Tag Archives: DC charging

Road Tripping in a 7-Year-Old EV with 100,000 Miles

June 2025. American Southwest.

This spring I reached 7 years in my Model 3 and celebrated the occasion with a road trip to visit National Parks and landmarks in the American Southwest. I’ve gone on similar trips when the car was new, and several times a year I go on regional trips that require a supercharging stop. But now I was approaching 100,000 miles on the odometer and wanted to know how well the car would handle a longer trip. Would I still get fast DC charging speeds while driving hundreds of miles and supercharging 2 or 3 times per day? Would I have to wait in line to charge since more cars use the Supercharging network now? Would newer charging stations be in good locations? And what about that electric cooler I picked up, would it drain my battery? (spoiler alert: No). My goal was to Combine an EV road trip with meeting friends from the east coast, spending time in the great outdoors, and testing how well my 7-year-old EV would handle the trip.

The Car

2018 Model 3, RWD, 18″ wheels. The odometer is now at 101,000 miles and rated range with a full charge is 272 miles. Note that rated range is based on an EPA estimate of energy use/mile. Over 100k miles I’ve averaged 15-20% over EPA rating. YMMV.

The Trip

Visiting National Parks. This was a milestone birthday celebration with a group of friends to hike, bike, and kayak in National Parks in Arizona and Utah. My east coast friends flew in to Phoenix and drove to the Grand Canyon. One friend drove with me from the Sacramento area and we stopped at a few more National Parks and landmarks along the way. We took turns driving and my friend served as DJ. Somehow I’d missed the whole Yatch Rock thing and it set the perfect vibe for this road trip. Also, Ray Parker Jr. and Raydio – 2 thumbs up.

National Parks and Landmarks Visited

We stopped at Sequoia & Kings Canyon National Park to check out Moro Rock and giant sequoias; the Hoover Dam; the Route 66 Museum in Kingman; hiked in the Grand Canyon; kayaked on the Colorado River in the Glen Canyon National Recreation Area; rented eBikes in Zion National Park; hiked in Bryce Canyon National Park; saw slot canyons near Page; checked the temperature in Death Valley (it was hot); and stopped at Mammoth Lakes, Mono Lake, and Lake Tahoe. It was a good trip.

Supercharging

Supercharging stops averaged 18 minutes for the whole trip. I supercharged 11 times at 10 locations and my car charged the same on this road trip as before. I noticed charging power over 220 kW, but didn’t stick around to check the highest charging speed. I averaged 148 miles between superchargers.

I paid $163 for charging on this trip.

I didn’t have to wait in line for superchargers. The superchargers were busy but no waiting. I saw cars from different manufacturers at most stops and that was good to see. However, twice I saw a single car taking up 2 supercharger stalls because their charging port was on the opposite side of the car and parking like that was the only way the driver could get close enough to plug in. Luckily that didn’t prevent anyone else from charging those times, but it can be a problem until Mfg’s establish common standards for length of charging cables and/or charge port location.

Phone pic of my odometer. We drove 2,100+ miles while visiting National Parks and landmarks in 4 states.

Energy Use

I used 581 kWh of electricity to drive 2,181 miles. The car reported using about 460 kWh for the trip (see odometer above under ‘Buddy Trip’). But that number represents only energy used from the battery pack. Getting those 460 kWh into the pack used more energy. Charging an EV involves converting AC to DC, which results in losses. Supercharger stations convert electricity to DC before sending it to an EV – a process that is about 92% efficient. As a result, 100 kWh of electricity are used for each 92 kWh sent to an EV. Level 2 conversion of AC to DC occurs in your car and is less efficient – about 85%. So 100 kWh are used for each 85 kWh stored in the pack. Level 1 charging is less efficient – about 70%. I recorded energy sent to my car on this trip from Supercharging, Level 2 charging, and Level 1 charging, and added charging losses to get a more accurate estimate of the total amount of energy used.

2/3 of the energy for this trip came from supercharging.

Two thirds of my energy came from supercharging. The rest came from my home and from Level 1 and 2 overnight destination charging at places we stayed.

