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When parts supplies price stabilizes it does affect cost, which most buyers car about. Also, for some 3rd party accessories it matters

Not safe to assume S/X get it first. Tesla doesn’t prioritize that way

Just did this last week, in SK, at parents place. The UMC didn’t like their wiring to the jury-rigged 14-50. :( Outdoors at -25C to -30C maintaining heat is all it’d do, below -30C it’ll eventually go ❄️ mode, but it’s still protected. Even at -20C you’ll basically get no charging. But it’ll...

I’m not seeing that, when I delay Edit: For clarity; What I see at -20C in the dark over 82mi highway route is saving 7kWh by delaying preconditioning until 40mi remaining, full speed charging at the end

The proposition isn’t to -avoid- pre-conditioning. It is delaying pre-conditioning. While 20 min seemed probably enough out ahead, and the BMS wasn’t giving me a nag to make sure to pre-condition ahead, I’ve switch to 40 min out. I don’t have the exact optimum charge rate curve memorized, but...

But it will use up the buffer, that I spent extra charging time putting in. That’s a real cost, apparently unnecessarily using up a stuck-in-the-ditch/traffic jam safety buffer.

Oh, and the Nav energy use estimating understands this to some extent. You can see this by comparing the estimated arrival SOC when set to a SC vs set to a waypoint in the SC’s parking lot. What it doesn’t seem to get right is how much extra heating the cabin & pre-conditioning at the same time...

This is exactly what I had ended up doing. In the -20C to -30C range I found setting Nav to the SC at 15 min out from arrival wasn’t quite enough, it was on the edge of maybe or maybe not needing to heat at the SC. 20 min out used more energy of course, but it was very close to normsl full speed...

I’m gonna disagree with this. It has its place. When the feature first came out, around 2020, it clearly could wait too long to matter in cold weather. I suspect this is result of overkill to avoid incidents of waiting too long. It’s a complex problem, and contingent of context that may not be...

Go big or go home? Why not both?

First properly cold weather trip. I’ve driven in below freezing with my 3, but not this cold & also it’s a 2018 so no heatpump involved. Temp is -16C (just above 0F), and I’m seeing the pre-conditioning come on nearly as soon as I depart from the last SC. Pulling up the Energy readout it says...

Per Tesla staff (not showroom staff 😜) it was a couple of fist fights, and being in the way of delivery vehicles that lead to H-E-B wanting to remove them.). The site was simply undersized for the area, and poorly placed

The stalls are live. Appears to be priced at 30c for the moment, which is typical initial price in Houston, lately

Yeah, didn’t seem to be a pattern to how the J1772 & NACS are laid out. It’s like whatever they grabbed next is what the put in.

Was rushed, didn’t inspect closely. I will next time I’m by it

Sometime between this morning, and this afternoon, they hooked it up, they’re tied in Edit: The HPWC are not live, yet. The SC of course aren’t either

Yeah, fence has been down at least a few days now. I can’t see anything left to do but wait for inspection sign off so they can tie into the transformers

The didn’t finish tying them in on the gear end before leaving. They do that before the city comes to make the pre-connection inspection, right?

Activity today:

Looks like they only had room to squeeze in 15 stalls, another odd numbered site. Yale was like this, where they only had 35 stalls. The 7 pairs of L2 are mounted, now as well (not all pictured).

You put one there, too? I can recover it on the way through some time, my son is going to UTEP this year so I’ll be passing through at some point (already did once 2 weeks ago, oops).

So what’s the definitive on whether it is west side or east side of the I45 overpass? Or straight underneath, I suppose. The east side where Supercharge.info has it would be a pita, that’s behind a paid larking gate.

They are in the middle of bolting down the pedestals this afternoon

Yes, unless you drive into oncoming traffic, you can’t reach that Shell without leaving airport geofence

Scooped! Just snapped a photo, came here to post. I wouldn’t worry too much about these getting bogged down by rideshare for now. There’s only maybe once a month that I would ever use it, it’s just that when I’d like to use it I really need it.

