Overall, during a 2-day trip we saw cold temperature range reductions of -25 to -40%. A stunning drop in range that caught us by surprise.
We drove a Tesla Model 3 Long Range (dual motor) EV for 2 hours with temperatures 18-21 degrees F. The estimated range, if we had had a full charge, went below 200 miles.
At 80% charge, that would have limited are total range to 160 miles (80% of 200) – but since we don’t plan to go below 20% (see below for why), that gives us a wintertime range in cold conditions of 120 miles (80% – 20% gives us 60% of capacity).
We did not charge to more than 80% due to holiday congestion.
Once it warmed up near or slightly above freezing, our estimated (full 100%) range went back to about 250 to 260 miles (156 miles if staying in 20%-80% limits). The EPA estimated range for our specific model is about 340-360 miles (or 215 miles within the 20-80% band).
Once we got back home where the temperature was 47, the estimated range, if fully charged, was back up over 330 miles.
The cold weather range issue caught us by surprise – I knew it would be less, but we were seeing -30% to -40% reduction in range. I now know this is normal (see below).
In the part of the county where we live – inland northwest – and our trip took us into Idaho and Utah – charging stations are far apart, typically 75 to 120 miles between available charging stations.
In the cold temperatures, it takes most of your 60% (20%-80% battery range) to drive 120 miles.
Going below 20% is a problem because at one point, our next charging stop was estimated to have 43% battery remaining – but by the time we got to the next charger, it went down to 29% – a -14% reduction from the initial prediction. When charging options are a hundred miles apart, we are not going to plan on going below 20% capacity – to will keep the 20% buffer for surprises like that 14% reduction.
Along part of our route, we were on one of the most desolate highways in the lower 48 – in 244 miles, there is one charging station near the middle (and just 2 tiny towns with gas stops for ICE vehicles).
It’s more remote than America’s “loneliest road in America” Hwy 50 in Nevada (and the only route for us when headed eastbound).
When the chargers are far apart, it means we have to charge to 80% (or more) as we will use up 50+% of the total battery capacity driving 110-120 miles to the next charging station. It also means reduced charging speed as half the charging is at >50% battery capacity (when the charging rates drops by 1/3 to 1/2 the maximum possible) to get a 120-150 mile 20%-80% range in the cold.
This cold weather issue is a problem for EV usage in the inland northern half of the United States, and in Canada. In the inland NW and upper Midwest, the charging infrastructure needs more stations, at less distance apart.
“A 2023 study from Recurrent showed a 24 percent loss at the freezing point.
Extreme cold can have an even more dramatic effect on Model 3 range. Tesla owners in Chicago experienced massive range and charging speed losses in below-zero temperatures. TFL Car tested a Model 3 in frigid conditions and received only 158 miles of range while all but completely draining the battery.”
In real world cold weather tests, the Tesla Model 3 LR had among the worst range drops in cold weather: Winter range test of 23 EVs produces surprising champion – ArenaEV and Tesla Model 3 ‘Highland’ Falls Short In Norwegian Winter EV Range Test
Knowing what we learned on this trip about winter EV usage, there are parts of Eastern OR, parts of ID, most of MT, WY, ND, SD and NB that we will probably switch back to using an ICE (gas) vehicle due to the lack of charging infrastructure needed for frequent charging in cold winter conditions.
This was quite a learning experience.
