Plug-In Path

@Trellraiser @ecurbinvests

Literally there were 3 warnings excluding what's on the pavement.

There's far too much text.

The warning really needs to be like this

Here's a look across a wider range of shapes and sizes: Chevy Bolt, BMW iX3, Tesla Model Y, Porsche Cayenne, and Ford F-150 Lightning. Virtually all of them track tight to their EPA dynamometer curves (or beat them). The R2 has, by far, the largest discrepancy between EPA baseline and real-world efficiency.

Exactly, but the issue is that Rivian's official EPA dynamometer coefficients (which account for aerodynamic drag, tires, and drivetrain efficiency) imply far better high-speed efficiency than what real-world tests have shown so far. By contrast, real-world data shows the Model Y meets or beats its dyno curve, while the iX3 lands right on its estimate.

The R2 is furthest from EPA I have in the database, except the Model S Plaid and the Lexus RZ.

EVBench is designed to help put tests on a level playing field and give the best reasonable predictions possible on real-world range and charging. evbench.pluginpath.com/?tab=… For example, this is what R2 range looks like at 75mph in the winter

The first Out of Spec test with Joes's R2 got 253 miles - basically the same as Toms test adjusting for massive HVAC usage due to 98F weather. And that's the test that kicked off the range complaints. If we adjust for altitude and temperature (to sea level, 70F) the rests are actually reasonably consistent. Tom must drive smoother, he almost always gets a little better range. Below are the (roughly) adjusted figures:

Validating EVBench road trip calculations against our regular ~700-mile family trip! We used to "one-shot" this in 9–10 hours in an ICE car. In our Gen1 R1T, it's 11.5–12 hours—and simulations show the R2 will add another 20–40 minutes to that. Meanwhile, the Model Y L saves over an hour per trip at a lower price point, and the iX3 saves ~1.5 to 2 hours at 80 mph. Across 5 years of trips, that time difference adds up to over 100 human-hours saved as a couple. When does faster highway travel outweigh brand loyalty, looks, or other features for you?

I could not get the Tesla app to work to initiate charging here. Then I looked at the walls and realized they turned this garage into a faraday cage.

An update to my EV energy-sharing (V2X) comparison: - Tesla’s Model 3/Y manual lists up to 11.5 kW for Powershare home backup, same rating as the Cybertruck - Added GM Energy PowerShift Tesla’s solution would lead the pack if Tesla turned on Grid Support for the 3/Y and supported the Powershare Gateway for them. The inverters are already UL 1741 certified. GM’s system is underwhelming: - 9.6 kW backup, for outages only - Needs an offboard inverter plus a battery to start the system in an outage - NACS-port GM EVs have to swap adapters to switch between charging and backup The GM inverter is UL 1741 SB grid-certified, so the outage-only limit is a choice

Meanwhile, vibecoded photoshop: