Below are some notes from a recent trip from S CA to S OR. For those unfamiliar with the route on I-5, it includes the “Grapevine” over Tejon Pass, ~4100’, hundred of miles of relatively flat terrain through the San Joaquin Valley, ~100 miles of moderately mountainous driving in N CA and a final climb over the Siskiyou Summit at ~4400’.
With 2 exceptions noted below all driving was in HV Econ.
Starting EV range was displayed at 60. After 25-30 miles of driving, EV range dropped to 52. I believe the gauge dropped one bar at this point. Up to Tejon pass EV range fluctuated from 48-52. The lovely bride drove this portion and her shoes are a bit heavier than mine. There were some audible high revs from the engine. Speed was 60-65 and I’d say we passed more cars than passed us.
We crossed the pass with EV showing 49 and the gauge now down 2 bars. We switched from HV to EV. At the bottom EV was 64, however, no bars were added to the gauge.
Through the SJV, EV range stayed between 58-62. Engine drive was engaged ~60-70% of the time. It would disengage during accelerations and on some uphill sections. It would engage again, sometimes after a moment of off-throttle regeneration, or, what seemed to be random, unpredictable conditions.
By Redding, EV was now 55, perhaps due to 3 quick fuel/rest stops. Through the N CA mountains EV range stayed between 50-55. It was 50 at the Siskiyou Summit when we switched back to EV for the second time. After gaining 15 miles of range going down the Grapevine, we both underestimated what the EV range would be by the time we reached the bottom. It displayed 80. Oddly, only one bar was added to the gauge. After an overnight charge, EV range showed 102. See photo. Of course, we managed to get about 50 actual miles the next day.
Cruise was set to 80 through most of the valley with ACC set to the shortest following time. Speed was around 65 on the mountainous portions. Trip computer calculated 40.5mpg. Actual miles and fuel consumption came out to 36mpg. No AC or heat was used.
I drove over the final pass and made an effort to keep the power gauge needle below the 12 o’clock position. The lowest speed was 57-58, which is pretty much the flow of traffic up that grade. Engine noise was audible but less so than the previous pass.
We made the trip south with the car in Sept and will be headed south again on Sunday. I’ll take more notes.
With 2 exceptions noted below all driving was in HV Econ.
Starting EV range was displayed at 60. After 25-30 miles of driving, EV range dropped to 52. I believe the gauge dropped one bar at this point. Up to Tejon pass EV range fluctuated from 48-52. The lovely bride drove this portion and her shoes are a bit heavier than mine. There were some audible high revs from the engine. Speed was 60-65 and I’d say we passed more cars than passed us.
We crossed the pass with EV showing 49 and the gauge now down 2 bars. We switched from HV to EV. At the bottom EV was 64, however, no bars were added to the gauge.
Through the SJV, EV range stayed between 58-62. Engine drive was engaged ~60-70% of the time. It would disengage during accelerations and on some uphill sections. It would engage again, sometimes after a moment of off-throttle regeneration, or, what seemed to be random, unpredictable conditions.
By Redding, EV was now 55, perhaps due to 3 quick fuel/rest stops. Through the N CA mountains EV range stayed between 50-55. It was 50 at the Siskiyou Summit when we switched back to EV for the second time. After gaining 15 miles of range going down the Grapevine, we both underestimated what the EV range would be by the time we reached the bottom. It displayed 80. Oddly, only one bar was added to the gauge. After an overnight charge, EV range showed 102. See photo. Of course, we managed to get about 50 actual miles the next day.
Cruise was set to 80 through most of the valley with ACC set to the shortest following time. Speed was around 65 on the mountainous portions. Trip computer calculated 40.5mpg. Actual miles and fuel consumption came out to 36mpg. No AC or heat was used.
I drove over the final pass and made an effort to keep the power gauge needle below the 12 o’clock position. The lowest speed was 57-58, which is pretty much the flow of traffic up that grade. Engine noise was audible but less so than the previous pass.
We made the trip south with the car in Sept and will be headed south again on Sunday. I’ll take more notes.
