Planning a 3000 mile road trip

[Copcar]

Last year my wife and I made a trip billed as our “last hurrah”. From WA state to ME and return, 6750 miles 30 days. Our vehicle was a 2006 Dodge Sprinter Van (5cyl diesel) with a 24’ Leisure Travel Van RV build. Going East it was through Canada, returning, through the Northern part of the US. September so no climate issues I thought I was through with road trip challenges BUT now we are planning a trip to Arizona in February with our 2021 BEV i3. So fellow fools I need your experienced advice.

Road miles expected 1350 miles each way broken down to 337 miles/day, 4x85 miles charging stops on the Northern half and 3/115 miles on the Southern half. I-5 at Portland, Ore is 161’ MSL at Siskiyous Pass 4,310 feet. No driving in snow conditions. Northern half of the trip will likely have night time parking below freezing, day time low 40’s. At my home on Whidbey Island, the range of (Cop Car) my black & white i3 at full charge and 50 degrees is 170 miles which usually provides about 150 actual road miles .

At this writing Electrify America is my prime charge provider. Tesla superchargers are in my gun sight. My charging plan is to charge to 50% more range than I need to reach the next charging station. Where altitude changes, severe cold or lack of interim charges in case of an emergency are an issue, charge to maximum. Always set to EcoPro.

When would be the best time to charge for the last charge each day. Do it at day's end or wait for the morning using preconditioning? If L1 charging is available at the motel, should I plug in?

 

[Mondomensch]

Sounds like fun! Since you will be doing a lot of charging cycles, I would think it would make sense to charge up to 90% at the end of the day some days and let it sit like that overnight to allow battery cell balancing to happen.

 

[alohart]

Since you will be doing a lot of charging cycles, I would think it would make sense to charge up to 90% at the end of the day some days and let it sit like that overnight to allow battery cell balancing to happen.

I think I'd charge to 100% just to have a little more for the next day should unexpected problems arise. Looking for lodging with EV charging opportunities, even just a 120V outlet, would be worth considering.

 

[websterize]

Sounds like an amazing trip. When your BEV isn't moving, it should be charging, at any amperage, and especially overnight.

Each summer my kids and I take a road trip in a 120 Ah BEV. It's about 350 miles each way. At ~70 mph, in warm ambient air, we get about 3.5 mi/kWh, or ~130 miles of range per charge. It's July and conditions are ideal for the high-voltage pack: warm ambient air, scant elevation change, minimal headwinds — everything winter out West isn't. Freezing ambient air is the big offender. It drastically lowers range, or, conversely, can make the journey a lot longer. I had to drive the same route in winter once and saw ~2.75 mi/kWh. It was a long day.

On the summer trip we fast charge three times. For the first two sessions, we'll see 15% SOC to 90% SOC in 30 to 40 minutes, with a flat 45-50kw curve all the way to the low 90s SOC. The third charge is 15-minute splash-and-dash/bathroom break. The great thing about the frequency of stopping to charge every 90 minutes is you can drink caffeine the whole day. The fastest we've made the journey is 7 hours, door-to-door.

The only Tesla Superchargers that work with the i3 need an adapter, called a "MagicDock." These are built-in to the stations, which, unfortunately, are still few and far between in North America. https://www.plugshare.com/map/tesla-ccs-locations. BMW is working on CCS adapters, but they're currently unavailable in the U.S.

 

[eNate]

My cross country experience with the i3 was good -- educational, problem free, and thoroughly enjoyable despite the compressed schedule (1,700 miles over 48 hours).

https://www.mybmwi3.com/threads/1700-miles-in-48-hours-120-ah-bev.17445/

My suggestion is only to have a basic plan figure out on ABRP, which it sounds like you already have. It took me most of my trip to dial in a 4.5 mi/kWh efficiency that finally caused ABRP to begin accurately tracking what I was actually seeing on my display. ABRP's stock value at the time was in the low 3's and way, way off.

I rolled into a few charging sites in the low digits and never really sweated it. My "backup plan," if you can call it that, was an AAA card that would get me to the next (or, I guess, prior) charging spot. Fortunately, not needed, and every CPO is pretty well networked that you ought to be able to know ahead of time whether any particular site is up or down vis Plug Share or that provider's website. I've found BMW Nav's internal data to be pretty good in this regard, but not batting 1000 and missing some finer details.

DC charging above about 85% is an awful time suck and should generally be avoided, unless the leg distance calls for it or if you have the time to kill, i.e. attending to other activities. An overnight L1 or L2 topping off to 100% is great if available and convenient, but not anything I would seek out if it involved extra hassle, expense, or diverting from the route (to detour to an out-of-the-way hotel, for instance).

