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TD last won the day on May 16 2016

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  1. Consumer Reports: Tesla Model 3 = Most Loved Car In USA https://cleantechnica.com/2019/02/01/tesla-model-3-most-loved-car-in-usa/
  2. From what I read, it was 20 to 40% for most areas. I haven't see a rate for my area tho. https://electrek.co/2019/01/18/tesla-increases-supercharger-prices/
  3. There's IS a lot to take in. Dropping off your car for tint or tires always requires a little training on how to shift (D-R-Park) and how to exit (top button on the door) and where to lift for tires swapping. Always an anxious moment. Tesla definitely has set the standard high and only room for improvement for everyone else. The Tesla charging network, performance, OTA updates and innovation is what made me go that route. No more ICE vehicles for me.
  4. I thought this video echoed my feelings about Tesla.
  5. Sure, you can enable "Chill" mode to decrease performance. The less you use the pedal, the more your range improves. As all vehicles, driving slower gets you more range too. As much as I would like a Y or SAS (air suspension to raise my 3 for easier entry/exit), since I'm 65 and can't work forever, this is probably my last new vehicle and maybe last one ever. If that's the case, I can live with it.
  6. I have a hypermiler buddy in Florida, the same guy who took me under his wing when we both owned Volts and tuned them for E85. About the time I traded my '12 Volt, he picked up a Hyundai Ioniq hybrid (not a plugin), which is rated for about 50 mpg. He tried E85 without a conversion and although he had a CEL only lost about 5 mpg. He averages about 80 mpg per tank on E10. BUT in full disclosure, this guy can milk good mileage out of any vehicle.
  7. I had a '12 Volt and on a whim (with deadline for tax credit approaching) in December 2017, picked up an '18 Volt. Even though it had everything except adaptive cruise control, I was disappointed in the lack of tech. It was pretty nice having a battery 50% bigger than my 12 and "hold" mode (switch to ice at any time) that I didn't have on my '12 was also nice. I don't know why the Tesla wasn't on my radar at the time as I should have put money down at that time instead of trading in a 10 month old Volt on one. I've got the dual motor (AWD) with winter tires and ground clearance is about a half an inch less than my wife's Buick Encore and it goes anywhere. Acceleration on packed snow is almost as good as dry pavement. Pretty awesome snow machine. I charge to 70% every night to keep the battery warm, but 80 to 90% for road trips. I've charged to 100% maybe 3 times, first at home and twice at a supercharger (same trip, both ways) last fall. That's my longest stretch to the big city until they start adding SC's again next spring. I have about 3,100 miles on the odo with zero battery degradation. A recent 50 mile road trip with speeds of 60 to 65 mph at ~10°F (no wind), starting at 148 miles range and 63 when I arrived home, so 85 miles used to drive 50. I generally allow twice that battery I need for a winter road trip. I also lost about 12 miles of range while parked for 3 hours, about the same I lose on a typical cold work day. Regarding superchargers, if you leave a stall between you and the next car, you get a higher charge rate. The charge starts to slow down as the battery gets full, maybe around 80% (??), but no problem going to 100%. Some locations charge more for the higher %, but my biggest bill was that fall trip and ~$11 for maybe 3/4 of a battery, so pretty cheap. The phone app lets you know when you've reached your set point, but you can change it from the app. The SC's are always near a place to eat and it's easy to just let it keep going while eating. If the location is busy you might need to move the car to avoid an idle fee, but the one location I've frequented has maybe 8 stalls and I've never seen more than 3 of us there. Tesla's don't like cold batteries, maybe because they're built in California? A cold battery after leaving work on a 15°F or colder day means greatly decreased acceleration (grandma mode) and no regen (lots of coasting). The downgrade from an electric sports car is quite humiliating. Thankfully no one has tried to race me on a cold day. All this talk of friction brakes lasting forever don't take winter use into account. You get used to letting regen slow so don't decel until close to a stop, then end up using more brakes than you would in a ice vehicle. E50 is about the max I got with my '09 Ford Escape hybrid before adding a conversion kit to it. Due to the engine not warming up fully for my short commute and E85 producing less heat, I found I had to change my synthetic oil around 7k miles (if I remember correctly). I had it analyzed quite often. I would have thought the weekly road trips (100 to 500 miles) would have cleaned it up. I had ZERO issues with fitment and only a couple of very minor paint issues, nothing worth getting fixed. My only complaint is a nasty howling noise during blow dry at car washes that for all I know might be my rear license plate. And I'm the only one who's about that. Bear in mind that Teslas have the highest rate of satisfaction and you're only seeing the complaints in forums. There's a reason why they're the only car that's selling in the US and Tesla doesn't advertise. Don't take a test drive or you'll be hooked. My only software issue (no autopilot) was taken care of remotely by techs 250 miles away and we have a local ranger that takes care of repairs onsite, although I've never met or needed him. I get OTA updates every couple of weeks and autopilot is pretty awesome. Sounds like you got a nice deal on your C-Max. I was interested in them when I had the Escape and EV mode was limited to maybe 2 miles with very light throttle and under 40 mph, but being able to drive all week with full acceleration and as fast as I wanted to go with the Volt without using the gas engine was awesome. The problem was I hated city driving on gas, which is why I wanted a full-time EV.
