ksujeff99
Well-Known Member
- First Name
- Jeff
- Joined
- Feb 22, 2022
- Threads
- 23
- Messages
- 384
- Reaction score
- 825
- Location
- Kansas City
- Vehicles
- 2022 R1T
- Occupation
- Financial Services
- Thread starter
- #1
Last week I rented a 32’ travel trailer for a week long vacation with my daughters. We picked up the camper in Joplin, MO and pulled it a short distance to Noel, MO to float the Elk. Next we drove west, mostly on Route 66, to Keystone Lake just west of Tulsa. Then we drove the rest of the way down Route 66 to the Oklahoma City area were we stayed the final few nights of our trip to see family. The last morning we left early from OKC and drove back to Joplin, on I-44 the entire way.
All in all we pulled the camper about 500 miles, stopped to charge with the camper 6 or 7 times. We had an efficiency in the range of 0.65 to 1.1 mi/kWh. The average efficiency was probably around 0.8. I never had to disconnect the trailer to charge, which was helped by driving during the week and/or early morning. And importantly I didn’t impede anyone in the parking lots by not disconnecting.
All in all we pulled the camper about 500 miles, stopped to charge with the camper 6 or 7 times. We had an efficiency in the range of 0.65 to 1.1 mi/kWh. The average efficiency was probably around 0.8. I never had to disconnect the trailer to charge, which was helped by driving during the week and/or early morning. And importantly I didn’t impede anyone in the parking lots by not disconnecting.
- Driving from the Kansas City area down to Joplin to pick up the camper, I drove 70-75 and was getting 2.3 to 2.6 mi/kWh on 21s without the aero covers. I sprayed the wheels in Hyperdip, which has a rubbery surface texture that may impact the aero performance of the wheels
- The drive to Noel, MO was about 45 miles of 4 lane divided and 2 lane country roads, mostly at 65mph. I was getting between 0.8 to 1.1 mi/kWh
- The drive from Noel, MO to west of Tulsa was all on two lane roads with speeds between 55-65 mph. One issue was that part of this stretch happened to be driving straight into a strong wind. I saw efficiency between 0.65 and 1.1 mi/kWh
- I charged at each of the campgrounds were we stayed, using the adjacent campsite’s 14-50 receptacle. I wish I would have had a 14-50 extension cord so I didn’t have to use another campsite’s power pedestal. I felt bad about parking in another campsite to charge (even if it wasn’t being used and most of the campground was empty)
- The drive back from OKC to Joplin was done all at once, on I-44. I stayed between 65 and 70mph, going slower when traffic allowed but speeding up as needed for safety. I saw between 0.7 and 0.8 mi/kWh on this stretch. I had to charge three times.
- I am surprised at how much acceleration the truck has, even going 65mph while pulling the camper. I was driving through Tulsa and had to get over quickly to merge. I accelerated and genuinely surprised myself at how fast I picked up speed
- The trailer moved the truck around a bit, but didn’t feel significantly different than towing a similar camper with my F-150 Supercrew Ecoboost
- I never weighed the trailer but it’s supposed to have a dry weight of 6,200 pounds. I would guess at least an additional 1,000 pounds of stuff in the camper (it was well stocked) plus our clothes and groceries
- I used ABRP with an assumed efficiency of 0.7 mi/kWh for planning purposes. I added several waypoints on each segment of the trip to ensure that the battery usage assumed by ABRP at certain points coincided with what the truck was reporting. Without exception it was spot-on
- I could not use the new integrated ABRP due to not being able to change the default efficiency numbers
- Would I do this again? Yes, absolutely. Planning is key, but I went into this knowing that my range would suffer. There was some risk that chargers would be down. I relied heavily on reports in PlugShare. That helped me avoid a few charging stops that had issues.
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