The Amtrak lot is a lot better, it’s an open lot that doesn’t get nearly as busy as the other side, which also has paid parking & such. PS This isn’t bad but not nearly as important to limo/rideshare work as IAH & Hobby. Montrose Yale & Galleria has downtown covered

That’s double what I’m aiming for, that’s why I’ve not been tripping faults. Even fully live, rolling around (so steering, etc, although not running video games/theater). Small wonder he was seeing issues, my Bolt won’t handle that sustained either (again, when draw is above DC-DC supply, V...

??? The converter will limit itself to protect itself. Unless it’s the most epically badly design converter since…hell I don’t know. The 12V battery will back fill, if need be. That’s the core of why I didn’t want to connect directly to the converter. I’m not confident that the VC_Front board...

My math was correct, 12V current is the relavent A. Model 3 factory battery is spec’d 1000A cold crank (10s burst), 225A continuous

This isn’t accurate. I regularly run this inverter straight off my 2018 Model 3 battery terminals, using alligator clip leads. I’m just looking to do it in the cabin, without the hood up, on the Y

This requires theoretical max of 63A current, reading so far I'm pretty sure nothing inside available to tap into in the cabin supports this. So direct line from the LV battery is required, right? EDIT: Or is it feasible to tap directly to the HV->LV converter terminals under the rear seat? I...

Track Mode definitely allows a different situation with T/C. I never experienced brake fade, even when it it was tripping the overheat temp error. But that'll be track & pad dependent.

One of the Performance differences is 50% higher “engine braking” than your car. Track Mode has 0.3g regen (or did, maybe this has changed?), you have 0.2g. Also, there’s substantial difference in rotor heat dissipation. You’ll see this when pushing harder, I know from melting track pads on my AWD.

This is a brilliant spot. The structures immediately East of the Ramada are the TNC (transportation network company, aka rideshare, aka Uber & Lyft) and taxi waiting lots. It allows Teslas (and hopefully other EVs) to refuel without leaving the airport zone. Curiously this is something that...

Btw dropped my 3 off at the body shop today. Intake tech seemed open to my explanation that the accident was the initiation of the problem. Good rapport so far and he didn’t freak at my mention of Service Mode. He’s confident in being able to work with Allstate, in general, so I don’t feel...

Apologies, lost track of who brought it up. It seems related, but not explicitly an unaddressed service notice on the vehicles being discussed here. It could be though that it was an engineering issue that Tesla had only partially addressed with a design/fabrication change. Like the infamous...

That looks like it was for 2017 vehicles, and given the date was Feb ‘18, nearly all 2018 had to be assembled with the nominally corrected port available. Do you have a Jan-Mar build? Mine in August.

Details on this? How you know, link if you have it?

FSD is taking a swipe at being “L4”. PS Isn’t the 5 levels terminology abandoned to its grave already?

Surely there’s a comfortable place to land between that and me being able to roll the speed setpoint up to 85mph on my 30mph unmarked, shoulderless home street, FSD dutifully complying even through a narrowing, chicane bit over a creek until it senses the square 90 degree turn in the road? PS I...

That requires refrigerant charging, too, correct? Plus You’re opening the coolant loop. But at a high point. Does it need a drain & replace?

A lot to unpack there. What do you see as FSD errant role here outside it's willingness to allow manual setting of whatever the driver wants, at least until it spots a speed limit street sign?

Specifically the TR Motorsports C2. They’re leftovers from my LR D 3.

2023.2.10? Or 2022.44.30.10? My 3 doesn’t have 2023.2.10 yet, for some reason.

I’ll check on Sunday, too, when I’m back home, to see if they have an equivalent layout for us old-style pre-octovalve heat pumps. But like decke003 I don’t recall seeing one before.

I’m not seeing that extra error. I have an appointment with Tesla body shop in 3 weeks, I’m going to dig into this with them. My error started coming up after I got t-boned, so this is going to be insurance related. What I am also seeing is spontaneous hard reboots. Especially when entering...

I like it for the airport support, too. I don’t know how many use 35/Telephone to commute in from Pearland? It’s mostly on-path headed to DT & other points you take I45 North for. Also pretty close to path headed straight West from the Airport, or even South. Though I don’t think the West back...

Yes, without squirting fluid.

Using the WW fluid? I did a number of searches before posting. So FSD stack has a different WW implementation. Has anyone tried the quantify how & how different it is in function? If it’s noticeably better than the base Auto WW functionality?

Ira Roth, nice kid from Borough Park.