timesinks
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Overview
Today, we drove from south Seattle over Snoqualmie, Blewett, and Stevens passes, charged with EA and EVGo, and found a little mud, ice, and snow for good measure.
We drove 289 miles, generally at the speed limit (70 on I-90, a bit slower on the secondary highways). We left home with 69% state of charge (SoC) and 188 miles on the range meter.
No significant wind, mostly sunny, temps in the 40s ish. A little rain as we descended Stevens on the way home and rainier once we were in the lowlands.
Range
Our first leg was 139 miles to Leavenworth via I-90 and US-97 in All-Purpose mode. The Rivian nav initially said we would arrive with 39 miles on the range meter, but after a few miles at freeway speeds, it adjusted this projection down to 28 miles. After the initial adjustment, it moved between 28 and 30; and we arrived in Leavenworth reading 29 miles on the range meter.
So 139 miles of driving, probably half at 70mph, including two mountain passes and ending 1100' higher than starting, used 159 miles from the range meter.
From Leavenworth, we drove up to Lake Wenatchee and found an icy, muddy dirt road. We didn't take detailed interval logs here, but it is worth noting that when we returned to the highway, our efficiency had dropped to below 0.8 miles per kWh. We were going slow, stopping for photos, running the dogs, and running the climate the whole time. But yikes.
Once back on the pavement, we decided we'd try Conserve mode, and we started interval logging: 43% SoC, 126 miles on the range meter, and 107 miles to home. Rivian nav tells us we should charge, albeit briefly, so we target the EVGo at the Bellevue Whole Foods 97 miles away and head out. This time, Rivian nav said we'd arrive at EVGo with 39 miles of range remaining. It continued insisting on this even when we were only a couple miles away and the range meter had dipped below. We arrived with 34 miles on the range meter.
97 miles of driving, mostly at 65mph, one mountain pass, some rain (increasing in intensity toward the end of the drive), and ending about 1800' lower than starting used 92 miles from the range meter.
We plugged in, ran in to grab some food, came out, and drove the rest of the way home. This was just a top-up to keep out of the bottom 10% on the final stretch.
My general impression is no big surprises here. The range-meter-on-arrival estimate from the navigation app is pretty much spot on. Aside from that, going 70, trending up hill, and crossing passes really wasn't that big of a hit on the first leg.
Charging
We used two DC chargers for our trip. The first was the EA in Leavenworth. We already have EA accounts (set them up for the free charging when we bought the ID.4). Plug in, tap, it went. No drama.
We arrived at this charger with a 10% state of charge and stayed for 30 minutes, adding 119 miles and 43% SoC. Peak rate was 194kW.
Here's our graph of Charge Rate (kW) vs State of Charge (%):
Session info from EA: 30 minutes, 19 seconds; 66kWh @ $0.43/kWh = $28.38.
Not impressed. 30 minutes for 119 miles during the optimal part of the curve is far short of 140 miles in 20 minutes (I supposed you can adjust to 85% of 140 for the ATs, but that still means I'd expect my 119 miles in 20 minutes not 30 -- it takes 50% longer than the marketing text promises). I really hope this improves as they gather data and confidence.
Our second stop was just a top-up at EVGo. Their iOS app did not make account creation easy (no password manager integration, no quick sign in with an existing account, weird redirect through web page to set up payment method). We eventually just paid with a card on the reader (initially, this didn't work, but the app setup took so long, we tried it again). We didn't gather detailed charge curve data this time because we were hungry. We left after just 5-10 minutes and had lots more miles on the range meter. More than enough to arrive home with plenty to spare.
Driver+ and Adaptive Cruise Control
It has potential. It does much better with detecting the actual lane lines than our ID.4 (and not getting confused every time there's a seal seam or they're faded or whatever). I think we're going to have to use it more before I have a whole lot to say about it.
One thing we tested is what happens if you don't touch the wheel. After progressively getting more insistent, it will begin stopping the vehicle (at this point, I intervened because I was on an active freeway). After getting that level of scolding, Driver+ will not re-engage until your next drive.
We did spend a fair bit of time today on secondary highways, which meant lots of time in adaptive cruise control without Driver+ support. There were several unpleasant phantom braking events. In curves, the vehicle sometimes slows down then speeds back up, seemingly in response to sharpness of steering input. Nowhere near traction limits or anything. We couldn't quite figure out which curves would and wouldn't cause it to behave that way. It would be one thing if it just disengaged ACC because you were near stability limits. But it is a bit odd/surprising/unnatural how it just slows down a bit then speeds right back up.
Drive Modes
The biggest finding today is that in Conserve mode, with the lowest ride height setting, pot holes and bumpy pavement are unpleasant. Do not recommend the lowest setting unless you're on smooth, well-kept roadways. We eventually decided it wasn't worth it and raised up to standard height while remaining in conserve mode.
At crawl speeds below 5mph in off-road mode, the visualization changes and shows the vehicle proximity sensors.
A big miss in drive modes is that there isn't a snow mode with low- and no-regen options on throttle lift. It would be nice if the off-road modes also had low- and no- options. I wouldn't want these options in all-purpose by any means, but there are road conditions where they would be warranted.