Comparison: 1 gallon of gas contains the same amount of energy as 33.7 kWh of electricity. So using 581 kWh of electricity for this trip is like using 17 gallons of gas to drive 2,100 miles (that’s like getting 125 MPG).

Emissions

Charging my car produced 344 lbs of CO2 emissions. Where you charge on a multi-state road trip impacts total emissions since each state utilizes a different mix of fossil fuel and renewable power plants for their grid. I kept track of how much electricity I got from charging in each state and looked up CO2 emissions from generating electricity in those states. The Department of Energy’s Energy Information Administration publishes this data as pounds of CO2 emissions released per MWh of electricity generated in each state. The EIA lists the data by state, by year, and includes other emissions produced by electricity generation like sulfur dioxide and nitrogen oxide. I focused on CO2 since it is a potent heat trapping gas, and is useful for comparing EV emissions with those from gas powered cars.

In summary, I drove 2,181 miles and used 581 kWh of electricity. Generating electricity in California, Arizona, Nevada, and Utah to charge my car released 344 lbs of CO2.

How Does This Compare to a Gas Powered Car?

The average 25 MPG car produces 5 times more CO2 than my EV. Calculating emissions from gas powered cars is much simpler. Burning one gallon of gas releases 19.6 lbs of CO2. So you just need to know the number of gallons of gas used. The average car in the US gets 25 MPG. So a 25 MPG car traveling 2,181 miles would burn 87 gallons of gas and release 1,710 lbs of CO2 into the atmosphere – 5X more than my EV. I also calculated emissions from more efficient cars and larger less efficient SUVs that are popular (see below).

EVs produce fewer emissions.

Why is This Important?

Transportation accounts for nearly 1/3 of carbon emissions in the US. There’s about 300 million vehicles on the road in the US, and hundreds of millions more around the globe. The average person in the US drives about 13,000 miles per year in a car that gets 25 MPG. New sedans are more efficient, but pickup trucks and SUVs are the most popular vehicles on the road and these vehicles lag behind in efficiency. Even with improved efficiency for gas burners, EVs are much better for daily driving, road trips, and over their full life cycle.

My EV makes less pollution today than it did 7 years ago because the electric grid has been getting cleaner. That doesn’t happen with gas powered cars – a car that gets 25 MPG today will get 25 MPG 7 years from now.

Comparison of fuel sources for electricity generation in 2018 vs 2023. Less coal and more renewables have contributed to making the grid cleaner.

The average gas-powered car in the US releases over 200 lbs of CO2 into the atmosphere every week. Multiple that by the millions of vehicles on the road, every day, all year long, and those emissions add up quickly to 35 billion tons of CO2 injected into the atmosphere each year – by vehicles in the US. This man-made process is dramatically increasing the level of CO2 in our atmosphere.

We pump fossil fuels out of the earth and transfer that carbon into the atmosphere. Our current mode of transportation consists of pumping fossil fuels out of the earth and burning them. This takes carbon that was deposited in the earth over a period of millions of years and rapidly transfers it to the atmosphere through a 100% man-made process. The climate has gone through ice ages and warm phases in the past. However, previous climate change events were caused by natural events like prolonged volcanic activity, changes in solar activity or the Earth’s orbit, and perhaps even asteroids. Those climate changes brought drastic consequences including species extinctions that are best avoided.

Climate change can be avoided. Burning fossil fuels on a large scale tips the balance of the earth’s atmosphere and ecosystems, and it is entirely under our control. More sustainable solutions are available and worth developing. The good news is that the US grid has been improving.

Thoughts on EVs from my Friend

The friend who drove along with me does not have or plan to get an EV. We took turns driving but didn’t talk much about my car during the trip – except for those WTF moments when phantom braking reared its ugly head. He spun up good tunes, enjoyed the landscapes, and observed. At the end of the trip I asked for his thoughts, the pros and cons. Here’s his report:

Pros: Pleasantly surprised by how quick the car charged at the Superchargers, by the easy access to chargers along major routes, the location of chargers, amenities, and by not having to wait for charging.
Cons: Cruise control was terrible. I’ve had TACC in my past 3 cars and never had a problem with it. The phantom braking is a safety issue and it was annoying as heck.

Conclusion

There is nothing extraordinary about making this trip in an EV today. ‘Regular’ cars do this all the time, and that’s the point: EVs are just cars (that produce fewer emissions). My EV has held up well. At 100,000 miles it’s reliable, takes care of commuting, chores, family outings, and is still road trip worthy. It takes me places I like to go while greatly reducing emissions. If you haven’t considered an EV yet, there are a lot of options for ~300 mile EVs on the US market from Chevy, Ford, Hyundai, Kia, Nissan, Toyota, Tesla, VW (and more expensive models from Audi, BMW, Cadillac, Lucid, Mercedes, Polestar, Porsche, Rivian, and Volvo). My advice? Check it out.

Finally, I like sharing pics so I’ll end the post with a couple highlights from the trip:

Approaching Moro Rock in Sequoia National Park (left), and a view of the park from Moro Rock.
Driving past the Ivanpah power plant on Rt. 15.
Clockwise from above: Intake tower at the Hoover Dam; Statue commemorating workers who built the dam; 1951 Studebaker with a window-mounted evaporative air cooler in the Rt. 66 Museum.
The Coffee Cup Cafe in Boulder City, NV is a great little diner.
Starting our hike down South Kaibab and coming back up Bright Angel in the Grand Canyon National Park.
Slot canyon near Page; Kayaking down the Colorado River (photo credit: Steve O).
Riding eBikes in Zion National Park; Hiking in Bryce Canyon National Park.
The author in Death Valley National Park.
Charging in Lone Pine, CA.

5-Year Review of the Model 3: Charging

April 2023. California.

Part 5 of my 5-year review on the Model 3

Charging at home: I charge my EV in the garage each night. I’ve used 2 approaches for daily charging over the last 5 years. And for those new to EVs, I don’t sit around waiting for my car to charge, it charges during the night while I’m sleeping. I wake up with the car ready for the day ahead of us. I bought a splitter for my clothes dryer outlet from EVSEAdapters and have the clothes dryer and my Model 3 mobile connector plugged into the same outlet. We don’t dry clothes overnight or early weekday mornings so we don’t have to worry about tripping the circuit.

I use this splitter to share the same circuit for drying clothes and charging our EVs. Works well for us.

1) For the first 2 or 3 years I had my charge limit set at 60% for daily driving and scheduled charging to start at 3AM when electricity prices were low. I charge on a 30 Amp clothes dryer outlet and about 2 hours of charging would get the car back to 60% SOC each night.

2) Before going on road trips I’d set the charge limit at 90% to make use of the range we’d need to reach our destinations. After getting back from one of our trips I forgot to reset the SOC and just kept the charge limit at 90% the past 2 years. I don’t need the range of a 90% charge for daily driving – in fact I prefer keeping my battery at a lower SOC in the hopes it increases longevity – less time at higher voltage for the cells. So what I do now is charge for 2 hours before leaving for work. I scheduled the car to start charging at 6AM, and I get 2 hours of charging before I leave at 8AM. That adds about 50 miles to the pack, which is enough for the day. RecurrentAuto can track your State of Charge over time so you can see your charging habits on a graph.

State of Charge of my Model 3 over a one month period. Data from RecurrentAuto.

Note: There are many ways to approach daily charging, this is what works for me.

Road Trips: First thing I do for road trips is plan my charging stops using ABetterRoutePlanner. Great resource, check it out. On long road trips I average about 150 miles between Supercharging stops and a little over 20 minutes charging time per stop. I use the stops to grab a bite to eat or stretch my legs. At each Supercharger I usually charge up to the distance of the next leg plus 100 miles. That extra 100 miles in the pack doesn’t give me the fastest charging times but it does give me added flexibility in case of unplanned detours. I’ve done road trips alone and with the family – in one case covering 800 miles in a day with the whole family on board and it worked out well.

