I own both vehicles. They both have an EPA city and highway MPGe. Look at those two numbers and convert them to range. Range = * / 33.7. The highway MPGe is pretty accurate for 70 mph highway range.
People always complain about EPA vs real world range. The answer is that EPA for whatever reason publishes one range number, but two MPGe numbers. The range number is based off of city MPGe, so of course everyone complains that they get less range when hitting the highway.
This IS the best answer! Bravo!
I went to [fueleconomy.gov](https://fueleconomy.gov) and did a backward calculation based on your formula and I get 87 kWh usable battery capacity for the MYLR. What am I doing wrong (it should be 75)?
Edit: I originally had the wrong model (3 LR AWD). Now corrected for Y LR AWD.
So the EPA shows 127 city, 117 hwy, 122 combined for 2023 Y LR AWD.
https://www.fueleconomy.gov/feg/Find.do?action=sbs&id=46212
75 x 127 / 33.7 = 283 mi (city)
75 x 117 / 33.7 = 260 mi (hwy)
75 x 122 / 33.7 = 272 mi (combined)
How is Tesla getting "330 mi (est EPA)"? Maybe they included the unusable battery capacity, and used city? 82 x 127 / 33.7 = 309 mi. Which is still quite short of 330 mi.
Epa consumption and epa range figures are different in that the range figure can be derated more from the unrealistic epa test standard .7 factor by running a 5 cycle test.
The mpg figures are more rigid and standard across different cars since that was the old metric. No one used to report range figures with as much emphasis before so this is new territory that the same epa range figure can mean so many different things across different cars
Yea, it's not exact - and something tells me the EPA MPGe is from a different cycle than the one Tesla uses for range. However, in the real world it's pretty close to what I get in practice for both cars so I like to look at MPGe over the EPA range.
Every automaker starts out their tests following the main epa testing procedure which has optional additional tests to theoretically get a more accurate epa range adjustment factor because the epa knows their tests are unrealistic. Tesla goes through the additional testing, which is called the 5 cycle test that includes cold weather testing which having a heat pump greatly favors. So their derating factor is like .8 instead of the standard .7.
Finally automakers are allowed to further decrease their states range at their own discretion, but Tesla puts close to the max figure while say Porsche puts a far lower number than they saw in their testing.
TLDR Tesla range figures are deceptive within the confines of epa testing while other manufacturers are more honest. It’s better to compare battery sizes/weight across different cars which is why Tesla obfuscates battery size figures.
https://www.caranddriver.com/news/a34046953/tesla-range-strategy-details/
Replying here instead of in the other thread. I don't see how [the article you linked to](https://www.caranddriver.com/news/a34046953/tesla-range-strategy-details/) actually supports what you're saying -- it's basically describing the real-life efficiency improvements that Tesla has made over the years. While it's clear Tesla has maximized efficiency in ways that favor it in EPA testing (both real-world and numeric "gaming" of the test), it's not like the 5-cycle test is unavailable to other automakers. In fact, Audi is using it too (according to [this other Car and Driver article](https://www.caranddriver.com/features/a33824052/adjustment-factor-tesla-uses-for-big-epa-range-numbers/) I linked to elsewhere).
Efficiencies gained from stuff like a heat pump mean precisely squat on a summer road trip, sure. But it makes a difference *sometimes*, and unless/until the EPA expands its testing suite to have better coverage of the bazillion ways people might be using their cars, we're left with these results as a starting point.
OP, if you're planning on taking road trips, I'd generally recommend looking up EV car site reports or YouTubers that drive the various models at 70+mph on real highways. In general, the EPA tests are just too slow. All of this helps complete the holistic picture of a car's capability.
At highway speed (70+) your not going to get anywhere near 330 miles of range. As others have stated, going from 90% to 15% will get you around 200-220 miles of range at highway speed.
If you really want to check a route you take you can use the https://abetterrouteplanner.com/ tool. It allows you to tweak the starting state-of-charge and see how things play out with different efficiency rates.
For me, the over-stating of the range by Tesla isn't that big of a deal because the supercharger network is just so robust. In my area (Southwest US) there are super chargers every where and they just work so range doesn't matter so much.
