u/Sea-Reserve177

For those interested in the efficiency of this vehicle, here are the detailed data of two real highway trips in spring. The final considerations are applicable for periods of the year when temperatures are equal to or higher than 20°C (68°F) (in Italy, about 6 months). I will post new tests this winter with real data at lower temperatures. ##TRIP 1:## OUTBOUND JOURNEY CONDITIONS: Mainly highway route at speeds of 130km/h (81 mph) ‐ 140km/h (87 mph) (with some short periods at 110km/h (68 mph) due to traffic), followed by a section of ring road to reach the destination.

Overall average speed: 100 km/h (62 mph)
Temperature: 12°C (54°F) (morning)
Weather: Cloudy, dry road
Distance traveled: 147.7 km (91.8 miles)
Air conditioning: off (ventilation only)
Heating: off
People on board: 3 adults
Average electricity consumption: 19.6 kwh/100km (3.16 mi/kWh) (BMS)
State of charge at departure: 100% (BMS)
State of charge on arrival: 56% (BMS) RETURN JOURNEY CONDITIONS: Reverse route, ring road section and then highway at speeds of 130km/h (81 mph) (with some periods at 145km/h (90 mph) and other short ones at 110km/h (68 mph) depending on traffic).
Temperature: 25°C (77°F) (afternoon)
Weather: Clear, dry road
Distance traveled: 146.3 km (90.9 miles)
Air conditioning: on (in ECO mode)
Heating: off
People on board: 3 adults
Average electricity consumption: 17kwh/100km (3.65 mi/kWh) (BMS)
State of charge at departure: 56% (BMS)
State of charge on arrival: 28% (BMS)
Estimated remaining range: 102 km (63.4 miles) (BMS) CONSIDERATIONS: The estimation of the BMS state of charge in the two sections is very different. The percentage of remaining charge at the end of the outbound journey seems much more conservative than the one calculated on the return. On the outbound journey (at lower temperatures), the BMS was extremely pessimistic and cautious. On the return, however, it was too optimistic, thanks to an ideal temperature for the LFP batteries which increased efficiency, resulting in a final consumption (17 kWh/100km (3.65 mi/kWh)) and a remaining percentage (28%) that were extraordinarily low for the sustained highway speeds. I believe this demonstrates the difficulty for BMSs in general to provide correct and linear values with LFP chemistry. The variables at play are quite a few, so to be safe, it is always better to use conservative estimates when planning a trip. In any case, the car allowed me to travel 300 km (186.4 miles) on a mainly highway route, still leaving at least 50 real usable km (31 miles) before truly reaching a percentage where it is better to recharge. This test confirms a useful range (meaning without reaching zero) of about 350 km (217.5 miles) on the highway in spring. TRIP COST ESTIMATION:
Charging losses: 20% (in AC at 3.1 kw / 13 A)
Net battery capacity: 66kwh (gross 68.8)
Energy from the grid: 0.803 kWh per 1% increase in the battery (already including losses)
% Charge consumed (accepting to trust the BMS): 72%
Energy from the grid used: 72x0.803= about 57.8kwh
Cost: Considering an energy price (all inclusive) equal to 0.24€/kwh, the trip cost about 14€.

##TRIP 2:## TRIP CONDITIONS FOR BOTH OUTBOUND AND RETURN JOURNEYS Crew: 3 Adults + 2 Children (Estimated load: ~313 kg) Weather: Sunny, dry road, light wind (7 km/h (4.3 mph)) Temperature: Between 20°C (68°F) (departure) and 28°C (82°F) (return) Climate control: Always active at 22°C (72°F) in ECO mode. On the return, the car had been left in the sun and the interior temperature was 38°C (100°F), so we turned it on to the maximum. Driving style: Mainly highway, average speed ~130 km/h (81 mph) (with normal fluctuations between 100 km/h (62 mph) and 140 km/h (87 mph)). DISTANCE, CONSUMPTION AND COSTS

Energy from the grid: 0.803 kWh for 1% in the battery (already including transfer losses)
Net battery capacity: 66kwh (gross 68.8)
Charging losses: 17.8% (in AC at 3.1 kw / 13 A)
Distance traveled: 275 km (170.9 miles)
At departure battery at: 100%
On return battery at: 34%
Total energy from the grid (to replenish 66%): 66 x 0.803 kWh = 53 kWh
Real energy consumed by the car (from the battery): 53 kWh x 0.822 = 43.56 kWh
Average Consumption = 43.56 kWh / 275 km x 100 = 15.84 kWh/100km (3.91 mi/kWh)
Cost = 53 kWh x 0.24 €/kWh = 12.72 €
Energy available in the 100% - 10% range = 66 kWh (Net capacity) x 0.90 = 59.4 kWh
Range (100% -> 10%) = 59.4 kWh / 0.1584 kWh/km = 375 km (233 miles) Reflection on the On-Board Computer: An interesting detail: both at the end of the outbound and the return journey, the on-board computer constantly indicated an average consumption of about 17 kWh/100km (3.65 mi/kWh), compared to the overall average of 15.84 kWh/100km (3.91 mi/kWh) resulting from my calculations based on the battery percentage. In all probability, the real value is much closer to the 17 kWh/100km (3.65 mi/kWh) of the on-board computer due to the non-linearity of the SoC. The backward calculation assumes that each 1% of battery mathematically always equates to the same amount of energy; in reality, this is not exactly the case.

##Final considerations## Considering the significant load (5 people on board) and standard highway speed, an actual consumption of 16-17 kWh/100km (3.88 - 3.65 mi/kWh) is an extremely good figure and synonymous with excellent vehicle efficiency.

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Mazda 6e real-world energy consumption and highway trip range