DC charging on road trips using Tesla’s Supercharger network is dead simple. Park, plug, grab a cup of coffee, and soon after get back on the road refreshed. The Supercharger network was the #1 reason I ordered the Model 3. The range of the Model 3 combined with the Supercharging network has allowed to visit a number of places we’d been wanting to visit – all while driving a low emission vehicle.

This is Part 5 of my 5-year review. The review is broken up into short posts on different aspects of owning the Model 3. Additional posts will be linked below as they go live. Topics covered include:

2012 Rav4 EV: The End of a Chapter (for us)

July 2020. Central Valley, CA.

We bought our first EV in 2013: a new 2012 Toyota Rav4 EV. We absolutely loved that car. The Rav was our daily driver and #1 family car. In July 2020, after 7 years and 88,000 miles of travel, we sold our Rav. This was the end of a chapter for us, but the beginning of a new chapter for another family. This short post recaps our thoughts on this car and how selling our 7 year old EV worked for us.

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Supercharging II: 800 miles in a day

March 2021. California-Grand Canyon: There & Back

This spring we drove to the Grand Canyon to get outdoors and to get a break from virtual schooling during our children’s spring vacation. This post is a ‘road trip primer’ for those considering an EV and is another example to demonstrate that electric cars work well for families.

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Repost: Winter Snow Adventures in a 2012 Toyota Rav4 EV

January 2016. Sierra Nevadas, California.

This article was originally posted on the Transport Evolved website in January 2016.

We live in California’s Central Valley about 100 miles from beautiful spots in the Sierra Nevadas, and we try to get up there as often as possible. Our town sits just above sea level, so traveling to the Sierras involves a climb of 7000 feet. This could be a problem for EVs that have 80-100 miles of range and no options for rapid DC charging, especially in the winter.

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Quick Charging a 2012 Toyota Rav4 EV with CHAdeMO

September 2015. California

This article was published on the Transport Evolved website in 2015 after we added a DC Quick charging port to our 2012 Toyota Rav4 EV.

While market share of electric cars still has a way to go, the number of electric cars on the road today has reached the point where companies are springing up to serve the needs of electric car drivers. Third party companies sell aftermarket accessories, home charging stations, mobile charging cords and more.

Now, we can add to that list a DC quick charging port for the 2012-2014 Toyota Rav4 EV.

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CHAdeMO Charging the Model 3

July 2019. California

Last night I received the 2019.24.4 software update for our Model 3. So this morning I tested Tesla’s CHAdeMO adapter to determine the rate of charge, and see how many miles I’d get and how long it would take to charge from a given SOC. Summary: 45 minutes gave me 139 miles of rated range and cost $8.69. Tesla’s CHAdeMO adapter is easy to use and provides more charging options for the Model 3.

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Summer EV Road Trips: Tesla Model 3 Edition

July 2018. California and Nevada.

Since getting our first electric car 5 years ago we’ve taken our EV on summer road trips. Last week we took our first road trip in our Model 3. How was it? We saw some great sites, interesting history, and beautiful vistas. Continue reading

EV Charging Primer – U.S. Edition

In one respect charging an electric car is no different than filling a gas tank: it’s all about storing energy in the car to power its motor. We use electricity every day to power and charge all kinds of devices: phones, computers, shavers, televisions etc. But since driving an electric powered car is still a new idea for many people, it might help to be familiar with the terms you’ll be using, so we’ll cover that first. Continue reading

Travelogue: A DC Road Trip from Davis to Monterey and Back

July 2016. California.

In July 2016 we took our 2012 Rav4 EV, equipped with JdeMO, on a 400 mile road trip to Monterey.  (This post was also published at InsideEVs.com, read it here). In July 2021 we made the same trip in our Model Y – I compare the recent trip with the 2016 trip here: To Monterey in an EV: Then and Now.

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Life with the Rav4 EV, in Pictures

December 2018

This post is short on words, long on pictures to give you an idea of what it’s been like for us to live with the all electric Rav4 EV for the past 5+ years, and how an electric car may fit into your life. I initially posted these pics in June 2016, and updated the post in November 2018 to add some pics and a couple thoughts as more affordable, longer range electric cars are showing up on the roads. Continue reading