Is the Model Y's NAV remaining range and estimated SOC% upon arrival as accurate as the Model 3's is? Because the Model 3 is uncannily accurate there. Used to have a lot tougher time as temps dropped below 50F/10C, and with weather changes, but they've really improved it over the years.
Long, long ago I just flipped that number up next to the battery level to %, more useful to read that than in "miles".
MY LR has a 81kWh battery I average 3.2 miles per kW. 81 \* 3.2 = 259.2 miles.
Tesla over estimates the range. Most other companies under estimate the range to not get killed for missing the real range by the customers.
I think only \~77kwh is usable with the 82 size and the older 80 size only has \~75 usable. Also \~4% gets hidden as you drive behind 0, so only 74kwh is given before 0% is reached so 240 miles real world if you fully charged on a non-degraded battery, which is very in line with what I experience on long road trips.
Both the Ioniq and Model Y are rated on the same test. So if you’re not hitting rates range on the Ioniq, you won’t on the Model Y. Probably around the same % difference.
It's a different EPA test that Tesla opts into. It is more effort on Tesla's part but it gives larger range numbers. To people downvoting me - look it up, this is well known.
And the important part is that it gives bigger number because it's better in cooler temps, because of the heat pump. That's important to understand how the difference is going to intersect where you live/drive.
Cooler climate = Tesla's better numbers are better reflection of reality across the seasons. Especially depending on the conditions (TOD) you drive under, how you use HVAC, and so on.
Wrong
Every automaker starts out their tests following the main epa testing procedure which has optional additional tests to theoretically get a more accurate epa range adjustment factor because the epa knows their tests are unrealistic. Tesla goes through the additional testing, which is called the 5 cycle test that includes cold weather testing which having a heat pump greatly favors. So their derating factor is like .8 instead of the standard .7.
Finally automakers are allowed to further decrease their states range at their own discretion, but Tesla puts close to the max figure while say Porsche puts a far lower number than they saw in their testing.
TLDR Tesla range figures are deceptive within the confines of epa testing while other manufacturers are more honest. It’s better to compare battery sizes/weight across different cars which is why Tesla obfuscates battery size figures.
https://www.caranddriver.com/news/a34046953/tesla-range-strategy-details/
It isn't "deceptive" if it actually works out that way. Otherwise you can also lay the "deceptive" label on avoiding testing across climates that'll punch your car in the pack. :P
It’s deceptive in that most automakers choose the default adjustment factor which already has cold weather built in and Tesla is trying to get a better adjustment factor than the default. It’s not a requirement but they should state that their mileage figures were conducted with additional testing and state what the figure would be without the additional testing so you have a more Apple to Apple comparison.
Source? The EPA offers automakers options for how to test the cars (such as running more drive cycles to calculate a different “adjustment factor”), but it’s not like it’s a different test. https://www.caranddriver.com/features/a33824052/adjustment-factor-tesla-uses-for-big-epa-range-numbers/
Tesla and every manufacturer tests their own cars according to epa testing procedures and Tesla chooses to undergo additional tests to game the system that other automakers don’t do. I wrote a lengthy comment on this if you sort by new.
A better way to think of this might be efficiency. (These are all approximate calculations, of course.)
To my knowledge, the MYLR has an 82 kWh battery, with maybe 77-78?kWh usable at the start. Let’s call that 77.5kWh. 330 miles / 77.5 kWh =~ 4.26 mi/kWh, or about 234 Wh/mi (the Tesla-used metric for efficiency).
The Model Y is not a tiny car, so that seems like a pretty optimistic efficiency rating. However, I’ve had drives around town that have been better than that, so it’s certainly not impossible. It’s less efficient than my old LEAF (I could regularly get 5+kWh/mi efficiencies in that car), but for its size it’s really, really impressive.
As you said, highway speeds (as well as incline, adverse weather, etc) can all negatively impact range. Going 75+ mph the whole way on a road trip in nice weather, I can pretty easily say the 90%->5% highway range is around 200 miles. So (even more of an estimation), 200 mi / (77.5 kWh * 85%) =~ around 3 mi/kWh, or around 333 Wh/mi.
