Recent content by wattmatters

If you want a stress free trip then just stick to the Tesla Supercharger network (download the app and get an account). For that trip they are perfect.

The pertinent data I was sharing was the trip total consumption of 17.3 kWh/100km. But since you asked: Stop 1: 20.133 kWh Stop 2: 37.336 kWh

April update: All charging at home this month, and all from excess solar (worth nothing for export) or free grid energy, so zero cost.

? I left with 100% and charged twice enroute. I never said it was a drive without charging. I was sharing the car's consumption on a long trip with a bike rack and bike on the back + full boot of luggage and two occupants. The economy rate was barely any different to normal.

I did this drive yesterday in my 64 kWh MG4: About 3/5ths on the dual carriageway, the rest on pretty ordinary country roads. Started out on wet roads and cool, not cold. I had a tow bar bike carrier rack and bike on the back.

WLTP is from the manufacturer. Perhaps the LFP battery consumes more energy in WLTP testing (e.g. for cold weather numbers as LFP loses more capacity than NMC in cold conditions)? The 51 is only 16 kg lighter than the 64. Another factor would be the higher AC charging efficiency of the 77...

Would a 77 typically have more highway miles than a 51? I was referencing the EV database: https://ev-database.org/car/1973/MG-MG4-Electric-77-kWh https://ev-database.org/car/1708/MG-MG4-Electric-64-kWh https://ev-database.org/car/1707/MG-MG4-Electric-51-kWh

The posted economy rate specs have the 77 at a little over 1% higher consumption per km than the 64.

I typically get between 16.5 and 18.5 kWh/100 km when driving the freeway between Coffs and Sydney at posted limits (mostly 110 km/h actual speed). The difference is usually wind and temperature conditions. Air drag increases with the square of speed, and the power demand increases as a cube...

The car's discharge feature is for V2L only. I have the Sig EVDC module as well. No plans to use the bidirectional capability other than for long grid outage support.

Yesterday was rainy with sun poking through at times. Love the free energy we get in the middle of the day. Also a bonus period in the evening where we get $1 for not importing and extra for exporting some. 25-Apr PV Import (Free) Export Consumption kWh 22.5 27.6...

In that case you would be better to put a power/energy monitor on your charge station circuit if it doesn't have something already built in. It's the energy put through a charge station you are paying for, not what ends up in the car's drive battery. Another option is to use ChargeHQ. It...

Just on this, I have a sensor set up in my Home Assistant which counts the days since my car was last at 100% SOC. MG4 Essence 64. It's a tool I have to check it hasn't been too long. Usually it looks after itself without me needing to schedule it as I'll typically give the car a full charge...

What info do you need? While driving the car is always sending data to the SAIC server, so that part is covered, e.g. odometer readings. That doesn't tell you what the km were for though (e.g. personal v work). For charging energy it would be better to use data from your charging source(s).

Not usually, unless you are high mileage and DC fast charge a lot. If the car really needs an equalisation, it will tell you. Else normal charging to 80% SOC will take care of it, provided it's the car's BMS which stops the charge session and not the EVSE (or service controlling it) as that...