Best you'll probably get is with a logging app on an smart phone like Torque or MyChevyVolt along with an ODBII reader.
I'm sure someone on the forums has done it.
I'm sure someone on the forums has done it.
There may not be literally a regen if the slope is very gradual 3,000 ft over 158,000 ft run, which is about 1.89% grade, but it still helps a lot by reducing the force, hence the energy, required to keep the car moving because of the downhill, and maybe at a higher efficiency compared to regen itself.Not easy to visualize how steep a road would be that drops 3,000 ft in 30 miles. If I’m driving down that hill in D with the cruise control set at 55 mph, is it steep enough so that gravity causes the car’s speed to increase? If so, I’m not really using any grid power at all, let alone at the rate of 7.98 kWh/30 miles used by the OP as level terrain consumption. If I shift into L, which then increases the regen and allows cruise control to maintain the 55 mph set speed, am I using any more battery power than when I was in D?
On the other hand, if it’s but a slight slope, and driving down the hill at 55 mph requires me to keep my foot on the accelerator to maintain speed, MGB is providing propulsion torque, and can’t also create regen at the same time. Turning on cruise control in D or L would require the same application of propulsion torque to maintain speed, and so no regen. Downhill ev mileage, of course, would be better than level terrain mileage. Perhaps under these conditions would the difference between uphill and downhill driving power consumption be related to the weight of the vehicle and passengers.
Don’t conflate braking regeneration, which recaptures some of the power that was originally used to increase the car’s momentum, with downhill regeneration, which uses gravity to create new energy.