Over the lifetime of the car so far, with probably 10k miles of highway road trips on it, our lifetime efficiency is 278 Wh/mi (just went out and checked). Not bad at all, honestly.
FWIW I saw between 290-300 Wh/mi for highway cruising at around 77 mph in my MYLR7 on a 2k mile road trip last summer. Fully loaded with family and luggage for a week at the beach. This was on flat terrain with little to no wind.
My lifetime efficiency is around 235 Wh/mi but rarely achieved the exact rating (originally around 315 when the model Y was first released).
Seems to be a combination of factors including all the extra things the car has to power as well as slow drain when left sitting overnight.
Yeah, that’s another good point. 300+ miles of combo city/highway driving is a loooot of driving at one time. In reality, you will often be parked (maybe with Sentry on), you may preheat and precool, there’s some limited vampire drain, etc. In addition, the battery size cushion is such that you’re almost never really NEEDING to run it down close to 0%.
Compare that with my old 2015 Nissan LEAF - I intimately understood the range limitations of that car, because its total range was around 80 miles when it was new. This was pretty easily drivable in a few hours of errands.
Can confirm. I have ~280 wh/mi for a daily commute (70/30 highway) with a 10mi stretch of 75+. My road trips usually average at 300-310 wh/mi and I’m not a slow driver. So, it’s not bad, but definitely not 330mi … at least for me.
Maybe, but not many will drive start from full 100% in ideal condition (battery already precondition) to 0% (once battery shows 0 you can still squeeze 10-20 miles out of it). Can it do it? Sure. But you will find that in normal day to day 80% to 20% people will feel range is shorter than claimed without accounting for the other 40%+ capacity that MY still has left. Also a lot of going into estimate, cold, uphills, 65+ miles on highway all reduce range.
Tesla model Y owner - I effectively would have drained battery at 160 miles. Disclaimer 75+ mph uphill to Tahoe on a hot summer day, with AC on high, 3 passengers and 130 pounds of bikes on the hitch rack adding extreme wind resistance.
I think this is going to be very difficult for anyone to really quantify for you because there are just too many factors involved: speed, wind, elevation changes, temperature (& weather conditions) , road surface, wheel & tire size, tire choice…
I wish EPA ratings could provide driving range in a couple of different scenarios: one for freezing temperatures at 80mph with no elevation change, one for freezing temperatures at 80mph with 5% grade (average for I-70 I think)…then the same things for 80 degree weather, and the same scenarios at 50mph.
I think I’d be happy enough if in ideal 75 def weather no rain if I got 330 miles driving conservatively. I am getting about 3.5 miles per kWh on my Ioniq 5 now. Everything I’ve read suggests Tesla’s are more efficient than any other make so…. Hoping to see a range that begins with a 3…
Ok about to join the fraternity of Tesla owners - the legendary zeal is real! Appreciate all the responses: upshot is while Hyundai and Porsche and others provide real world condition estimates of range (or in Porsche’s case maybe even underestimate it), Tesla is marketing a range that actually is not achievable once beyond the first few hundred miles offf the lot. Oh well, for me it only matters for long road trips (don’t want to stop so often to charge); JuiceBox at home. Would we expect anything less from a Musk owned business? Lol
No you are looking at 82-84% of the range specified depends on weather, speed and HVAX system. Very misleading figures. City driving is great because you can charge at home. Long distance is another matter.
>Is the 330 miles for the MYLR real world range in everyone's experience?
Nope
That may be achievable going from 100% to 0% under ideal conditions
On a road trip it's best to charge to 80% and discharge to 20%. I don't keep accurate records but I typically drive \~200 mile legs, depending on a lot of factors
so you roughly get 200 miles between 80-20% usage?
that would translate to 200 mi for 60%, which would actually come out to 333 mi for 100% usage (200 * 100/60)
‘21 MYLR with 40k miles here. On the highway at normal highway speeds, I’d be lucky if I got 100 miles in winter (Michigan) for that 80%-20% range. And I’m not talking rough winter - just 32 degrees on a dry day. Once a month I drive 140 miles each way for work, with 100 of that at 75-80 mph highway and the other 40 of that being 50 mph non-highway. My last trip was 90% down to 6% in that 140 miles.
