Quote:
Originally Posted by twitchyzero
which bbk and how does it affect regen?
|
I took a spirited drive to Squamish a week ago with the Model X Long Range and set regen to standard on the way there and set to low on the way back just to feel what differences were. Going there was amazing. I might have had to touch the friction brakes five times on the way there but regen was strong enough to set the rotation of the vehicle in tight corners. Deceleration is equivalent to normal braking in traffic to a red light. In high speed corners, regen had just the right amount of deceleration control to literally “trail brake” through to apex then power out hard. There was very minimal upset to the chassis thanks for low centre of gravity and the throttle control that feels equivalent to turbo vs NA ICE but in this scenario, comparing NA ICE to EV.
On the way back with regen set to low, I immediately felt like I had to use the friction brakes before corners when I was approaching them moderate aggressively. Low regen on a Tesla is somewhat like engine braking at 3000-5000 RPM with a 6 cylinder. The times when I needed to rapidly slow down I could really tell I was hauling a 5500lbs vehicle down in speed with the friction brakes but they are big enough not to make you feel like you won’t decelerate in time.
1/3 of the way into going back I set regen back to standard. The experience is far better and the control with one foot is like left foot braking with one foot. There is an amazing level of trail brake control and being able to widen or tighten rotation without delay is unlike what my E46 M3 can achieve. It’s quite a different feeling that cannot be replaced with any ICE once you can trust and grasp how an electric drivetrain operates. The only thing I miss with a Tesla is the sound an ICE makes as it powers out of apex. But it’s not bad with this car because it just uses brute electron force to torque your way to happiness.