Miles per wall kWh

Carsten Haase said:
I did say almost haha but you're right it's not nothing.

Assuming this generic 0.015 coefficient of rolling resistance, the 1000lb! difference between the SE and Ioniq 5 would add 15lbf of rolling resistance. For comparison, the SE's aero drag at 70mph is 78lbf (based on the numbers posted above).

The 1000lb weight increase would affect efficiency about as much as road surface, tire compound, or a ~0.5° slope.
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Totally agree. At 30mph (city speeds), air friction drops to 14lbf, whereas rolling resistance is still adding 15lbf for the Ioniq. It now becomes significant. The MINI thrives in the city, but isn't necessarily the best choice for lengthy high speed journeys.
 
vader said:
Totally agree. At 30mph (city speeds), air friction drops to 14lbf, whereas rolling resistance is still adding 15lbf for the Ioniq. It now becomes significant. The MINI thrives in the city, but isn't necessarily the best choice for lengthy high speed journeys.
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I recently found the EPA's data from the 2022 fuel economy ratings which include the "road load" coefficients that provide a plot of drag vs speed. I pulled out a couple of different EVs to compare. If this data is accurate, the RWD Ioniq is pretty clearly the winner for rolling resistance and beats the SE up to around 40mph. There is a trend that heavier has more rolling resistance but also outliers like the Ioniq and Lucid which beat lighter vehicles. Comparing the RWD to AWD Ioniq, drivetrain losses can also play a significant role!

Road Load.webp

Road Load Zoom.webp
 
The tyre makes the most difference. A lot of EVs use low rolling resistance tyres pumped up quite high. A car with say tyres of 0.015 rr coefficient and 1000kg has the same rolling resistance as a car weighing 1500kg and tyres with 0.01 RR.

I personally prefer handling over efficiency, so I drop the pressure to the performance setting.The drivetrain adds a little, but not much compared with the tyres.
 
So, does anyone have any numbers on their Clarity? With my Bolt, I get about 4 mi/kwh, and with my Ioniq EV about 5. These are warm weather numbers from the car's display, so actual must be lower. In winter Bolt drops to about 3 mi/kwh, and Ioniq EV just under 4 mi/kwh. Based on size and weight, I would think Clarity should be somewhere in mid 3s?
 
Mark W said:
So, does anyone have any numbers on their Clarity? With my Bolt, I get about 4 mi/kwh, and with my Ioniq EV about 5. These are warm weather numbers from the car's display, so actual must be lower. In winter Bolt drops to about 3 mi/kwh, and Ioniq EV just under 4 mi/kwh. Based on size and weight, I would think Clarity should be somewhere in mid 3s?
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I'm too lazy to check the numbers in either my MINI Cooper SE or my Clarity PHEV, but I'm sure @MrFixit in InsideEVs' Clarity forum would have an answer for you. He keeps track of battery numbers.
 
When I got my SE, I did some charging observations.
The SE appears to have a parasitic drain of a few hundred watts while on charge. With a US level 1 charger, that is a chunk of the energy coming in. My 12A L1 managed an overall charge efficiency of around 65%, IIRC. Going up to 7.2kW L2, efficiency was around 90%

Mine mostly get used for commuting. That is 19 miles each way, mostly on the interstate at ~70mph.
I manage a little.over 4 in the summer. Temps around freezing, that drops well down into the 3s.
I have noticed that shirt trips have some overhead. Long trips get better range than my commuting.

I just did my longest trip yet. 335 miles. Mostly at 65-70. Temps started at 59, climbed to 54, then dropped to 42 at my destination. Overall it was 4.1mi/kWh.

My best long trip was 4.4. enough for 146 mile range.
 
I once had a 130mph 100hp car. That would manage 50mpUKg at 80. In the ballpark of 85/40
Yes, it was small, very small.
 
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