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I agree with your assessment and I am not even more annoyed with the graph. A graph of trailing 15 minute efficiency is arguably useful/correct. In my opinion it's a little too lagged, but whatever. But the number at the bottom that says last 15 minutes average is just straight up wrong...

I suspect the real world numbers will be a little better than that, as Porsche always sandbags their numbers. Also, what other EV will charge as fast and have a real 300mi highway range? Porsche has never really tried to compete on acceleration numbers. I can promise this will embarrass all...

You're fine. Mine? Not sure why it's so imbalanced.

They used to be more reliable for me. Anymore, they are less-so because they typically only have a single 350kw charger at a location. Using them in IL was great because they charged by the minute and a 10-80% charge would cost about $10. Now most of them I use are derated or I have to bounce...

That's actually incorrect. Batteries are typically far more robust in terms of discharge temperature range. I'm not too opposed to most of the rest of what you said, but the vehicle should understand when you are preparing to charge and condition the battery before you arrive at a fast...

DC fast charging is intended to be used because you need to charge and go as quickly as possible. When DC fast charging, the software pushes the limits of what is healthy for the battery to do in terms of temperature and power. When L2 charging, it is assumed that there are hours of charging...

No. Because in 7-8 years any/all of the following are likely: 1. I won't need to perform that "regular trip" 2. There will be L2 charging at both ends. 3. There will be a variety of DCFC options along the route 4. I will have a different, longer range vehicle. 5. I can drive a little bit slower...

With the large you would have arrived with a terrifying 15% remaining!? Don't get me wrong, I'd love to have 6% more energy, but I'm not willing to pay anywhere near $10k for it. Driving 3-5mph slower will do the same thing.

Once in the past year, and it was immediately after a power brown-out.

Yeah, you're crazy.

Yes, all the time. But I don't think mine has much of a right/left bias.

It's not a definitive test, but it's done in the real world with all the real world variability that comes with a 300mi drive (wind fluctuations, speed fluctuations, elevation, temperature, etc.) And given that the 2 trucks were treated in identical ways, there's no reason to believe one was...

They are spec'd at 300kw. Given that at 500Ayou need >600V to achieve that, I suspect they're fully CCS compliant. https://insideevs.com/news/490913/rivian-adventure-network-charger-specs-design/ This old article says they are 1000v class capable chargers. I don't think any CCS chargers >...

I'll also note that it's not worth stressing over and if you need more range daily, charge to 80, 90% and use until 5% as needed. Just try to not store it that high or low.

Based on the size and the fact that it needs to have the inverter and DC-DC converter(s) for the USB outlets, I would expect something in the 200-500wh range. If we assume just a single prismatic cell, or a number of cells in parallel, that would be 3.7V nominal * 100ah = 370wh. That's a...

Don't read into it. Theoretically possible and they want to include everything they can as a patent. You could easily back-feed the connector or connect the mobile charger and give yourself up to 3/4 mile of additional range.

In decent weather, that seems about right unless you're doing >75mph on the highway.

If you care about maximizing health and longevity, charge to 60-70% when it's cold out, and 50-60% when it's warm/hot as long as that will usually get you through your daily driving with at least 20% left. Batteries are happiest at 50%, so the goal is to make sure its between 30% and 70% when...

I definitely get that message when the battery is >90% regardless of temperature. I occasionally see it at >85%. Yesterday the battery was about 50F at 80% and I had about 1/4 of regen blocked off without any warnings that I had noticed. Sometimes limited regen means almost none, other times...

Not even close to this level of difference. I agree with the original post and others that the extremely variable amount of regen depending on state of charge and temperature is a potential safety risk. I've nearly coasted through stop signs because the truck gives me almost no regen on a very...