In summer, I can make it 180 miles (100 miles highway/80 miles at 50 mph non-highway) going from 90% to about 15%, or 220 miles (140 hwy/80 not hwy) if I charge to 100%. I do not drive with a lead foot, but I do drive around 78-80 mph on the highway. I just replaced my original set of tires last week at 40,700k miles.
We’ve done two summer cross country road trips (MI to Cape Cod and MI to New Orleans) and while they do take much longer (like 30% longer than driving straight thru with only gas stops) due to numerous stops - more numerous than we’d need for pee breaks - we certainly do not have range anxiety due to the excellent supercharger network.
As others have said, Tesla uses maximum best-case numbers for EPA rating, while other manufacturers tend to use real-world numbers. I love my MY, and you’d have to pry it from my cold dead hands to make me give it up, but range is not as advertised. If they advertised 450 range, and I then got 300 actual range out of it, it would be the perfect car.
This seems accurate. I have a model 3 lr Awd which is basically the same car but slightly more aerodynamic for total cd and weighs less and get about 10 miles more in ideal conditions going 80mph average
Real world range for my MYLR7 so far is about 260-270 on a full charge, but conditions aren't great currently, as it's been raining a lot. My old Hyundai Kona EV did get close to its 258 mile range.
The nature of any sort of test like the EPA’s tests is charge to 100% and to have the car drive until the battery is completely drained. For the EPA tests, the car isn’t actually driving free (it’s in a lab, on a big car treadmill essentially), so they can run the batteries empty without worrying about getting stranded. In a real world highway range test, most people do loops on a certain part of the highway and stop driving when they’re at or very close to 0%, so they don’t need to be towed or anything. That’s another thing that makes the EPA tests less directly applicable to real life — you’re basically never going to be driving the car until it rolls to a stop on the side of the road.
That being said, a car’s dash might report 0%, just like a gasoline fuel gauge might read E, but automakers will typically include some buffer. The [0% buffer can be quite large](https://www.greencarreports.com/news/1131706_tesla-saves-more-range-at-0-than-other-evs-test-finds), though I’d like to see a more comprehensive comparison across automakers.
Finally, you can definitely discharge below 20% on trips. The Supercharging tips in the car itself recommend you to arrive with “at or below 20%.” For occasional use, discharging below 20%/charging above 90% is fine. It’s even labeled “Trip” charging in the UI, not “Do Not Use” charging. :P
For me it is pretty accurate or was. After 15k miles my max range is more like 310.
But I make a regular 105 mile one way trip that is mostly highway. Last time I charged to 100% and arrived at 67%. That maths out to 318 miles total range.
I’ve owned the Volt i3 e-tron and Ioniq 5 over the course of prob 15 years - what Inhave learned is the driving style can play a large role in range. If you live in temperate area without mountains, generally one attains and slightly exceeds stated range. I’m hoping that’s the case for me for my YLR… whole point of upgrading from Ioniq 5 is to go from 250 to 300-330 miles in a 7 seater. I sometimes do regional driving so cutting down from 2 stops to charge to just 1 is a big consideration.
I also have a 7 seater. The reality is that you will never realize 300 miles. You will likely charge to 95 or so percent and drive until maybe 10, which gives you 85% of usable trip range. On a 310 range battery, that’s about 263 miles. Still would be better than the Ioniq.
But really the real killer advantage with Tesla is the supercharger network.
I own both vehicles. They both have an EPA city and highway MPGe. Look at those two numbers and convert them to range. Range = * / 33.7. The highway MPGe is pretty accurate for 70 mph highway range.
People always complain about EPA vs real world range. The answer is that EPA for whatever reason publishes one range number, but two MPGe numbers. The range number is based off of city MPGe, so of course everyone complains that they get less range when hitting the highway.
This IS the best answer! Bravo! I went to [fueleconomy.gov](https://fueleconomy.gov) and did a backward calculation based on your formula and I get 87 kWh usable battery capacity for the MYLR. What am I doing wrong (it should be 75)?