Oh, based on what your route planning spits out, try to figure out if you can stick primarily with one or two DC providers and sign up for their premium membership to save a few cents per kWh at the charger.

 

[Mondomensch]

…
Oh, based on what your route planning spits out, try to figure out if you can stick primarily with one or two DC providers and sign up for their premium membership to save a few cents per kWh at the charger.

Here in the south SF Bay Area, I’ve found that local cities often have a few publicly available fast DC CCS chargers in their municipal centers that have kWh costs 1/2 or even 1/3 of the normal commercial chargers, even though the municipal charger may be operated by a big commercial network.

For example, the Los Altos civic center has a ChargePoint DC charger that costs $0.33/kWh, and adjacent level 2 AC chargers that are free for now as they were just installed a month ago.

 

[Copcar]

Here in the south SF Bay Area, I’ve found that local cities often have a few publicly available fast DC CCS chargers in their municipal centers that have kWh costs 1/2 or even 1/3 of the normal commercial chargers, even though the municipal charger may be operated by a big commercial network.

For example, the Los Altos civic center has a ChargePoint DC charger that costs $0.33/kWh, and adjacent level 2 AC chargers that are free for now as they were just installed a month ago.

 

[Copcar]

I am thankful for my fellow fools responding to my cry for help. I sure am getting my money’s worth out of this forum. Come to think about it, I have paid nothing so far. So Supporting Membership is now on my to do list.

Without specifically saying so it seems there is a vote to keep the battery warm at stop overs at night. Makes sense. Full charging overnight occasionally even though not needed will aid with cell balancing. This can be L1. Motels have not as yet realized what a draw EV charging can be. Most are not primarily advertising the service but you can find them. Maybe they visualize 30 people wanting 4 chargers and what to do. I am traveling with a Tesla charging kit, 120 & 220 plugs, 25’ cable & L1/L2 charger. Two A2Z adapters J1772 and CCS1 for Tesla destination chargers and superchargers when BMW gets their act together..

Being a block headed stubborn conservative, I don’t usually look for Government handouts . But I will keep the suggestion of using Municipal sights in mind when available. After all, I did take the $4,000 Federal handout when I bought Copcar (black & white i3).

The only worry left is running into snow and what to do. I grew up in snow country and did some organized racing on ice. I learned about regen braking in snow with my first EV. Absolutely suicide for an unexpecting driver. I think with snow tires fitted it would be ok. I have none and would probably only have a maybe need that could be solved by an overnight delay.

 

[Mondomensch]

The only worry left is running into snow and what to do.

Yep. I remember running into an actual snowstorm one Christmas trip on i5 in the Medford to Shasta stretch, but was driving my Subaru at the time.

Are you planning on heading south then east? Would going right along the coast avoid actual snow and be more scenic?

Hope you will report here afterwards on your experience and the practical ins and outs of an i3 road trip outside urban areas!

 

[unL33T]

The only Tesla Superchargers that work with the i3 need an adapter, called a "MagicDock." These are built-in to the stations, which, unfortunately, are still few and far between in North America. https://www.plugshare.com/map/tesla-ccs-locations. BMW is working on CCS adapters, but they're currently unavailable in the U.S.

I thought only Tesla's non-Superchargers work with the MagicDock for now? The letter was indicating this will be changing in the future.

 

[Mondomensch]

I thought only Tesla's non-Superchargers work with the MagicDock for now? The letter was indicating this will be changing in the future.

My understanding was that BMW will be developing an adapter and i3 software upgrade to use with non-magic dock Tesla DC chargers. We owners would need to carry that adapter with us; Magic dock-equipped Tesla chargers already have a built in adapter and plug into our CCS ports directly.

 

[unL33T]

My understanding was that BMW will be developing an adapter and i3 software upgrade to use with non-magic dock Tesla DC chargers. We owners would need to carry that adapter with us; Magic dock-equipped Tesla chargers already have a built in adapter and plug into our CCS ports directly.

I was under the impression the Tesla DC chargers are called Superchargers and none of them currently have the MagicDock and those are the ones that will be enabled in the future once a recommended adapter is available. The non-DC Tesla chargers are called Destination chargers.

As far as I know you can already use an aftermarket adapter with non-Superchargers (with no DC) but I could be mistaken as I have never done it.

Also worth noting that even some Tesla's can't use Superchargers. Usually if they've been written off and repaired.

