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Yes, if it works. I have low confidence since they can't explain how to avoid this issue in the future and don't want to show diagnostic logs

You are correct, failed pack contactors should cause more issues (such as inability to drive). The reason for the discussion is that Tesla wanted customer pay when they initially thought that pack contactors were the issue. Vehicle Symptoms at four consecutive DC and three AC chargers were the...

Interesting, but also different from my case which involved the Pack HV contactors in a legacy Model S @Yanquetino 's case involves the PCS, which is essentially analogous to the charger in a legacy S, which is not covered under 8 year battery warranty. Although it is a stretch to call the PCS...

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Thank you @MP3Mike. I spent hours reading the warranties and still haven't found any distinction between "battery proper" "cell-block" or "battery pack". Almost started to think I was illiterate :eek: when this distinction appeared so obvious to others.

Yes, on 3/Y the penthouse is serviceable without removing the pack. Not so on legacy S/X. (The service manual link in your post refers to HV junction box which doesn't contain the HV Battery contactors.) Also legacy SX penthouse doesn't contain the contactors. Those are located on the main pack...

Well that's essentially what the service advisor is telling me too. How did you figure this out? The facts make it so counter intuitive: the pack is designed as a quick swappable and sealed unit the distinction between 'battery' and 'battery pack' is not written anywhere in the warranty docs

Good to know. I read the warranty text (2016 S) and don't see it. Where did you find that limitation?

I just had a similar charging problem, although intermittent. Car at service center now for HV pack contactors. Although those are located inside the pack, SC says it's not covered under pack warranty. They write parts only "literally inside pack" are covered under warranty. But in service...

For stops that already have hookups, why not. Still need to drive to a Megacharger before or after the sleep stop though. If new outlets need to be built, it might make more sense to build for a real overnight charge. 100 kW DC for a full charge in 8 hours.

True. these trucks need to keep rolling and don’t have time to sit at 11 kW, nor do they have payload capability to spare for unused onboard equipment. As others have pointed out, trucking is about profitability. That’s why “nice to have” stuff like AC charging and NACS ain’t going to happen on...

I am over it, haven written about it in years. Felt inspired today for some reason

Hillarious! Many keep implying that we, so called Tesla fanbois, are retarded or born yesterday. I don't know how many times when I mentioned that my Tesla was fast that it's supposedly because I lack a frame of reference since I could never hope be let into of some esoteric group of people...

Eaton has one too now. Plugs directly in like a breaker. Charge cord through panelboard knockout directly to this. Very neat if parking is close enough.

I wouldn't plug my car into anything without lightning protection too, SPD

As a battery engineer my eyes hurt when I read this thread lol. Reminds me of a TV show I saw where a comedian rested his foot on the gas pedal instead of on the brake in neutral gear for two minutes and yelled "the idle seems high, 7000 rpm, is that normal"? Even if OP posted this as a...

My apologies, I re-read your post now and see that you are running a 30 A breaker, so 1.8 x rated. Same principles apply.

The short answer is: probably faster than it needs to, otherwise nobody would buy it. Longer answer. Most power bursts in a home will be immediate, or worse. Some AC units e.g. will momentarily draw more than their rating on startup. Your case is milder than that, if the heater just draws 30 A...

I just discovered that Tesla has launched Dynamic Power Management, AKA upgrade avoidance, for the Wall Connector. Something I have been wanting for years. Really Awesome. Here is the link. Not offered together with the Wall Connector Group Power Management yet. As you can see in the article...

Cybertruck projected for annual production of ~250k /year by Elon at the earnings call. Why not 750k/year to be up there with the Ford F 150

Unless they put something bigger than 14-50 on that mobile connector it should still be max 9.6 kW continuous (40A). Momentary max is naturally 50 A since it comes from the same source as the truck's charger, but limited by the NEMA 14-50 trip.

I see, you were talking about putting a receptacle at the end of a bidirectional Mobile Connector. I assumed that by socket you meant a NEMA 14-30 locking connection or similar. What is the benefit of these receptacles on a bidirectional mobile connector when you could plug in a normal power...

Of course, but please read the thread. I was responding to @mongo’s socket adapter idea.

Sure. Still need to install Powerwall or gateway fot it to work though. Who goes through all that trouble, but specifically decides to exclude a Wall Connector to instead connect their CT at the generator inlet via a Mobile connector? It's a stretch...

For unidirectional, yes

Sure but we were talking about a motor optimized for one nominal voltage, matched to packs of different nominal voltages. As an example, on the old model S I thought I read 250V on the same motor matched to packs of 350 and 400, depending. An example of even larger difference; in the Munro...

No, I'm the one who missed something;), apologies for confusing everyone. I see now BackupSwitch is max 200A, so it won't work in this case.

Of course. But it's even better if you can get your Gateway V3 with a Tesla Backup Switch at the meter, because you could then power pool both 200 A branches between your PowerWalls and Cybertruck and not have to worry that one side will be depleted when there is still energy left in the other.