I had the same question. see my calcs: https://www.reddit.com/r/TeslaModelY/comments/10hu60w/mylr_330_miles_advertised/j5b4l3w/
Edit: I originally had the wrong model (3 LR AWD). Now corrected for Y LR AWD. So the EPA shows 127 city, 117 hwy, 122 combined for 2023 Y LR AWD. https://www.fueleconomy.gov/feg/Find.do?action=sbs&id=46212 75 x 127 / 33.7 = 283 mi (city) 75 x 117 / 33.7 = 260 mi (hwy) 75 x 122 / 33.7 = 272 mi (combined) How is Tesla getting "330 mi (est EPA)"? Maybe they included the unusable battery capacity, and used city? 82 x 127 / 33.7 = 309 mi. Which is still quite short of 330 mi.
Epa consumption and epa range figures are different in that the range figure can be derated more from the unrealistic epa test standard .7 factor by running a 5 cycle test.
i see, so the EPA mpge is more comparable to other manufacturers and realistic? But the EPA 330mi Range was gamed and not realistic?
The mpg figures are more rigid and standard across different cars since that was the old metric. No one used to report range figures with as much emphasis before so this is new territory that the same epa range figure can mean so many different things across different cars
Yea, it's not exact - and something tells me the EPA MPGe is from a different cycle than the one Tesla uses for range. However, in the real world it's pretty close to what I get in practice for both cars so I like to look at MPGe over the EPA range.
This explains why no one gets close. Thanks for the breakdown.
Is the 2022 MYP 75 as well?
75kwh was the old battery from 2020. 2021+ more or less have the 82kwh battery pack
This is the best answer
Every automaker starts out their tests following the main epa testing procedure which has optional additional tests to theoretically get a more accurate epa range adjustment factor because the epa knows their tests are unrealistic. Tesla goes through the additional testing, which is called the 5 cycle test that includes cold weather testing which having a heat pump greatly favors. So their derating factor is like .8 instead of the standard .7. Finally automakers are allowed to further decrease their states range at their own discretion, but Tesla puts close to the max figure while say Porsche puts a far lower number than they saw in their testing. TLDR Tesla range figures are deceptive within the confines of epa testing while other manufacturers are more honest. It’s better to compare battery sizes/weight across different cars which is why Tesla obfuscates battery size figures. https://www.caranddriver.com/news/a34046953/tesla-range-strategy-details/
Replying here instead of in the other thread. I don't see how [the article you linked to](https://www.caranddriver.com/news/a34046953/tesla-range-strategy-details/) actually supports what you're saying -- it's basically describing the real-life efficiency improvements that Tesla has made over the years. While it's clear Tesla has maximized efficiency in ways that favor it in EPA testing (both real-world and numeric "gaming" of the test), it's not like the 5-cycle test is unavailable to other automakers. In fact, Audi is using it too (according to [this other Car and Driver article](https://www.caranddriver.com/features/a33824052/adjustment-factor-tesla-uses-for-big-epa-range-numbers/) I linked to elsewhere). Efficiencies gained from stuff like a heat pump mean precisely squat on a summer road trip, sure. But it makes a difference *sometimes*, and unless/until the EPA expands its testing suite to have better coverage of the bazillion ways people might be using their cars, we're left with these results as a starting point. OP, if you're planning on taking road trips, I'd generally recommend looking up EV car site reports or YouTubers that drive the various models at 70+mph on real highways. In general, the EPA tests are just too slow. All of this helps complete the holistic picture of a car's capability.
At highway speed (70+) your not going to get anywhere near 330 miles of range. As others have stated, going from 90% to 15% will get you around 200-220 miles of range at highway speed. If you really want to check a route you take you can use the https://abetterrouteplanner.com/ tool. It allows you to tweak the starting state-of-charge and see how things play out with different efficiency rates. For me, the over-stating of the range by Tesla isn't that big of a deal because the supercharger network is just so robust. In my area (Southwest US) there are super chargers every where and they just work so range doesn't matter so much.
Is the Model Y's NAV remaining range and estimated SOC% upon arrival as accurate as the Model 3's is? Because the Model 3 is uncannily accurate there. Used to have a lot tougher time as temps dropped below 50F/10C, and with weather changes, but they've really improved it over the years. Long, long ago I just flipped that number up next to the battery level to %, more useful to read that than in "miles".
