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The temperatures have dropped and California "winter" is upon us. The car is calculating for poorer range because of this. The way you can be assured the charging equipment is working correctly is, the green bar battery gauge on the left still goes up to where it always does. It's just the estimated range that has changed and I assume it's based on actual recorded outside temperatures and not assumptions based on a calendar date. We shall see as this will be my first "winter" with the Bolt.

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107 Posts

Mostly, yes. The computer is doing it's estimate based on your last few hundred(?) miles of driving. If you suddenly start doing lots of more efficient drives, like slow-speed errands with the climate system off, the range will go up. If you start doing long-distance fast highway trips with the heat turned way up, the range will go down.Thanks. So when spring comes back I'll get my miles back? Makes sense.

As a side note, check your tire pressure, that drops too as it gets colder, and can have a significant impact on efficiency. 38 is 'recommended', but I like to keep mine closer to 41.

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1,126 Posts

Here is my example. During the summer I averaged about 4.1 miles per kWh using air conditioning and driving 65 to 75 mph for 95% of my 130 mile commute. Yesterday I averaged 3.5 miles per kWh without running the heater, I did warm my seat and steering wheel for 20 miles of the drive, for the same commute. It wasn't that cold, maybe high 40's to low 50's. The wind wasn't that bad either. Higher air density has a huge impact on the Bolt.

Higher air density has exactly the same effect on the Bolt that it has on every other car. For example; if you double the air density, you double the aerodynamic drag. Air is 12.8% more dense at 32F than it is at 95F, so the aero drag goes up by 12.8%. If aero drag is 90% of the overall drag on a Bolt, at 75 mph, and only 89% of the overall drag on a Model 3, then you would see a 1.1% greater effect on the Bolt.

Here is my example. During the summer I averaged about 4.1 miles per kWh using air conditioning and driving 65 to 75 mph for 95% of my 130 mile commute. Yesterday I averaged 3.5 miles per kWh without running the heater, I did warm my seat and steering wheel for 20 miles of the drive, for the same commute. It wasn't that cold, maybe high 40's to low 50's. The wind wasn't that bad either. Higher air density has a huge impact on the Bolt.

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782 Posts

drag co-efficient establish the base mathematical factor from which all drag is calculated vs. velocity - most aero-dynamic drag as a velocity-squared component which quickly overwhelms even the lowest drag co-efficients - all cars suffer from massive aero-drag factors once you get over 40-50 mph…regardless of the drag co-efficient you can't beat the velocity-squared into submission and range starts to drop as the battery has high consumption demands placed on it to overcome the ever increasing drag factor.

Here is my example. During the summer I averaged about 4.1 miles per kWh using air conditioning and driving 65 to 75 mph for 95% of my 130 mile commute. Yesterday I averaged 3.5 miles per kWh without running the heater, I did warm my seat and steering wheel for 20 miles of the drive, for the same commute. It wasn't that cold, maybe high 40's to low 50's. The wind wasn't that bad either. Higher air density has a huge impact on the Bolt.

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1,126 Posts

The Bolt isn't horrible with drag coefficient, but it will suffer more than a Prius and Volt. The drag coefficient IMO should be better for the Bolt without having to pull in air from the grill.Higher air density has exactly the same effect on the Bolt that it has on every other car. For example; if you double the air density, you double the aerodynamic drag.

I seem to remember from internal combustion engine class in college that the professor said it takes horsepower to the velocity cubed to overcome the drag. think velocity squared is bad when velocity cubed is exponentially worse. thinking this is why they limit the speed on the bolt as the current draw will cause too much heat in the battery that the cooling system can't keep up with. captain, the dilithium crystals can't take any more power.drag co-efficient establish the base mathematical factor from which all drag is calculated vs. velocity - most aero-dynamic drag as a velocity-squared component which quickly overwhelms even the lowest drag co-efficients - all cars suffer from massive aero-drag factors once you get over 40-50 mph…regardless of the drag co-efficient you can't beat the velocity-squared into submission and range starts to drop as the battery has high consumption demands placed on it to overcome the ever increasing drag factor.

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I am pretty sure that the result would then be that his wife complains about low full range.switch cars and see what happens

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I would but without heat on I'm going to have a hard time seeing through steamed up windows. I live in Chicago, we get down to zero and below in winter. I can try it when 25-30 or above.

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I can try, it may be our driving styles effect it more than I think.I am pretty sure that the result would then be that his wife complains about low full range.

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Is there a difference in the mi/kWh readings between your car and your wife's car?

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