Tesla Model 3 winter battery life challenge, low temperature + high speed only ran 252 + 28 kilometers
The new year is approaching, and before we know it, our test has reached the fourth vehicle. As the final battle of this event, the protagonist of this test is also very popular-Tesla Model? 3.
The rules remain the same. For this test, we still cooperated with Shanghai Media Cheju.com and Guangzhou Media Electric Planet to set off Tesla Model 3 at the same time to simulate the long-distance travel conditions of urban car owners in winter. Of course, the route It is also basically consistent with previous tests.
It should be noted that due to various reasons, what we received for the Beijing line was the imported Model 3 standard-range upgraded version, the Guangzhou line received the imported Model 3 long-range version, and the Shanghai line received What arrived was the domestically produced Model 3 standard battery life upgraded version.
The models tested on the three lines are different, so it is difficult to reflect the impact of temperature on the battery life of the same model. But on the other hand, this also facilitates direct comparison between different Model 3 models and has a certain understanding of the real endurance performance.
Let’s take a closer look at our test car. The table above is a bit complicated, because the imported standard battery life upgraded version has been discontinued in China, so the price is based on a rough range; NEDC battery life So there are two numbers because this car was marked with a 480km range on its official website last year. Later, the official website of this imported model was offline. We can only rely on the battery capacity on the nameplate and the Ministry of Industry and Information Technology’s purchase tax-exempt model catalog. Comparing it with the models published in , it is judged that the car should have a 53-degree battery, which is a model with a national standard working condition of 455km.
Considering that the current domestic Model 3 standard battery life upgraded version uses the same battery cells and three-electric system as the imported version, and the NEDC and national standard operating conditions are basically the same. In order to facilitate the use of the Shanghai line Comparing the domestic version, we also calculated the final discount rate based on the theoretical value of 455km on full battery life.
Getting back to the subject, according to the plan, our test route this time will be as consistent as possible with the previous three times, starting from the Northwest Fourth Ring Road in Beijing, passing through the North Fourth Ring Road, East Fourth Ring Road, G1 Beijing-Harbin Expressway, and G25 Changshen-Shenzhen Highway Highway, and finally arrived at the Liuzhangzi service area in Chengde City, Hebei Province. The route is 296.9 kilometers in total, including 264 kilometers of highways, accounting for about 89%, and 32.9 kilometers of urban roads and ring roads, accounting for about 11%.
Mainly on highways, with a few urban roads, this should be an ideal working condition for long-distance travel. Of course, in order to ensure that the influencing factors in the three testing places are as unified as possible, we still made unified settings for the vehicle before departure, including:
Driving mode: energy saving;
Air conditioning temperature: 22℃, wind speed automatically;
Tire pressure is calibrated one by one;
Small meter cleared;
Each vehicle contains ***three drivers;
p>
Before departure, we fully charged the vehicle, and the meter showed a cruising range of 368km, which is the number indicated under U.S. EPA operating conditions. According to the car owner, it should actually be able to reach 380km on a full charge. On the day of the test, the battery life was lower, possibly due to the temperature.
After completing preparations, we set off at 10:30 in the morning. We will use the number 368km as the initial mileage of this trip, and measure the remaining mileage displayed on the vehicle after every 10km. Record once and finally summarize it into a table.
On the day of the test, it was the "Thirty-Nine Days" in Beijing, which is the coldest period of the year in Beijing. The temperature in the weather forecast was -7~2℃, and the temperature when we set out was 0℃. And the temperature throughout the whole process was not higher than 2℃. We speculate that this low temperature of around zero degrees may have a certain negative impact on the endurance performance of this car.
It is worth mentioning that, perhaps based on trust in AutoPilot, or because the roads were mostly highways with good road conditions, our main driver Jiji frequently turned on the AutoPilot advanced assisted driving function throughout the journey. In his own words, AP is the best ADAS system currently available, bar none. It's a little regrettable that the car we got is only equipped with the basic version of AutoPilot and does not have the optional FSD, so we cannot experience Tesla's automatic lane changing and NOA functions.
We were very lucky that this trip did not encounter the dilemma of heavy snow and road closures like the first and second tests. We were able to follow the original route, which was basically the entire high-speed drive. But unexpectedly, the Model 3 loses power faster than we thought: when the battery life is shown to be 98km, we are still 95km away from the finish line at the Liuzhangzi service area, which means that the Model 3 is very likely to be unable to " Finish the race."