Today, we drove from south Seattle over Snoqualmie, Blewett, and Stevens passes, charged with EA and EVGo, and found a little mud, ice, and snow for good measure.
We drove 289 miles, generally at the speed limit (70 on I-90, a bit slower on the secondary highways). We left home with 69% state of charge (SoC) and 188 miles on the range meter.
No significant wind, mostly sunny, temps in the 40s ish. A little rain as we descended Stevens on the way home and rainier once we were in the lowlands.
Range
Our first leg was 139 miles to Leavenworth via I-90 and US-97 in All-Purpose mode. The Rivian nav initially said we would arrive with 39 miles on the range meter, but after a few miles at freeway speeds, it adjusted this projection down to 28 miles. After the initial adjustment, it moved between 28 and 30; and we arrived in Leavenworth reading 29 miles on the range meter.
So 139 miles of driving, probably half at 70mph, including two mountain passes and ending 1100' higher than starting, used 159 miles from the range meter.
From Leavenworth, we drove up to Lake Wenatchee and found an icy, muddy dirt road. We didn't take detailed interval logs here, but it is worth noting that when we returned to the highway, our efficiency had dropped to below 0.8 miles per kWh. We were going slow, stopping for photos, running the dogs, and running the climate the whole time. But yikes.
Once back on the pavement, we decided we'd try Conserve mode, and we started interval logging: 43% SoC, 126 miles on the range meter, and 107 miles to home. Rivian nav tells us we should charge, albeit briefly, so we target the EVGo at the Bellevue Whole Foods 97 miles away and head out. This time, Rivian nav said we'd arrive at EVGo with 39 miles of range remaining. It continued insisting on this even when we were only a couple miles away and the range meter had dipped below. We arrived with 34 miles on the range meter.
97 miles of driving, mostly at 65mph, one mountain pass, some rain (increasing in intensity toward the end of the drive), and ending about 1800' lower than starting used 92 miles from the range meter.
We plugged in, ran in to grab some food, came out, and drove the rest of the way home. This was just a top-up to keep out of the bottom 10% on the final stretch.
My general impression is no big surprises here. The range-meter-on-arrival estimate from the navigation app is pretty much spot on. Aside from that, going 70, trending up hill, and crossing passes really wasn't that big of a hit on the first leg.
Charging
We used two DC chargers for our trip. The first was the EA in Leavenworth. We already have EA accounts (set them up for the free charging when we bought the ID.4). Plug in, tap, it went. No drama.
We arrived at this charger with a 10% state of charge and stayed for 30 minutes, adding 119 miles and 43% SoC. Peak rate was 194kW.
Here's our graph of Charge Rate (kW) vs State of Charge (%):
Session info from EA: 30 minutes, 19 seconds; 66kWh @ $0.43/kWh = $28.38.
Not impressed. 30 minutes for 119 miles during the optimal part of the curve is far short of 140 miles in 20 minutes (I supposed you can adjust to 85% of 140 for the ATs, but that still means I'd expect my 119 miles in 20 minutes not 30 -- it takes 50% longer than the marketing text promises). I really hope this improves as they gather data and confidence.
Our second stop was just a top-up at EVGo. Their iOS app did not make account creation easy (no password manager integration, no quick sign in with an existing account, weird redirect through web page to set up payment method). We eventually just paid with a card on the reader (initially, this didn't work, but the app setup took so long, we tried it again). We didn't gather detailed charge curve data this time because we were hungry. We left after just 5-10 minutes and had lots more miles on the range meter. More than enough to arrive home with plenty to spare.
Driver+ and Adaptive Cruise Control
It has potential. It does much better with detecting the actual lane lines than our ID.4 (and not getting confused every time there's a seal seam or they're faded or whatever). I think we're going to have to use it more before I have a whole lot to say about it.
One thing we tested is what happens if you don't touch the wheel. After progressively getting more insistent, it will begin stopping the vehicle (at this point, I intervened because I was on an active freeway). After getting that level of scolding, Driver+ will not re-engage until your next drive.
We did spend a fair bit of time today on secondary highways, which meant lots of time in adaptive cruise control without Driver+ support. There were several unpleasant phantom braking events. In curves, the vehicle sometimes slows down then speeds back up, seemingly in response to sharpness of steering input. Nowhere near traction limits or anything. We couldn't quite figure out which curves would and wouldn't cause it to behave that way. It would be one thing if it just disengaged ACC because you were near stability limits. But it is a bit odd/surprising/unnatural how it just slows down a bit then speeds right back up.
Drive Modes
The biggest finding today is that in Conserve mode, with the lowest ride height setting, pot holes and bumpy pavement are unpleasant. Do not recommend the lowest setting unless you're on smooth, well-kept roadways. We eventually decided it wasn't worth it and raised up to standard height while remaining in conserve mode.
At crawl speeds below 5mph in off-road mode, the visualization changes and shows the vehicle proximity sensors.
A big miss in drive modes is that there isn't a snow mode with low- and no-regen options on throttle lift. It would be nice if the off-road modes also had low- and no- options. I wouldn't want these options in all-purpose by any means, but there are road conditions where they would be warranted.
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