L.A. to Vegas and back
- Thread starter coutinpe
- Start date
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The biggest difference for me is that only in ECON Mode does the accelerator click point prevent the ICE from starting accidentally.
Tek_Freek
Active Member
Ours was in our garage. I don't where the one on the other side of town was. I think there might be three or four here, but I'm only certain of two. It's difficult to buy one when dealers don't carry them. We flew to Salt Lake city and drove home in ours.
Tek_Freek
Active Member
If you'd like let us know when. Maybe I can track down the one other I know about and we can all meet. As long as it's not when we are in Russia that is.
I have found the HV Charge option to be worthwhile when I forget to hit HV after a rest stop and run down the battery to just a few bars. It will charge up to 25/26 miles of EV range for my driving habits) and than shut off automatically. This ensures I have enough battery reserve to summit the mountain passes easily. Happy camper.
You have made a Honda Clarity engineer somewhere smile.
MajorAward
Active Member
I tried that feature for the first (and hopefully last) time this past week. I was on an HV-mode trip, and just wanted to check it out for a few minutes. You are right, though. There are certain situations where it is useful, like the one you mentioned.
Fast Eddie B
Well-Known Member
A simple checklist taped somewhere in view might be useful as a memory aid.
Something like...
2002
Well-Known Member
Could add LKAS....As DesiredA simple checklist taped somewhere in view might be useful as a memory aid.
Something like...
I always want LKAS to be on when I am above 45 mph so I turn it on when I first start the car along with Brake Hold.
For Trip Meter you can set it to automatically reset each time you start, but yes if want to control it you would have to leave it set to manual. I guess I am feeling spoiled but I would like to have three trip meters, one that resets on fuel fill up, one that resets each time I start out, and one that I control manually.
I vote for 8.5 gallons and a spare tire
What sucks is you cannot just have the accelerator click point without the gimped HVAC setting. So, for me, normal or sport mode it is.
Tek_Freek
Active Member
If I had known you were here...
KentuckyKen
Well-Known Member
Thus is my second summer with all ECON driving and I’m not experiencing a “gimpy” AC. It’s giving me all the cooling I need and all I’ve noticed is that when it reaches the set temperature it will reduce the fan speed to a setting lower than manual low.
My favorable results in ECON, may be due to:
-having a white car
-having ceramic IR/heat reflecting tint on all windows including the windshield
-turning off the rear and right passenger air vents (hardly ever have passengers)
So for me, this is the coldest and fastest cooling AC of any car I have had, even in ECON.
Robert_Alabama
Well-Known Member
I have the black color and live in Alabama, no tinting (although I should). I like it cold and this car has never disappointed. I've never found a need for more AC, even with temps above 100 here on a few days. I always drive in ECON, mostly so that I can accelerate the car to the limit of the battery without starting the ICE due to the detent in the accelerator. In normal or sport, I haven't had the patience to figure out just how hard I can push the car without starting the ICE. So I have settled into just running in ECON. Occasionally, I still start too hard at a light and accidentally push past detent, but probably about once a week at most.
I switch from EV to HV as conditions change. This week I did 2, 80 mile round trips, same route.
Day 1 went like this.
First 10 miles on the freeway at 65-70 on EV.
Next 25 miles same speeds on HV. This included several miles of up hill.
Last 5 on EV. This included several miles of down hill where 4 miles of range was added to the batteries.
Return trip was in rush hour traffic, 0-30mph. I did not go up and over the hill. On EV, I covered 12 miles but the EV range only showed a decrease of 8 miles.
Next 18 miles on HV at 60ish.
Last 10 on EV.
Finished with 20 miles of EV range. MPG 117.
Day 2
First 20 miles on EV at 65-70.
Next 15 on HV.
Same routine over hill. This time adding 7 miles to EV range on downhill.
Same return route and traffic. Covered first 10 miles on EV, range dropped 9.
Next 20 on HV again at 60ish.
Last 10 on EV.
Finished with 16 miles of EV range. MPG 153.
My take. If you use some battery capacity first, some can be restored on a downhill. If the batteries are full that extra energy will find no home. Use a few bars and go to HV.
Use HV on uphill sections. It will hold the battery capacity SOC. Batteries die quickly going uphill. HV seems to have less regenerative braking than EV.
Still learning.
Day 1 went like this.
First 10 miles on the freeway at 65-70 on EV.
Next 25 miles same speeds on HV. This included several miles of up hill.
Last 5 on EV. This included several miles of down hill where 4 miles of range was added to the batteries.
Return trip was in rush hour traffic, 0-30mph. I did not go up and over the hill. On EV, I covered 12 miles but the EV range only showed a decrease of 8 miles.
Next 18 miles on HV at 60ish.
Last 10 on EV.
Finished with 20 miles of EV range. MPG 117.
Day 2
First 20 miles on EV at 65-70.
Next 15 on HV.
Same routine over hill. This time adding 7 miles to EV range on downhill.
Same return route and traffic. Covered first 10 miles on EV, range dropped 9.
Next 20 on HV again at 60ish.
Last 10 on EV.
Finished with 16 miles of EV range. MPG 153.
My take. If you use some battery capacity first, some can be restored on a downhill. If the batteries are full that extra energy will find no home. Use a few bars and go to HV.
Use HV on uphill sections. It will hold the battery capacity SOC. Batteries die quickly going uphill. HV seems to have less regenerative braking than EV.
Still learning.