Finally, we arrived at the Jinzhangzi parking area, more than 40 kilometers away from the finish line, at 1:47 p.m. The key data are as follows:
Total mileage 251.9km;
The remaining mileage on the meter is 28km;
The total driving time excluding waiting and resting is 195 minutes, and the average speed is 77.5km/h;
The average power consumption on the meter is 17kWh/100km.
The detailed recorded data is as follows:
It can be seen that even for Tesla with excellent three-electric system, there is still a big difference between the actual battery life and the displayed battery life in the winter in Beijing. . In order to facilitate your understanding, we have organized the data into a line chart so that you can compare it.
If compared with the three vehicles tested previously, the line chart looks like this:
It is not difficult to see that the battery life decline curve of Tesla Model?3 is similar to that of Xpeng G3 There is no obvious difference from the Weilai ES6. The Weimar EX5 has a relatively larger decline. But in the end, although it showed that the battery life was 0, it still relied on "emergency power" to glide to the Liu Zhangzi service area.
To be honest, this result was unexpected. When we customized the winter battery life competition plan, we thought that due to Tesla’s technical advantages in the three-electric system, it is likely to have the lowest battery life discount among the four cars, even though its full battery range is at least only 455km, but running 300km should not be a big problem.
But judging from the final discount rate, the discount on Model 3’s battery life is actually quite high, with the discount rate reaching 59.9%. In fact, it is not as many friends imagined that the battery life is longer than that of domestic models. The car is more "real". What's more, the three cars except Model 3 are all SUV models. Theoretically, the drag coefficient is worse than that of Model 3, which is a sedan, and it consumes more electricity when driving at high speeds.
Is it possible that the temperature in Beijing is too low? It is indeed possible. As mentioned before, the maximum temperature on the day of the Model 3 test was only 2℃, while the maximum temperature on the day of the test of Xpeng G3 and NIO ES6 could reach 5℃. The impact is definitely there, but the temperature difference is 3℃. How much impact it will have on the battery life of electric vehicles is questionable.
In addition, we also obtained some actual running data of the domestic Model 3 on the Shanghai route:
Outward journey: There is a severely congested road section. After driving 243.5km, the battery life is shown as 0, the discount rate is about 55%, and the power consumption is 19 degrees.
Return trip: The journey was smooth. After driving 252.8km, the battery life was 10km, the discount rate was about 58%, and the power consumption was 18.5 kWh.
This is very interesting. The highest temperature in Shanghai that day can reach 10℃, and the ambient temperature during the whole test was basically maintained at 9~10℃, but the discount rate they ran out was higher than that of our Beijing line. Even lower. You must know that the battery cells and other three-electric systems used in the current domestic Model 3 are still imported. It can be said that they are no different from our test vehicles in Beijing.
Of course, our entire test was broadcast live. If you have any questions about this test, you can now watch the replay to understand how we drove, tested, and recorded.
Then we can conclude that if it is mainly high-speed long-distance working conditions, a discount of about 40% should be more normal for the Model? 3 standard range upgraded version in winter. Battery life performance may be better than some domestic models, but there is no obvious advantage.
The key is that because the car’s battery pack capacity is only 52.8kWh, the NEDC operating range is only 455km, which means that the actual winter driving range of this car may be lower than those with larger battery capacity and NEDC For models with higher operating range, even if Tesla has an excellent three-electric system, it can only run about 250km on the highway, and this is already a relatively extreme situation.
If you are very concerned about battery life, or are considering buying this model because of Tesla’s excellent battery life performance, our suggestion is to wait for the long-range version, Model 3 standard The battery life performance of the upgraded version of this model is actually not as good as expected. From some perspectives, Tesla has over-praised it.
Of course, our test is only for battery life, and Tesla’s advantages are not only reflected in battery life. Tesla’s AutoPilot, FSD, OTA, super charging, performance, driving experience, etc. These are all advantages that cannot be ignored. Any one of them you like is a sufficient condition for you to buy Model 3.
At this point, all four models in the 2019 Pure Electric Vehicle Winter Real Range Competition have been tested. We will launch a summary report on the Beijing route later. If you are interested, please continue to pay attention. Electric intellectual!
This article comes from the author of Autohome Chejiahao and does not represent the views and positions of Autohome.