This challenge covered the route from Shanghai to Beijing, maintaining highway speed limits throughout with an average speed of 104 km/h. The faster the speed, the greater the wind resistance (wind resistance at 120 km/h is 2.25 times that at 80 km/h), posing a genuine test for both electricity and fuel consumption.
The true value lies in the fact that the 1,230 km comprehensive highway range was not achieved simply by stacking a "large fuel tank" or a "large battery," but by achieving sufficien…
First, let us review a fact: our test statistics ended when the range extender engaged (at 10% remaining charge), yielding an actual pure electric highway range of 323.6 km. If the remaining charge were forcibly used down to 3%, the actual pure electric highway range would be approximately 348.77 km.
The relevance to daily usage is that over 65% of extended-range vehicles currently on the market have CLTC pure electric range ratings below 300 km, which typically drop by 30% during actual highway…
A depleted battery is indeed the most unfavorable operating condition for an extended-range vehicle, as the battery cannot provide sufficient auxiliary drive, leaving the range extender to solely handle all propulsion power demands. Under highway conditions, the range extender's RPM and load often fall outside its most fuel-efficient range.
Our core approach can be summarized in one sentence: significantly broaden the coverage of the high-efficiency zone. Even if operation deviates from the opti…
Laboratory data provides an upper-limit reference under favorable conditions, but what users truly care about is "how far I can actually drive once I get on the highway." The Beijing-Shanghai route spans over 1,200 km, featuring high speed limits, multiple climate zones, and complex traffic flows; completing it is equivalent to subjecting the vehicle to an extreme range test simulating real user long-distance travel.
We undertook this route not merely to obtain a number, but to verify whether th…