The whole discussion started off as to which technique allows the i-MiEV to go further. On this particular Lake Tahoe trip it wasn't critical for me, but during that Route 66 trip by Rick there were a few spots in the mountains where it was touch-and-go for him to get to the next charging spot, which is when I brought it up again (and IIRC was admonished by Aerowhatt about the truck traffic).Don wrote:...It's easy to see where using (our) neutral down a long grade limited by aero and friction to whatever speed that gets you is less efficient than regenning and going down the long grade even just 3 or 4 mph slower will have you with a fuller battery at the bottom, no question . . . . but, what have you proved??
Yes, and thus slowing down to, say, 35 mph regenning should offer a significant advantage over letting her roar along at whatever aero-limited speed a grade provides, vaporizing all that stored energy instead of stuffing it back into the battery. I'll keep looking for some uniform long downhills closer to home to see if there is something that will allow the car to coast without exceeding 70 mph and where I can (on an early Sunday morning in no traffic?) repeat the experiment holding the speed down. The one hill I found has a perfect grade, except it's too short.Don wrote:That an iMiEV has a terrible Cd - We knew that already!...
Very early in my i-MiEV ownership (way before CaniOn) I recorded and plotted the fuel gauge bar on Highway 17 going up and over the Santa Cruz 'mountains'.
Allied to this, the Tesla Model S (but not the Model 3) has a wonderful predictive graph display that shows the SoC going back up on serious long downhills. I had taken some photos of the screen in Colorado and didn't realize that I hadn't posted them here - when I get home I'll dig them up.