GEN2 R1S STANDARD ISSUES

[TigerWuxia]

That tapping sound is annoying so something is definitely not right. The whining sound from AC compressor is pretty normal and well known, though.

Update:

ECU issue did not return following the hard reset. Service center cancelled our appoinmeant.

Today we hav a whole new issue to deal with. HVAC makes terrible ‘clacking’ followed by loud whine when waking the car by opening the door. Repeats in reverse when door is closed and car goes back to sleep. Seems to be AC compressor related. Another service appointment made for next month. Hope it holds on till then!

Also having issue with the heated steering wheel. Comes on initially but quickly gets cold in less than 2 min. Our Gen 1 stays hot as long as the heat is selected on.

Still not impressed with LFP performance. We have now made the 130mi mountain drive several times and the car cannot make it with anything less than 80% charge to start the trip. Winters are going to be rough with no viable charger mid-route. In hindsight we should have gone for Max pack.

Coming from a mostly flawless Gen1, the Gen2 has been a serious disappointment! Way too many issues for a second generation vehicle.

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[cthelan]

What is your average efficiency on the trips where you have poor range? What is the net change in elevation?

Assuming usable capacity of 106 kWh in standard range and 80% SOC your efficiency would be approximately 1.53 mi per kWh to be able to only make 130 miles. That's not normal efficiency so either something is wrong or if you have a significant net change in elevation that could be an issue...still seems very low efficiency wise. At 2.25 mi per kWh you should be able to go 191 miles on an 80% charge...though I wouldn't want to run it below 10% very often.

Even in the winter, with the vehicle preheated and ambient temps below 20F I was able to get 2.0 mi per kWh in a Gen 1 Quad. Even at 2 mi per kwh you should still get 170 miles out of an 80% charge. Efficiency of dual a quite a bit higher than gen 1 quad too...in mild temps I have seen more in the realm of 2.5 mi per kWh with dual in AP mode...sometimes higher depending on driving style.

On paper it all checks out. Reality has been a totally different story.

Only dealing with~3500ft of elevation change.

Showing an average of greater than 2 mi per kWh for entire trip.

Departing from home with 100% going there is mostly downhill and we are easily arrive with 45% remaining. The return trip leaving with 80% and computer shows us arriving around 5% without a charge stop. This has all been mild temps (60-70F) and driving conservatively. Haven’t been comfortable pushing it that low on the return so we have been stopping at a supercharger that’s 30 miles from home to pick up a quick 10% boost to make it comfortably.

I find it hard to believe that we are losing that much range going up 3500ft in elevation. 80% should still be over 200 miles of range and the entire trip is only 130 miles.

 

[Electrified Outdoors]

On paper it all checks out. Reality has been a totally different story.

Only dealing with~3500ft of elevation change.

Showing an average of greater than 2 mi per kWh for entire trip.

Departing from home with 100% going there is mostly downhill and we are easily arrive with 45% remaining. The return trip leaving with 80% and computer shows us arriving around 5% without a charge stop. This has all been mild temps (60-70F) and driving conservatively. Haven’t been comfortable pushing it that low on the return so we have been stopping at a supercharger that’s 30 miles from home to pick up a quick 10% boost to make it comfortably.

I find it hard to believe that we are losing that much range going up 3500ft in elevation. 80% should still be over 200 miles of range and the entire trip is only 130 miles.

Interesting data points.

Are you looking at the last 15 minutes efficiency in the driver display or are you resetting the trip meter and using the average efficiency from there? If not, reset the trip meter and look at your average efficiency across the entire trip. If it still shows 2 mi per kwh and your only going 130 miles on a 95% charge then something is not adding. We know the usable capacity of the battery and with the efficiency average across the entire trip we know what the range should be...that is unless the battery is missing capacity for some reason.

With an 80% charge to start and a trip average of 2mi per kwh you should be able to travel 148 miles and still have 10% left in standard range according to my quick calculations.

EDIT: 106 kWh is not the correct pack size for Gen 2 standard. That pack is 92 kWh . Usable capacity * Efficiency in mi per kWh = range

so to figure out 95% range on 2 min per kWh I would do 92 kWh * .95 =87.4 kWh then multiply that by efficiency which is 2.0 and I get a 95% range of 174.8 miles.

 

[cthelan]

Interesting data points.

Are you looking at the last 15 minutes efficiency in the driver display or are you resetting the trip meter and using the average efficiency from there? If not, reset the trip meter and look at your average efficiency across the entire trip. If it still shows 2 mi per kwh and your only going 130 miles on a 95% charge then something is not adding. We know the usable capacity of the battery and with the efficiency average across the entire trip we know what the range should be...that is unless the battery is missing capacity for some reason.

With an 80% charge to start and a trip average of 2mi per kwh you should be able to travel 148 miles and still have 10% left in standard range according to my quick calculations.

2.0 on the trip meter. The 148 still sounds low to me. But even assuming that's correct, the rest of the range must be getting drained from the hill climb.

Overall, the standard range LFP just isn't enough for anything other than around town, without making some compromises. We were hoping it was going to do a little better. At least the DC charging is respectable (on anything other than EA!).

 

[MountainBikeDude]

@cthelan Shite experience, especially given you've had a relatively trouble free Gen 1 ownership experience.

Rivian has an opportunity with all the Tesla owners either jumping ship, or new EV owners looking to Rivian as an alternative, but they really need to nail down these production problems.

The brand needs to demonstrate that not only is it a great weekend adventure vehicle etc, but that it can do so reliably without issue, day after day, year after year.

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