  8. Dan had to sell because he had a choice of this or healthcare and this forum wasn't going to pay his cancer bills. Dan was the most active member and posted everywhere.
  9. Mom is still waiting for her check for winning on July 26, 2018. She replied to Kelsey's email several times and sent a message via your contact us page and no reply. I told her I'd check in the forum. Thanks.
  10. Got my AWD Model 3 about 6 weeks ago and all I can say is, "AWESOME". I don't understand why I didn't reserve one years sooner, considering the $1k was refundable. OTOH, I would not have wanted the RWD version considering we have winter for a large chunk of the year.
  11. Hi Robb, Mileage gains with lean cruise as we implemented it, were best at low rpms. So at highway speeds above 70 mph, it's difficult to go lean, so no gain. Overall it's good for at 2 to 4 mpg with our best gains achieved around 60 mph. It's possible to use an EFIE to go lean, but you'd have to have some way of switching it off via a vacuum switch & coolant temp or similar tech. (Low vacuum means higher engine load so turn off the lean.) But again, you need a LOT more spark/cam advance when lean or you won't get any power. Without the additional spark and cam overlap, you could only go slightly lean, maybe around 3-5%, certainly not the 20:1 we were doing. To make matters worse, E85 burns slower and likes even more spark advance, which makes lean cruise even more difficult with that fuel. TBH, you can't implement this without a custom tune. If you were going to do this yourself, assuming you knew what you were doing, and HP Tuners software costs $500, making it difficult to recoup your costs. We were only able to do this because of a team effort and one of us (not me) is a tuning savant and a year of logging by multiple people. Our biggest obstacle was the Chevy Volt isn't a conventional vehicle. You might want to consider a different vehicle. I had a '99 4Runner SR5 and loved it.
  12. Hi Billy, Yes, rear seats easily fold down (hatchback) and the battery is bigger in 2016, but nothing after. This Volt has a 40% bigger battery than my 12 Volt and is rated for 52 miles. I've hauled a lot of stuff in my Volt. There's supposed to be a refresh in 2019, which usually brings minor appearance changes, but possibly could also introduce an increased battery.
  13. If you're going to try to implement lean cruise via other means (not HP Tuners or other commercial software), the concept is that you can only go lean when the engine is warmed up and under light load. You don't want to go lean during cold startup (we've seen how this works with E85 conversions) and higher load. We considered using an EFIE (connects between the O2 sensor and the ECM to go lean), but again you don't want to do this during startup (many EFIE's DO have slowed initial startup) or during any kind of acceleration, AND you have no way to add additional spark and cam advance. This leaves only a custom tune with hundreds of hours of logging and tweaking. Our Volterado team has 3 active tuners (10 members) and I was driving gas to work every day and driving countless logging runs (unnecessary miles logging/tweaking a tune). Did I mention I charge for free so can drive EV for free so any time spent on gas is out of pocket?
  14. I traded my first gen Volt for a new one so have 52 miles of EV range during warm weather, but seeing 31 miles lately due to sub-zero temps. Haven't touched the tune on it yet and enjoying driving EV every day. I considered going with a Bolt, but Premiers were over 200 miles away and to drive it home in sub zero temps could have been an all night drive, which I wasn't ready for yet. Next time around I'm going to consider a used Model X.
  15. FWIW, we've accomplished lean burn on the first generation Chevy Volt, but if you're going to do this with any alcohol blend where you don't know exactly what % of ethanol you have, you'll have to install an alcohol sensor. Why? Because the only way to go lean was to use open loop (oxygen sensor disabled). To complicate things even more, you don't want to go lean until engine coolant hits a certain temperature (we chose lean starting at 154°F and full lean at 176°F and above). Also, due to the loss of power when lean, we had to increase cam overlap to increase power, especially at 1400 where we went the most lean and of course that means we needed a LOT more spark advance (10 to 18° more) at these lower rpm. But we had to subtract spark at the cold coolant temps (below 176°F) where we haven't gone lean yet. This was not an easy tune. Due to the load of the motor generator, first gen Volts idle at 1400 and at 70 mph, under good conditions will hit 2000 to 2200 rpm. So we went as low as 20:1 lean (E10, 91 octane) at 1400 rpm, tapering off to slightly lean at 2200 and normal above that due to increasing engine load. This worked so well, I managed to go 60 mph at 1400 rpm continuous for about 20 minutes, after which I grew bored. Once we had everything set up with 91 octane premium, we continued to test with higher blends of ethanol and again had no problems with lean cruise with e85. Heat isn't a problem when you go this lean and driveability wasn't an issue either. It drove as good or better than stock even at 20:1. You can read more about our tune here: https://forum.hptuners.com/showthread.php?63020-First-Gen-Volt-Tune-(Volterado)
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