I still think Tesla should offer a diesel fuel auxiliary heater for the battery and interior.
That will never happen.
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I still think Tesla should offer a diesel fuel auxiliary heater for the battery and interior.
Isn't it true that the Model S can be placed in "range mode" to reduce the amount of battery energy used to heat the pack?
With no cabin heater usage, the LEAF is reported to lose about 1% of its range for every four degrees Fahrenheit that the battery pack temperature is below 70. (See My Nissan Leaf Forum View topic - Range Chart) So, at freezing, you'd expect 10% less range. Personally, from my experience and non-scientific measurements, I think it's a bit worse than that, but probably no more than a 20% drop at freezing.
For daily, short drives in the winter, I could see us leaving Range Mode on just to avoid wasting energy heating the battery over and over again. In this respect I've gotten spoiled with the LEAF. Our longer drives aren't done every day, and sometimes our LEAF goes for 2-3 days without being plugged in, with only small drops in its charge level as we drive around our small town.I would only use Range Mode if the car hadn't been preheated, and I was concerned about range. But I always preheat for long trips, and I'm not worried about range in the city.
I still think Tesla should offer a diesel fuel auxiliary heater for the battery and interior.
You wouldn't have had a problem at all, assuming that you are buying the 85 rather than the 60.Yesterday, I went on 3 back to back appointments. Distance travelled was 120 kms. The recent low temps and threads such as these have me concerned. Would I have made it yesterday?
You wouldn't have had a problem at all, assuming that you are buying the 85 rather than the 60.
looking at the P85D. Im concerned because some have said 50% range reduction.
in this climate. Is this true if I drive off with a cold battery from my office?
looking at the P85D. Im concerned because some have said 50% range reduction.
in this climate. Is this true if I drive off with a cold battery from my office?
It will definitely help, yes, but 110V outlets are only capable of ~1.5 kW. At full power the pack heater takes 6 kW. A 110V outlet cannot raise the pack above freezing if it's -20C. It will help of course.
but ... if you plug it in to 110v and begin charging right away at the end of a drive wouldn't it be able to charge and keep it warm, however slowly, because your battery is already warm or will the heat loss at -20C be too great for the hvac used for the battery to maintain the temp?
At the end of a long drive at -20C your battery pack isn't exactly toasty. I've had the "plug me in I'm cold" warning message pop when stopping after driving on the highway two hours. There's a LOT of exposed area on the bottom of the pack, and air rushing past it at highway speed. There isn't any thermal insulation.
So yes you'll probably get a little bit of charging at first, then the battery pack will cool down and all the power will go into heating. Below a certain threshold temperature (not exactly sure when but below -15C) you don't get any charging at all with 110V. (Early firmware releases would actually lose range! Tesla fixed that.)
It will definitely help, yes, but 110V outlets are only capable of ~1.5 kW. At full power the pack heater takes 6 kW. A 110V outlet cannot raise the pack above freezing if it's -20C. It will help of course.