Re: GRA's number 4 point, I don't know his route and I'm certainly not familiar at all with that part of the CA. Other than Tracy, I'd never even heard of the other towns. I had to look them up on Plugshare and yeah, there's not a lot of CCS charging in/around some of those places.
Besides J1772 (better bet), maybe GRA can borrow a https://shop.quickchargepower.com/JDapt ... PTRSTB.htm
or equivalent to use https://www.tesla.com/destination-charging
, if he finds any. It'd be even better if he could also borrow a NEMA 14-50 EVSE and try to find some 14-50 plugs. In my over 7 years of EV driving, I've never ever had the means to charge using such an adapter nor NEMA 14-50, so I've never tried.
If he had an alternative trip that took him to places https://drivethearc.com
served well, he could get some free or discounted CCS juice, depending on when he showed up at a given station. I just used DTA to get free juice tonight.
Left home with about 58% SoC and left the DC charger with ~94 or 95% SoC. I didn't want to go much higher as I don't want my car to sit at such high SoC for really long periods of time. The rate was down to 10 kW by that point but thermal management (well, at least the AC compressor) didn't kick in. I started at 44 kW but IIRC, the particular chargers I've used on DTA don't really go much higher than that, certainly not 50 kW.
I've raised the hood while DC charging including tonight and it seems the battery coolant pump still runs even if the compressor doesn't. The hot and cold refrigerant lines were just outside air temp, neither hot nor cold. I could feel a bit of warmth from somewhere under the hood but the radiator fan wasn't running.
When thermal management kicks in, one of the lines gets hot and the other gets very cold (w/condensation building on it). They connect to a Mahle expansion valve. And, the (liquid Dexcool) coolant hoses for battery cooling/heating when the compressor runs during charging/battery thermal management become cold + the radiator fan runs, blowing hot air into the engine compartment.
5) On other tricks: on a rental, you probably won't be able to use the My Chevrolet app. It's the only way to see a 1% increment % SoC display, short of using Torque Pro w/the right PIDs (I still haven't gotten around to this). Bolt has no % SoC display, only 20 battery bars on the left (worth about 5% each) and 1 to 3 GOMs. There is this:
Radio Power Down : This allows for automatic conservation of high voltage battery power based on level of battery charge.
Select Off, 2%, 4%, 6%, 8%, or 10%. When the selected high voltage battery power level is reached, a message will show on the infotainment display
which you could set.
Also, if both the stupid power loss and cord theft alerts are enabled (both fricking on by default on '17 to '19 Bolts, and probably '20), if you unplug the J1772 handle when the car's locked, the stupid honk alarm will sound after about 10 seconds: HONK HONK HONK! Cycle will repeat for awhile. It doesn't matter if the car's done charging. It blows my mind that ever since '11 Volt, that GM would continue to ship ALL their EVs/PHEVs with these stupid settings on by default. We had this problem at work w/Volt, Spark EV and Bolt + at (formerly) free public L2 charging. From Bolt FB groups, many people don't know that they can be disabled.
On the '11 Volt, supposedly there's no UI and I hear that you had to take to the dealer to disable it but I think one of the disables or both don't actually work. I know of no other brand of EV/PHEV w/such stupid honk alarms for unplug and my work had virtually all of them.
Also, there are some Bolts with bad cells/module which can exhibit symptoms like range collapse (like https://www.mynissanleaf.com/viewtopic.php?f=9&t=21700
). https://www.chevybolt.org/threads/range ... ost-559615
has a quick example. When I have time, I plan to run my Bolt really low, maybe to dead or near dead near a charger to see if my car's defective. I don't know since I don't think I've ever run my Bolt very low.