I assume everyone here has past at least middle school physics and thus already knows Ohms law and knows that high voltage is more efficient in transmission, yes. What we were talking about was not absolute voltage but the voltage delta between motor and battery for the purpose of counter...

Because of the efficiency lost in boosting the motor voltage to overcome the higher pack voltage during regen.

Naturally CT can absorb excess power like any other consumer in the house, if it is intending to charge its battery, but it doesn't have to. Solar inverters dump excess power to the panels if it can't be absorbed. Supplementing off grid generation on the other hand is probably not in the cards...

That would be nice. Cybertruck's job in that case would only be to provide frequency. As long as the solar panels are producing so that CT doesn't have to discharge its battery, I see no reason not to. One caveat is when a cloud comes by, your house will shut down if it's drawing more power than...

Back to the OP's question: After looking at the body frame at the delivery factory tour and the Top Gear video with Lars Moravy and Franz von Holzhausen reviewing the body, I think we have the answer. The body frame is essentially a scaled up version of Model Y 4680, with some exceptions: CT's...

I have the impression that long range and low weight is the priority for the CT pack. At battery day Tesla specifically put the CT and Semi at the far end of high nickel/high energy density. Since cells are a compromise between cost, cycle life, energy density(ref to mass sensitive in the...

Yup I realized that the moment I posted it that NACS is missing neutral, hence the need for the auto transformer in the house which is why I deleted that part of the post, but you were quicker to answer than I could delete it 😉 Why do you think that there is an additional inverter in the truck...

As we can see on the PowerShare page, PowerShare refers to many things, e.g charging another vehicle from the Cybertruck's 240V bed outet with a Mobile Connector. The PowerShare Mobile Connector has more outlets on it, from the page: "Add additional 120V or 240V outlets with Powershare Mobile...

Exactly. Various teardowns have shown that recent Tesla models don't have bidirectional onboard charging hardware. S/X/3/Y (except RWD) do however in principle share onboard charging hardware (see Munro's teardown here for example). Provided that the Cybertruck bidirectional charger doesn't cost...

Higher pack voltage has been mentioned time and time again as a solution to high speed acceleration in this thread. It is true that back EMF increases with speed and that higher pack voltage could overcome this. As @gearcruncher and others have repeatedly mentioned, different packs may not be in...

That's my take on the Model 3 suspension too. What confuses a little though is that Model S suffers from the same challenges, actually a little worse, since it has even longer wheelbase. But the S strikes me as having plush, long travel suspension and feels well balanced. To campare apples to...

But since the cells are the limiting factor and not the pack voltage you could still charge fast. You could pick any charging speed and the conductor cost will be a function of the voltage. Like I wrote, the reason for 380V is that that's the lowest default voltage available globally. Many are...

Seems like a good idea for sharing the stations. I see cost as a major hurdle with SC though. A private car supercharges a few times a year. A robotaxi would need SC every day so the amount of chargers per car would be much higher. At 20 million robotaxis per year: Additional 10000 miles of...

I thought it would be fun to envision what the Robotaxi charging network will look like. My vision for the future: TLDR: 380V DC global standard, fixed platform sans moving parts and with cooling plate. Let's start with likely objectives: Scalable, High Throughput, Safe, Reliable, Resilient...

Not that we needed more case in point, but I just saw this: https://x.com/SawyerMerritt/status/1717203053986582550?s=20 And this: Then consider how these two cars ranked in CR report again: ;)

Indeed. So hilarious that CR uses a completely different method than EPA and then pretends to be surprised that the results differ. Btw, when others than CR test, Tesla knocks the socks of everyone else and even beats WLTP, let alone EPA; here is an example: Tesla Model S satte ny sommerrekord...

These posts from almost a year ago aged pretty well, considering this: https://x.com/klwtts/status/1715034499808120846?s=20 Will only be carbon in the rear and Ludicrous, but still...

Since we heard in the video that Semi and CT are sharing inverters, the two vehicles should have similar nominal voltage. This gives us another clue. NACS is being standardized at 1000V rating. <1000V at full charge. Your guess of 850 nominal seems to be in the right ballpark then.

Some more tidbits: Priestly mentioned that the carbon wrapped rotor started with the Semi. So you could say Plaid is a byproduct of Semi. Electrical system 12 and 24V, not yet 48 as seems to be the end goal for Semi. Did you notice the spare front axle in the background? Double wishbone...

That's exactly right. The bigger story is that Elon has now reluctantly accepted the "$25k car" as largely customer owned. According to Isacson's book, it happened as recently as in the beginning of 2023! Until then, Elon was adamant about Robotaxi and S3XY, with nothing in-between. There was...

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I love HEPA filtration. Actually big part of the reason I got my second S in 2016 when HEPA /BDM came out. no need to spend time testing recirculation btw, because it’s very simple. The only physical connection to the HEPA filter is from outside in, no matter the settings. The cabin recirc has...