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3,641 miles on 0.0 gallons of gas – Part Two

In the first part of this two-part series, I covered the planning and car prep required for our trip; today I'll cover the driving (briefly) and the charging (in lots of detail).

Driving the route

For a trip of 3,600+ miles, it's amazing how little trouble we had—or even saw—on the roads. We had no near miss-accidents, no flat tires, and no mechanical issues with the car. We didn't spot any drivers that looked like they were having trouble staying on the road, and we didn't even drive past any recent accidents. There was some road construction, but only on 50 or so of the 3,600+ miles we covered.

Aside: Bugs
So if we had no mechanical or tire issues or accidents, what was the most annoying car-related issue? Probably bugs. Not in Tesla's software, but the real kind…so…many…bugs!*To really see the splatter, click the image, then click the icon at the top right of the window that opens for the full-size version

Splatter zone

I did my best to ignore the bugs on the front (though I did scrub them off once, in Colorado), but the windshield was another matter—it's hard to drive when looking through a layer of bug detritus.

For that problem, we packed a can of foaming window cleaner and paper towels, because there aren't typically squeegees and water at Tesla Supercharger stations. This stuff works great, and is so much neater than the squeegee/water solution that we've switched to it in our other (gas powered) car as well.

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3,641 miles on 0.0 gallons of gas – Part One

In August, my eldest daughter (Kylie) and I completed a long tour of the western states, visiting college campuses. The linked post discusses the steps we took to try and keep ourselves and others safe from COVID during the journey…these next two posts*Due to the length of the topic, I'm presenting it in two parts. are all about the practicalities of doing really long distance tours in a fully electric vehicle.

Today's post covers the trip planning and preparing the car for the journey; tomorrow's post will cover the actual drive, the charging experience on the road, and summarize the good and the bad of undertaking such a journey in an electric car.

Our electric car is a 2016 Tesla Model S, which we purchased in early 2019. This is our second 2016 Model S; with the first car, I took a trip to Las Vegas and back, a round trip of about 1,700 miles. (You can read about that journey in Part Four of my series about the Model S.)

At 3,641 miles, though, this trip was over twice as long, and ventured further away from civilization—driving through Nevada, Utah, and Wyoming, there's a whole lot of nothing between the small towns along the interstates. This definitely led to some anxiety on my part as we planned the trip. As a reminder, this was our route:

So what was it like driving an average of 300ish miles a day (plus campus visits), 12 days in a row, in our electric car? Overall, it was a non-event, which is about the most positive outcome I could have hoped for. But that doesn't mean the trip was as simple as it would've been in a gasoline powered car.

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Road tripping through a pandemic

In late August, my eldest daughter Kylie and I set off on a nine-state, 12-day, 3,500 mile road trip…no, really…

Why, during the heart of the COVID pandemic would we choose to do this? Because Kylie is a senior in high school this year, and after looking at the calendar and her schedule, we sort of figured this was her only real opportunity to check out some campuses before it was too late. The timing, obviously, wasn't ideal, but it was what it was. We had to figure out how to make it work as safely as possible.

We used our Tesla for this journey, which will be the subject of a near-future post: It was, by far, the longest trip I've ever taken in an electric vehicle.

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A cleaner method for debugging windshields

Unlike gasoline-powered cars, my Tesla is rarely at a gas station. The chargers in Tesla's Supercharger network are occasionally located on or near gas stations, but they're more likely to be at a hotel or in an industrial area, meaning you're not going to find a squeegee and water bin for cleaning your windshield.

To solve this problem, I keep a roll of paper towels and a can of Zep Foaming Glass Cleaner in the back of my car. While the car is charging, I spray and wipe the front and side windows. I've found that bug residue easily wipes off; only the largest of bug stains require a bit of elbow grease.

A recent 3,500 mile road trip (more on that in a future post) really put this system to the test, and it worked quite well—each time we charged the car, we left with a nice clear view…which lasted for all of a few miles, of course.

The other advantage to this method is that it's way less messy than water and a squeegee; it's easy to keep the spray exactly where you need it. This works so much better than the old method that we've put another can in the back of our gasoline-powered car—no more squeegees and water (of questionable cleanliness) for us!

This won't work well if you've got a large SUV, though, as you need to be able to reach across at least half the width and the full height of the windshield…another reason to stick with sedans!



Review: Logitech MX Keys for Mac

In April of 2019, I reviewed the Logitech MX master 2S mouse, which I really liked. Earlier this year, Logitech came out with the Logitech MX Keys for Mac keyboard, so I thought I'd give it a try. (I also upgraded to the MX Master 3 mouse at the same time.)

Executive summary: I love this keyboard. I was on a road trip recently, gone for 12 days straight with nothing but a MacBook Air (of the 'broken butterfly' generation). As soon as I got home and switched back to my iMac, I was reminded of just how much better this keyboard is than the one built into my Air…and the one that came with my iMac.

