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Discussion Starter #1
I've always wanted to visit Crater Lake in southern Oregon in the winter-time. I tried a few years back, but it was snowing the day we were driving up and we wound up detouring. This time, with a break in the winter storms and some time off work after Christmas, I did a 4-day road trip in the Bolt hoping to finally make it. Alas the roads while open were too icy for my tastes (the Bolt's Michelins and inability to accept chains didn't help) so this time too I turned back before reaching the park. Instead I made the return along the Oregon coast and through the heart of California's redwood country. Here's how it went down:

Day 1. Left San Jose with 100% charge headed for Mt. Shasta. Wanted to make it to the new EA DCFC near Redding, but a detour via lake Berryessa and the cold weather meant I had to make an early stop at a 24kW DCFC in Corning. First time my Bolt has gone 'into the red'. The EA DCFC in Anderson worked great (took me a little while to figure out there app) - Bolt actually pulled more than 50kW for the first time. EA claims 55kW but I'm skeptical. In 35 minutes it charged from 11% to 55%. Reached Mt. Shasta with 18% charge remaining. 320 miles, 97kWh, $9, 1:40 charging (mostly due to the 24kW charger.

Day 2. Left Mt. Shasta with 80% charge headed for Grants Pass/Crater Lake. Hotel's Tesla destination charger worked well with the adapter but threw an error at around 75% in the middle of the night. Removing/reinserting cleared the error. Drove to Grant Pass where I charged at an EA DCFC. Battery temperature limited charge speed to <43kW. Charged from 32-89% in 1:15. Made it to within 10 miles of Crater Lake before the ice on OR62 convinced me to turn around. Had a nice walk in the snow instead and returned to Grants Pass. Charged from 14-86% in 1:20 (this time reached 53kW). Reached Coos Bay on the coast with 24% charge remaining. 415 miles, 112kWh, $26.50, 2:35 charging.

Day 3. Left Coos Bay with 100% charge headed for Crescent City. Hotel's Clipper Creek unit worked great (their Tesla charger was ICEd by a Mini). Stopped in a bunch of small towns and did a hike. Relaxed day. Reached Crescent City with 32% charge. 140 miles, 40kWh. No charging en route.

Day 4. Left Crescent City with 100% charge headed for San Jose. Hotel's Clipper Creek unit threw a fault when I first connected - had to wait half an hour for it to clear, then it worked fine. Did a couple of hikes in the redwoods south of Crescent City. Amazing scenery, and remarkably uncrowded. Made 3 charging stops on the way back, each spaced about 100 miles apart - Loleta (ChargePoint DCFC, 30 minutes, 50-65%), Laytonville (ChargePoint DCFC, 40 minutes, 24-66%) and Windsor (EvGO DCFC, 25 minutes, 30-62%). Reached home with 21% charge remaining. 390 miles, 105kWh, $24.20, 1:35 charging.

Total: 1275 miles, 354kWh, $62 spent charging (5:50)

A few takeaways
  • Hotel charging is awesome - avoiding the cost/time of using a DCFC and start every day with a full 'tank'. Having the Tesla adapter is makes it easier too - while most hotels with EV charging have J1772 chargers, some still only have the Tesla connectors.
  • EA chargers are fast - if you are not limited by battery temperature. My first experience in Anderson was terrific (>50kW), but my second one in Grants Pass was much slower (started at 24kW). Still, EA is less expensive and generally nicer than the alternatives.
  • Driving the Bolt in cold weather requires more planning. Hardly news to most, but my (I thought) conservative efficiency estimates weren't conservative enough in a couple of cases. On one occasion I wound up stuck at 24kW ChargePoint. On the other it didn't matter because I didn't make it all the way to Crater Lake, but it would've required a very careful drive on the return.
  • Keeping the Bolt defogged takes a fair bit of energy. For whatever reason it seems to fog up really fast (compared e.g. to my old Honda) so I wind up constantly cycling the defogger on and off.
  • DCFC locations mostly suck. Malls. Casinos. Drive-thru restaurants. I saw way too much of Walmart while in Grants Pass. If they put them in downtowns, I'd be a lot more likely to look around and contribute to the local economy. As it was, I mostly used the restroom and read or did stuff on my phone.
Happy travels!
 

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I've always wanted to visit Crater Lake in southern Oregon in the winter-time. I tried a few years back, but it was snowing the day we were driving up and we wound up detouring. This time, with a break in the winter storms and some time off work after Christmas, I did a 4-day road trip in the Bolt hoping to finally make it. Alas the roads while open were too icy for my tastes (the Bolt's Michelins and inability to accept chains didn't help) so this time too I turned back before reaching the park. Instead I made the return along the Oregon coast and through the heart of California's redwood country. Here's how it went down:

Day 1. Left San Jose with 100% charge headed for Mt. Shasta. Wanted to make it to the new EA DCFC near Redding, but a detour via lake Berryessa and the cold weather meant I had to make an early stop at a 24kW DCFC in Corning. First time my Bolt has gone 'into the red'. The EA DCFC in Anderson worked great (took me a little while to figure out there app) - Bolt actually pulled more than 50kW for the first time. EA claims 55kW but I'm skeptical. In 35 minutes it charged from 11% to 55%. Reached Mt. Shasta with 18% charge remaining. 320 miles, 97kWh, $9, 1:40 charging (mostly due to the 24kW charger.

