He ended up getting 205.5 miles (331 km). So, technically, he drove around consuming 97% of the total battery capacity. The SoC was at 1%, and the trip started at 98%. Just as he pulled into the Supercharger, the screen displayed the low battery warning. But still, getting 20 miles (32 km) above the estimated real-world range is very good. Of course, he made the trip without any cabin heating and kept the speed at 70 mph as much as possible. The EndingĪt around 3-4% of battery left, the odometer crossed 200 miles (320 km) for the trip, and that is quite impressive. But since he wanted to get the SoC as close to 0% as possible, he decided to drive the car around a bit more, and see how many actual miles it goes. Considering the real-world range of 181 miles, this was cutting it quite close. That makes it a total of a 177-mile (285 km) journey. This would definitely affect the final range.Īt 147.3 miles (237 km) into the journey, he was just 30 miles (48 km) out from his starting point. One interesting thing to be noted was that he did not require any cabin heating at all. He also commented on the smoothness of the Autopilot system, and how it made his life easier. Most of the journey was done at 70 mph (113 kph), just as he had planned to.Īfter taking a U-turn in Newburgh, the range estimate showed that he would arrive at the starting point at 5% battery level. He took a small break after 52 miles (84 km), before setting off again. The first 27 miles (43 km) decreased the battery level to 85%, but that included some city driving too. The charging from 87% to 98% increased the cell temperature to around 37☌ as well. The Actual DriveĪccording to the range estimation algorithm of the Model 3, the trip from upstate New York to Newburgh and back would decrease the SoC level to around -2%, which means that the trip will be a very thrilling one. Because of this, the Model 3 in question took almost 90 minutes to charge from 87% to 98%. Once the battery is at the optimum temperature, this process stops, and the car can use the entire 6 kW purely for charging. This heat is then sent to the battery through the coolant, and the battery gets warmed up. To do this, the motor uses 3 kW out of the 6 kW available and resists the current entering through the charger. The issue with charging in cold weather is getting the battery to its optimum range of temperature. When he plugged his car in, the charging began at around 6 kW. But since he wanted to conduct a proper range test, he charged it all the way up to 98%. The initial SoC was around 87%, which is a sufficient amount for a normal drive. He drove down to the municipal building in his town first to access the free Level 2 charging. In the beginning, the ambient temperature was around 28☏, which is around -2☌, while the temperature inside the car was 29☏. However, most real-world tests have found this figure to be around 181 miles (291 km). The EPA-rated figure for the single-charge range is 267 miles (430 km) for the Model 3 SR+. The idea was to drive the car at a constant speed of 70 mph (113 kph) as much as possible. He started in upstate New York, drove down towards New York City and turned around in Newburgh to come back up the same route. YouTuber ‘Battery Bro’ decided to have a range test for his Model 3 Standard Range Plus in cold weather in New York state. So, let’s check what happens when you drive the base variant of Tesla Model 3 from almost 100% state of charge (SoC) to almost 0% in cold weather?ĭriving A 2021 Tesla Model 3 Standard Range Plus To (Almost) 0% SOC!! A Real World Range Test for Tesla Model 3 Standard Range Plus Most of them are always talking about the topmost variant, or comparing it with the second-best to check whether it is worth it, and so on. Very few news articles nowadays talk about the base variants of cars.
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