(Note: The "Mac" in the name simply means that you're getting a keyboard with Mac-specific symbols on the Command and Option keys; I'm pretty sure the Windows version would work just as well, but without the Mac-specific look.)

This review won't be quite as thorough as that of my mouse, mainly because there aren't as many nifty features—it is "just" a keyboard, after all.

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Two recommended apps for Tesla owners

If you're a Tesla owner, perhaps you'll find these apps as useful as I have…

The first is a macOS app called Tesla Tunes that overcomes some limitations of Tesla's USB music player: It automatically converts Apple Lossless (which the Tesla can't play) into FLAC, which the Tesla can play, and it offers some rudimentary support for playlists, which aren't supported at all in Tesla's player.

It's quite old, having been last updated two years ago, but it still works well—I prefer USB to streaming over Bluetooth from my phone, which is the other option.

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An oddity with Photos and camera lens information

The other day, I was working on some Smart Albums in Photos, adding a Smart Album for each of the lenses I use with my FUJIFILM X-E3 camera. This seemed like a simple task; each Smart Album just needed to check two conditions:

Camera Model is X-E3 [and] Lens is 16.0 mm f/2.8 (as one example)

But after creating my Smart Albums, I noticed that some photos were missing, so I did a bit of experimenting. What I found was that Photos showed different values for the Lens field—even when the same lens was used on the same camera. Here's an example:

The only difference between those two photos is that one was taken in RAW mode, the other in one of my camera's JPEG modes.

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Photos makes it very difficult to find RAW+JPEG photos

I mostly shoot photos on my iPhone, because that's what I'm usually carrying. But when I want to go out and really take photos, I take my Fuji X-E3. The Fuji can take photos five different ways: At two levels of JPEG quality (fine and normal), those same two JPEG quality levels with an attached RAW version, and RAW only.

Most of the time, I shoot in the highest-quality JPEG format, which is more than good enough for my needs. But there are times, such as when shooting landscapes or flowers, when I want to have the original RAW file to edit, so I shoot in the RAW plus highest-quality JPEG mode.

The problem is that RAW images are huge—the Fuji's RAW files are over 50MB each, versus anywhere from 7MB to 14MB for a JPEG. Because of this, I try not to import the RAW+JPEG files into Photos. Instead, I import to a folder, then edit the RAW photo in a photo editor, output a final JPEG, and import that to Photos. (In very rare cases, I'll keep the RAW version, for a photo I may want to edit more in the future.)

Unfortunately, I wasn't so smart in the past, and I imported many RAW and RAW+JPEG photos to Photos—and I don't need the RAW versions at all. Some are pure RAW, and these I can easily find and fix (export, convert to JPEG, re-import). Unfortunately, most are in the RAW+JPEG format, and that's a problem: Once such photos are in Photos, there's absolutely no way to find them—which means there's no easy way to remove them.

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A possible simple fix for flickering slow-motion video

With the transition to LED lighting, I was hopeful it meant the end of flicker in slow-motion videos, because LEDs don't heat-and-cool the way an incandescent bulb does when running on AC power. Alas, after installing some EcoSmart 100W LEDs over our pool table, I was still getting horrendously bad flicker in my iPhone slow motion videos.

I did a bunch of web searching, and most of what I read said that I'd need to find a way to run the lights on DC, or change my frame rate, in order to avoid the flicker effect. Neither was really a viable solution.

Then, on a lark, I searched Amazon for 100w no flicker LED bulbs, which returned a ton of matches—most of which weren't applicable (I didn't need a 16-pack, and they had to be normal-style bulbs). But I did eventually find the LOHAS 100W Equivalent LED A19 Light Bulbs, which promised "Non-flickering light and zero harsh glares."

I ordered a box (four lights), replaced my existing lights…and surprisingly to me, the new bulbs eliminated the flicker—based on what I'd read, I didn't think there was much of a chance that a simple bulb change would work. But it did.

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When a light drone is the right drone

Many years ago, I had a big, spendy drone—the DJI Phantom 2 Vision +. This was a monster of a drone, measuring over a foot along the diagonal between the motors, and probably just under a foot in height—this image gives a good sense of the size of the thing:

It was also heavy, weighing in at 2.7 pounds (1.2 kilograms), and it used a 5200mAh battery to provide a claimed 20ish minutes of flight time, though 15 was more typically what I saw. The camera was mounted on a precision gimbal, providing incredibly smooth video—1080p at 30fps (stills were 14mp), which was very good for the time.

While I liked the big drone, for a part-time hobbyist drone user like me, it was also a pain: I needed a big case to transport the Phantom and its spare parts and batteries and charger, it took a while to set up (install propellers, configure controller, make wifi connections, etc.), and I never mastered flying it low-and-slow (perhaps due to the amount of wind its powerful rotors generated). It was also really loud.

Because of the hassle involved with using the drone, I didn't use it as often as I wanted to. So I eventually sold it, and left the world of drones behind for a few years. But lately, I'd been getting the itch again, and after doing some research, bought something much different…

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