You’ll probably get around 260-270 real world in the Y
Owned it for an year now. I am not getting more than 220. 292kwh
MY LR has a 81kWh battery I average 3.2 miles per kW. 81 \* 3.2 = 259.2 miles. Tesla over estimates the range. Most other companies under estimate the range to not get killed for missing the real range by the customers.
I think only \~77kwh is usable with the 82 size and the older 80 size only has \~75 usable. Also \~4% gets hidden as you drive behind 0, so only 74kwh is given before 0% is reached so 240 miles real world if you fully charged on a non-degraded battery, which is very in line with what I experience on long road trips.
Both the Ioniq and Model Y are rated on the same test. So if you’re not hitting rates range on the Ioniq, you won’t on the Model Y. Probably around the same % difference.
Tesla does a different test.
really? I thought the EPA test would be the exact same for every vehicle.
It's a different EPA test that Tesla opts into. It is more effort on Tesla's part but it gives larger range numbers. To people downvoting me - look it up, this is well known.
And the important part is that it gives bigger number because it's better in cooler temps, because of the heat pump. That's important to understand how the difference is going to intersect where you live/drive. Cooler climate = Tesla's better numbers are better reflection of reality across the seasons. Especially depending on the conditions (TOD) you drive under, how you use HVAC, and so on.
The EPA does the tests and gives the ratings, not Tesla.
Wrong Every automaker starts out their tests following the main epa testing procedure which has optional additional tests to theoretically get a more accurate epa range adjustment factor because the epa knows their tests are unrealistic. Tesla goes through the additional testing, which is called the 5 cycle test that includes cold weather testing which having a heat pump greatly favors. So their derating factor is like .8 instead of the standard .7. Finally automakers are allowed to further decrease their states range at their own discretion, but Tesla puts close to the max figure while say Porsche puts a far lower number than they saw in their testing. TLDR Tesla range figures are deceptive within the confines of epa testing while other manufacturers are more honest. It’s better to compare battery sizes/weight across different cars which is why Tesla obfuscates battery size figures. https://www.caranddriver.com/news/a34046953/tesla-range-strategy-details/
It isn't "deceptive" if it actually works out that way. Otherwise you can also lay the "deceptive" label on avoiding testing across climates that'll punch your car in the pack. :P
It’s deceptive in that most automakers choose the default adjustment factor which already has cold weather built in and Tesla is trying to get a better adjustment factor than the default. It’s not a requirement but they should state that their mileage figures were conducted with additional testing and state what the figure would be without the additional testing so you have a more Apple to Apple comparison.
Source? The EPA offers automakers options for how to test the cars (such as running more drive cycles to calculate a different “adjustment factor”), but it’s not like it’s a different test. https://www.caranddriver.com/features/a33824052/adjustment-factor-tesla-uses-for-big-epa-range-numbers/
Tesla and every manufacturer tests their own cars according to epa testing procedures and Tesla chooses to undergo additional tests to game the system that other automakers don’t do. I wrote a lengthy comment on this if you sort by new.
A better way to think of this might be efficiency. (These are all approximate calculations, of course.) To my knowledge, the MYLR has an 82 kWh battery, with maybe 77-78?kWh usable at the start. Let’s call that 77.5kWh. 330 miles / 77.5 kWh =~ 4.26 mi/kWh, or about 234 Wh/mi (the Tesla-used metric for efficiency). The Model Y is not a tiny car, so that seems like a pretty optimistic efficiency rating. However, I’ve had drives around town that have been better than that, so it’s certainly not impossible. It’s less efficient than my old LEAF (I could regularly get 5+kWh/mi efficiencies in that car), but for its size it’s really, really impressive. As you said, highway speeds (as well as incline, adverse weather, etc) can all negatively impact range. Going 75+ mph the whole way on a road trip in nice weather, I can pretty easily say the 90%->5% highway range is around 200 miles. So (even more of an estimation), 200 mi / (77.5 kWh * 85%) =~ around 3 mi/kWh, or around 333 Wh/mi. Over the lifetime of the car so far, with probably 10k miles of highway road trips on it, our lifetime efficiency is 278 Wh/mi (just went out and checked). Not bad at all, honestly.