However, after some more reading I am now not sure as both their website and Wikipedia seem to just call all Tesla chargers Superchargers so I am thinking I am either mistaken or going off old information.

I did find this article about the difference between the two:
https://www.jdpower.com/cars/shopping-guides/tesla-destination-charging-vs-supercharging

So I guess all that was just to say... I am confused. lol And I think I was wrong and all their chargers are called Superchargers, just to keep things totally not confusing.

 

[alohart]

My understanding was that BMW will be developing an adapter and i3 software upgrade to use with non-magic dock Tesla DC chargers.

I will be surprised if BMW creates an i3 software upgrade that supports Tesla Supercharging because i3's are no longer being manufactured and BMW considers an i3 to be a "megacity car" that would rarely need to use a Tesla Supercharger.

If BMW does create such an update, I will again surprised if BMW reimburses its dealers their cost of installing the update. Our local BMW dealer is now charging $450 for an integration level increase!

 

[Mondomensch]

Our local BMW dealer is now charging $450 for an integration level increase!

Must be the shipping cost to Hawaii!

I agree on the low probability of us getting an i3 software update to support Tesla DC chargers anytime soon. My BMW letter though was to me as an i3 owner, so maybe some chance... I'm doing ok with CCS as needed so wasn't counting on using Tesla chargers anyway.

 

[eNate]

I don't expect the i3 will need a software update to accept a Supercharger connection, once BMW vehicles are added to Tesla's roster. And I can't imagine they would have sent that letter to all of us i3 owners if it wasn't their intent for us to eventually gain that support.

The v3 Superchargers are CCS compatible, so the onus is on the CPO (specifically in this case Tesla) to ensure their equipment works on all of the different flavors of CCS cars, which apparently has been an issue because of the loosely written CCS protocols.

 

[eNate]

Full charging overnight occasionally even though not needed will aid with cell balancing. This can be L1.

Just something to consider: the i3 cell balancing is a relatively slow process, and occurs after the charging has stopped (though not necessarily 100%) and the battery is at rest. My point being that if you find an overnight L1 or L2 charging opportunity, nothing will happen WRT balancing until after the charge completes. Regardless of this, I'd still love to hit the road with a fully charged car if I have a long day of driving ahead.

 

[tob1as]

I will be surprised if BMW creates an i3 software upgrade that supports Tesla Supercharging because i3's are no longer being manufactured and BMW considers an i3 to be a "megacity car" that would rarely need to use a Tesla Supercharger.

If BMW does create such an update, I will again surprised if BMW reimburses its dealers their cost of installing the update. Our local BMW dealer is now charging $450 for an integration level increase!

There are already CCS1 adapters for NACS (J3400) plugs that allow DC fast charging at Tesla Superchargers, and Magicdock equipped superchargers already can charge our i3s (I’ve done it a few times). All that is needed is for Tesla to “unlock” the software for their other Superchargers. Instead we are waiting for BMW and Tesla to work out plug-in-charge currently (and/or payment through the BMW app). Magicdock Superchargers currently get activated through the Tesla App. So, generally, there is no technological issue that has to be solved, but BMW wants their own software to be used as the “portal”.

 

[websterize]

The only worry left is running into snow and what to do. ...

If you're running 20-inch wheels, book airfare. At that size, the i3 runs sport tires only. As a former Bear, you probably know these are extremely hazardous in winter conditions. In Germany, they cut off your jimmy for running sport tires in winter. While a compromise, 19-inch all-season tires should be fine in everything but heavy stuff. I'd wager your panda has 19-in. all-seasons. (The 19-inch *winter* tires are, big surprise, superb, both in grip and stopping distance on a winter road trip. Driving a light, RWD grocery go-kart in powder on winter tires is a blast. I run them on my i3 s from Thanksgiving to Easter. Unfortunately, there are no winter tires available in North America for the 20-inch wheels. You have to purchase a dedicated winter wheel/tire package if your i3 shipped with 20s — and if you don't want to die.)

One more thing: If you end up road tripping in winter, and if you are plugged into an L1 or L2 EVSE, precondition the traction battery before heading out the next day. It takes up to four hours. You'll head out with the pack warmed to an optimum temperature, maximizing range. You can also simultaneously have the car precondition the cabin so it's toasty toast for you and the missus.

 

[websterize]

As far as I know you can already use an aftermarket adapter with non-Superchargers (with no DC) but I could be mistaken as I have never done it.

That's correct. These EVSEs, which Tesla calls destination chargers, will send up to 7.4 kW of AC to the i3. I've used them at hotels.