Day 2. Left Mt. Shasta with 80% charge headed for Grants Pass/Crater Lake. Hotel's Tesla destination charger worked well with the adapter but threw an error at around 75% in the middle of the night. Removing/reinserting cleared the error. Drove to Grant Pass where I charged at an EA DCFC. Battery temperature limited charge speed to <43kW. Charged from 32-89% in 1:15. Made it to within 10 miles of Crater Lake before the ice on OR62 convinced me to turn around. Had a nice walk in the snow instead and returned to Grants Pass. Charged from 14-86% in 1:20 (this time reached 53kW). Reached Coos Bay on the coast with 24% charge remaining. 415 miles, 112kWh, $26.50, 2:35 charging.

Day 3. Left Coos Bay with 100% charge headed for Crescent City. Hotel's Clipper Creek unit worked great (their Tesla charger was ICEd by a Mini). Stopped in a bunch of small towns and did a hike. Relaxed day. Reached Crescent City with 32% charge. 140 miles, 40kWh. No charging en route.

Day 4. Left Crescent City with 100% charge headed for San Jose. Hotel's Clipper Creek unit threw a fault when I first connected - had to wait half an hour for it to clear, then it worked fine. Did a couple of hikes in the redwoods south of Crescent City. Amazing scenery, and remarkably uncrowded. Made 3 charging stops on the way back, each spaced about 100 miles apart - Loleta (ChargePoint DCFC, 30 minutes, 50-65%), Laytonville (ChargePoint DCFC, 40 minutes, 24-66%) and Windsor (EvGO DCFC, 25 minutes, 30-62%). Reached home with 21% charge remaining. 390 miles, 105kWh, $24.20, 1:35 charging.

Total: 1275 miles, 354kWh, $62 spent charging (5:50)

A few takeaways
  • Hotel charging is awesome - avoiding the cost/time of using a DCFC and start every day with a full 'tank'. Having the Tesla adapter is makes it easier too - while most hotels with EV charging have J1772 chargers, some still only have the Tesla connectors.
  • EA chargers are fast - if you are not limited by battery temperature. My first experience in Anderson was terrific (>50kW), but my second one in Grants Pass was much slower (started at 24kW). Still, EA is less expensive and generally nicer than the alternatives.
  • Driving the Bolt in cold weather requires more planning. Hardly news to most, but my (I thought) conservative efficiency estimates weren't conservative enough in a couple of cases. On one occasion I wound up stuck at 24kW ChargePoint. On the other it didn't matter because I didn't make it all the way to Crater Lake, but it would've required a very careful drive on the return.
  • Keeping the Bolt defogged takes a fair bit of energy. For whatever reason it seems to fog up really fast (compared e.g. to my old Honda) so I wind up constantly cycling the defogger on and off.
  • DCFC locations mostly suck. Malls. Casinos. Drive-thru restaurants. I saw way too much of Walmart while in Grants Pass. If they put them in downtowns, I'd be a lot more likely to look around and contribute to the local economy. As it was, I mostly used the restroom and read or did stuff on my phone.
Happy travels!
I had a similar issue at Grant's Pass so I switched chargers and then it went to 50 kw. Maybe since you started at 32% that's why I'm not sure. Also just an fyi I also have the same fogging issue and cycle it off / on.

Glad you had a safe and fun trip especially in the Redwoods. This is a very nice trip report. I'm glad you got to use the EA site in Anderson, I did see that on Plugshare recently. You may be the first person to use it. Kudos.
 

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Coming down from Crater Lake was enough elevation drop to fully charge my tiny Prius 3 kWh battery. Any idea how much the Bolt is able to gain back?

Then again, I was coming from the north entrance, so I don't know what it's like coming from the south.
 

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More than 3 KWh?

Bolt is heavier.
Bolt has a bigger battery, so can more efficiently absorb the energy.
 

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More than 3 KWh?

Bolt is heavier.
Bolt has a bigger battery, so can more efficiently absorb the energy.
Not only that, but the Prius has an annoying behavior where the ICE will kick on with prolonged regen. I've never determined what metric causes the ICE to kick on, but it can be avoided by shifting to N and using friction brakes for a minute before shifting back to D and using regen. To this day I haven't found what the reason for the engine coming on is with regard to prolonged regen.
 

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Discussion Starter #6
I had a similar issue at Grant's Pass so I switched chargers and then it went to 50 kw. Maybe since you started at 32% that's why I'm not sure.
Thanks. I'm thinking it was the battery temperature.

Coming down from Crater Lake was enough elevation drop to fully charge my tiny Prius 3 kWh battery. Any idea how much the Bolt is able to gain back?
I turned around at ~4,500 feet. OR 62 has some good downhill stretches but also a lot of rolling hills. Between the uphills and the heater on the way back, I probably gained ~2kWh on the initial 7 miles of descent, but after that I was spending more energy than I used. I drove pretty slowly for that part too, on account of the snow and patches of ice.
 
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