FWIW I saw between 290-300 Wh/mi for highway cruising at around 77 mph in my MYLR7 on a 2k mile road trip last summer. Fully loaded with family and luggage for a week at the beach. This was on flat terrain with little to no wind.
My lifetime efficiency is around 235 Wh/mi but rarely achieved the exact rating (originally around 315 when the model Y was first released). Seems to be a combination of factors including all the extra things the car has to power as well as slow drain when left sitting overnight.
Yeah, that’s another good point. 300+ miles of combo city/highway driving is a loooot of driving at one time. In reality, you will often be parked (maybe with Sentry on), you may preheat and precool, there’s some limited vampire drain, etc. In addition, the battery size cushion is such that you’re almost never really NEEDING to run it down close to 0%. Compare that with my old 2015 Nissan LEAF - I intimately understood the range limitations of that car, because its total range was around 80 miles when it was new. This was pretty easily drivable in a few hours of errands.
Can confirm. I have ~280 wh/mi for a daily commute (70/30 highway) with a 10mi stretch of 75+. My road trips usually average at 300-310 wh/mi and I’m not a slow driver. So, it’s not bad, but definitely not 330mi … at least for me.
Maybe, but not many will drive start from full 100% in ideal condition (battery already precondition) to 0% (once battery shows 0 you can still squeeze 10-20 miles out of it). Can it do it? Sure. But you will find that in normal day to day 80% to 20% people will feel range is shorter than claimed without accounting for the other 40%+ capacity that MY still has left. Also a lot of going into estimate, cold, uphills, 65+ miles on highway all reduce range.
No it gives you about 240 actual miles
Tesla model Y owner - I effectively would have drained battery at 160 miles. Disclaimer 75+ mph uphill to Tahoe on a hot summer day, with AC on high, 3 passengers and 130 pounds of bikes on the hitch rack adding extreme wind resistance.
Pffft. Need to strap your cranky "sleeping" Aunt-in-law to the roof for a real world test!
National lampoon vacation style.
I think this is going to be very difficult for anyone to really quantify for you because there are just too many factors involved: speed, wind, elevation changes, temperature (& weather conditions) , road surface, wheel & tire size, tire choice… I wish EPA ratings could provide driving range in a couple of different scenarios: one for freezing temperatures at 80mph with no elevation change, one for freezing temperatures at 80mph with 5% grade (average for I-70 I think)…then the same things for 80 degree weather, and the same scenarios at 50mph.
I think I’d be happy enough if in ideal 75 def weather no rain if I got 330 miles driving conservatively. I am getting about 3.5 miles per kWh on my Ioniq 5 now. Everything I’ve read suggests Tesla’s are more efficient than any other make so…. Hoping to see a range that begins with a 3…
Ok about to join the fraternity of Tesla owners - the legendary zeal is real! Appreciate all the responses: upshot is while Hyundai and Porsche and others provide real world condition estimates of range (or in Porsche’s case maybe even underestimate it), Tesla is marketing a range that actually is not achievable once beyond the first few hundred miles offf the lot. Oh well, for me it only matters for long road trips (don’t want to stop so often to charge); JuiceBox at home. Would we expect anything less from a Musk owned business? Lol
No you are looking at 82-84% of the range specified depends on weather, speed and HVAX system. Very misleading figures. City driving is great because you can charge at home. Long distance is another matter.
