238-mile electric car shows challenges remain
...had to visit Cal Tech in Pasadena, about 340 miles from our home in San Jose, California. In a gasoline car, that’s about a 5-hour drive, mostly down Interstate 5...
I'd need to take the somewhat longer route along Highway 101, because I-5 had no Bolt-compatible fast chargers (using the CCS connector) along our path...
The one-way distance rose to 380 miles, and because we had to pass through small cities, the trip would add at least 45 more minutes of travel time than if I had been driving I-5 in a gasoline car...
...With my little lead foot taking us down the freeway at an average of 80 mph, we got nowhere near the 238-mile rated range. After 103 miles, we showed only 70 miles of remaining range...
Another learning point is that, in general, the EVgo stations seemed to charge at a faster rate than the ChargePoint CCS fast-charging sites.
The EVgo chargers seemed to vary in rate, depending on what charge level the car could accept, while the ChargePoint sites charged at 21.7 kilowatts—well below the Bolt EV's rated capability of 80 kw.
We charged for about an hour and a half while we ate dinner in Ventura. That brought us back up to about 80 percent and got us to our hotel in Pasadena at 9 pm, with about 28 miles left. Hooray! We had made it.
After 12 hours on the road, I was exhausted...
Our trip back took 11.5 hours with all the charging stops. The total charging cost was $88.00.
Comparing this to a 5-hour trip in a gasoline car along Interstate 5 (or 6 hours via Highway 101), it becomes hard to justify the extra time...
http://www.mynissanleaf.com/viewtopic.php?f=10&t=21136&start=100edatoakrun said:...the Ioniq's superior efficiency and (perhaps) higher charge rate as shown above means it should actually be a fairly close contest between it and a Bolt on a long freeway trip, despite the Bolt having more than twice the Ioniq's available battery capacity.
For example, I would expect an Ioniq driven from L.A to S.F (at the unofficial speed limit) could get there within ~ a half-hour of the time it took for a Bolt, and could even pass the bolt on a longer trip.
Both BEVs would be much slower than any ICEVs on any long trip, of course.
We left at 9 am with a full charge, headed for a 1 pm appointment at Cal Poly, San Luis Obispo. Based on my previous driving style, the Bolt EV told us we had 185 miles of range.
As it turned out, we ended up stopping in both King City and Paso Robles for quick top-ups and bathroom breaks.
With my little lead foot taking us down the freeway at an average of 80 mph, we got nowhere near the 238-mile rated range. After 103 miles, we showed only 70 miles of remaining range.
We also stopped at the Chevy dealer in San Luis Obispo, with 24 miles left, because my cellphone wasn’t charging properly on the car’s USB ports
After charging for a total of just under 7 hours, we seemed to have about an 80-percent charge with an estimated range of 142 miles—and it was time to tackle our drive home, reversing the route we had taken to get down to Southern California.
This time, we passed Ventura and made it to La Cumber Plaza in Santa Barbara a little after 5 pm (right before Highway 154 would take us over the high pass). We charged at an EVgo fast charger for 1 hour, giving us about 170 miles. I definitely got more screams about using up our charge as we went over the pass.
Giving up on San Luis Obispo, we drove on to Paso Robles and stopped at a ChargePoint at Cool Hand Luke’s, a local steakhouse. We pulled in sometime after 9:30 pm. We had already eaten so we watched a movie knowing we needed about 2 hours worth of charge to get us to our next stop.
We did end up stopping for yet another top off in King City, but that was more for a bathroom break than a charge. We put a 10-minute charge in King City and that got us to Gilroy with 35 miles left. But it was 34 miles to home so we weren’t going to push it. We did our last half-hour charge in Gilroy at an EVgo station, and finally arrived home in San Jose at 2:45 am with 34 miles left on the car’s dashboard display.
Our trip back took 11.5 hours with all the charging stops. The total charging cost was $88.00.
lorenfb said:Bottom Line: A joke of a representative NoCal to Socal and back trip in a 200+ mile BEV.
GetOffYourGas said:As WetEV said, her biggest mistake was not booking a hotel with an L2 charger.
WetEV said:There are more, not all hotels have them. Call them, if a hotel has 10 empty rooms and 10 daily calls of "do you have electric car charging"? followed by "no", then the management of the hotel might figure out that five or so L2 stations might reduce the vacancy rate...
GetOffYourGas said:lorenfb said:Bottom Line: A joke of a representative NoCal to Socal and back trip in a 200+ mile BEV.
Sure. To you, me, and anyone else who frequents this forum. But it is a much better representation of a trip by a non-BEV-enthusiast. The so-called "mainstream" consumer which GM hopes to capture with the Bolt.
evnow said:A local dealer got hold of some Bolts from a CA dealer (he was complaining he had to get a bunch of slow moving vehicles too as part of the deal). All with GM blessing - so yes - they are overstocked in CA.
It felt shockingly small inside compared to Leaf - don't know whether its just a unfamiliarity thing. The seat was ok (but then, I'm thin). Charge was low - so couldn't really go far or quick. but it drives adequately. I knew it would be a econobox - but it was still shocking how barebones - hard plasticky it is. You'd feel practically robbed paying $40k/>$500 a month lease for this.
Currently GM hasn't announced a lease program for WA - and buying the car knowing I want to get rid off this whenever I get Model 3 would be not prudent. Infact if the lease continues to be close to $500 (zero down) I expect to spend about double of what I'd spend on a new Leaf in the next 18 months. I find it difficult to justify the expense.
Strangely, now I'm wondering whether to get a Volt as a stop gap.
If history repeats itself - Leaf 2 S will be 30 kWh, with SV/SL being 60 kWh. It is possible we'll get a 45kWh SV and a 60 kWh SL. On the whole expecting Leaf 2 to be cheaper than Bolt (and Model 3) for equal trims. Difficult to see Bolt selling better than Leaf 2 if that is the case.webeleafowners said:Here is hoping they offer a 40 KWH smaller battery as the 60 KWH they are talking about is way overkill for us.
evnow said:If history repeats itself - Leaf 2 S will be 30 kWh, with SV/SL being 60 kWh. It is possible we'll get a 45kWh SV and a 60 kWh SL. On the whole expecting Leaf 2 to be cheaper than Bolt (and Model 3) for equal trims. Difficult to see Bolt selling better than Leaf 2 if that is the case.webeleafowners said:Here is hoping they offer a 40 KWH smaller battery as the 60 KWH they are talking about is way overkill for us.
On the contrary, they need to reach the mainstream media so we don't have a large number of quickly disillusioned mainstream consumers bitching about BEVs. GetOffYourGas is exactly right - if GM and the other BEV companies hope to expand beyond the early adopter base that frequents sites like this one, then this is exactly the sort of thing their customers will be dealing with, and it's not as if they're likely to get good info from dealership personnel.lorenfb said:Articles like that don't enhance the likelihood that consumers will consider a transition from an ICEV to a BEVGetOffYourGas said:Sure. To you, me, and anyone else who frequents this forum. But it is a much better representation of a trip by a non-BEV-enthusiast. The so-called "mainstream" consumer which GM hopes to capture with the Bolt.lorenfb said:Bottom Line: A joke of a representative NoCal to Socal and back trip in a 200+ mile BEV.
in the near term. Hopefully, those articles are infrequent and/or don't reach the mainstream media!
Speeding (~80 mph on the freeway, as was the case here) will get her there in less time in any BEV with DC charge capability, and with DC charge sites at appropriate locations.GRA said:...As to the idea that speeding will get her there in less time, that's ICE conditioning for you, but just how you can sell "Drive slower so you get there faster" to the masses...
Future total cost of ownership per mile is likely to be much higher for the Tesla than for the Bolt, even if you buy a used beater Model S.sparky said:...This author could have purchased a used Model S for the same price and made the trip in 6 hours with a moderately "lead foot" for free.
I made that trip yesterday (Pasadena to Santa Cruz; 338 miles ) in that time, including stopping for dinner. But then, she wouldn't have a story.
GRA said:On the contrary, they need to reach the mainstream media so we don't have a large number of quickly disillusioned mainstream consumers bitching about BEVs.lorenfb said:Articles like that don't enhance the likelihood that consumers will consider a transition from an ICEV to a BEVGetOffYourGas said:Sure. To you, me, and anyone else who frequents this forum. But it is a much better representation of a trip by a non-BEV-enthusiast. The so-called "mainstream" consumer which GM hopes to capture with the Bolt.
in the near term. Hopefully, those articles are infrequent and/or don't reach the mainstream media!
GRA said:GetOffYourGas is exactly right - if GM and the other BEV companies hope to expand beyond the early adopter base that frequents sites like this one, then this is exactly the sort of thing their customers will be dealing with, and it's not as if they're likely to get good info from dealership personnel.
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