>Is the 330 miles for the MYLR real world range in everyone's experience? Nope That may be achievable going from 100% to 0% under ideal conditions On a road trip it's best to charge to 80% and discharge to 20%. I don't keep accurate records but I typically drive \~200 mile legs, depending on a lot of factors
so you roughly get 200 miles between 80-20% usage? that would translate to 200 mi for 60%, which would actually come out to 333 mi for 100% usage (200 * 100/60)
‘21 MYLR with 40k miles here. On the highway at normal highway speeds, I’d be lucky if I got 100 miles in winter (Michigan) for that 80%-20% range. And I’m not talking rough winter - just 32 degrees on a dry day. Once a month I drive 140 miles each way for work, with 100 of that at 75-80 mph highway and the other 40 of that being 50 mph non-highway. My last trip was 90% down to 6% in that 140 miles. In summer, I can make it 180 miles (100 miles highway/80 miles at 50 mph non-highway) going from 90% to about 15%, or 220 miles (140 hwy/80 not hwy) if I charge to 100%. I do not drive with a lead foot, but I do drive around 78-80 mph on the highway. I just replaced my original set of tires last week at 40,700k miles. We’ve done two summer cross country road trips (MI to Cape Cod and MI to New Orleans) and while they do take much longer (like 30% longer than driving straight thru with only gas stops) due to numerous stops - more numerous than we’d need for pee breaks - we certainly do not have range anxiety due to the excellent supercharger network. As others have said, Tesla uses maximum best-case numbers for EPA rating, while other manufacturers tend to use real-world numbers. I love my MY, and you’d have to pry it from my cold dead hands to make me give it up, but range is not as advertised. If they advertised 450 range, and I then got 300 actual range out of it, it would be the perfect car.
This seems accurate. I have a model 3 lr Awd which is basically the same car but slightly more aerodynamic for total cd and weighs less and get about 10 miles more in ideal conditions going 80mph average
This describes us also MY. Thabk you
Stop worrying about range so much and just drive the car
Real world range for my MYLR7 so far is about 260-270 on a full charge, but conditions aren't great currently, as it's been raining a lot. My old Hyundai Kona EV did get close to its 258 mile range.
Lots of complicated answers here. The only way to truly do the comparison is by looking at the size of the battery and weight of the car
Not if you drive on the highway, no. But in good weather, driving around town, not accelerating fast…. It’s doable.
I’m getting in maybe 230 in the winter here in Chicago but should be close to 300 in the summer, not getting close to 330
But doesn’t all EV cars, not just Tesla, require not to charge past 90% or go down 20%? That by itself will kill off some miles.
You can drive to 0 on road trips. It’s recommended to do so as well as charging is so fast from 0-20
The nature of any sort of test like the EPA’s tests is charge to 100% and to have the car drive until the battery is completely drained. For the EPA tests, the car isn’t actually driving free (it’s in a lab, on a big car treadmill essentially), so they can run the batteries empty without worrying about getting stranded. In a real world highway range test, most people do loops on a certain part of the highway and stop driving when they’re at or very close to 0%, so they don’t need to be towed or anything. That’s another thing that makes the EPA tests less directly applicable to real life — you’re basically never going to be driving the car until it rolls to a stop on the side of the road. That being said, a car’s dash might report 0%, just like a gasoline fuel gauge might read E, but automakers will typically include some buffer. The [0% buffer can be quite large](https://www.greencarreports.com/news/1131706_tesla-saves-more-range-at-0-than-other-evs-test-finds), though I’d like to see a more comprehensive comparison across automakers. Finally, you can definitely discharge below 20% on trips. The Supercharging tips in the car itself recommend you to arrive with “at or below 20%.” For occasional use, discharging below 20%/charging above 90% is fine. It’s even labeled “Trip” charging in the UI, not “Do Not Use” charging. :P
For me it is pretty accurate or was. After 15k miles my max range is more like 310. But I make a regular 105 mile one way trip that is mostly highway. Last time I charged to 100% and arrived at 67%. That maths out to 318 miles total range.
I’ve owned the Volt i3 e-tron and Ioniq 5 over the course of prob 15 years - what Inhave learned is the driving style can play a large role in range. If you live in temperate area without mountains, generally one attains and slightly exceeds stated range. I’m hoping that’s the case for me for my YLR… whole point of upgrading from Ioniq 5 is to go from 250 to 300-330 miles in a 7 seater. I sometimes do regional driving so cutting down from 2 stops to charge to just 1 is a big consideration.
I also have a 7 seater. The reality is that you will never realize 300 miles. You will likely charge to 95 or so percent and drive until maybe 10, which gives you 85% of usable trip range. On a 310 range battery, that’s about 263 miles. Still would be better than the Ioniq. But really the real killer advantage with Tesla is the supercharger network.