The only noticeable item is charging schedule, so there's no reason to update on the road. Got mine today. It'll be convenient to be able to plug in when I get home and forget about rather than run downstairs just before bed to plug it in.
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Firmware 4.3 - basic charging scheduling
- Thread starter PatP
- Start date
ken830
Model S 85, Model 3 Performance, Model X LongRange
kishdude
P #130
I tried to update to 4.3 last night but got a message saying that my 12V battery is too low to do the update. Have a call into service.
And your MS runs just fine. And I know you have it plugged in having seen your car in AZ in February.
FredTMC
Model S VIN #4925
Off topic but... I don't think my black solid roof is steel or aluminum. My detail guys says he thinks its plastic.
@Seegem, living in NYC, you can get this info from the New York Independent System Operator. The top two charts on that page are what you should look at (Zonal Load and Zonal LBMP). LBMP = price. You're in Zone J ("NYC-J"). Notice as a general matter that load and prices are lowest from 11pm - 5am.
You'll always do you utility / grid operator a favor by having your charge completed during the morning ramp; finishing about 6am is perfect. The grid operators have to "push the gas pedal" of a lot of units to match the upswing in load as people get up, businesses open, etc. Often, power plants are sitting around (inefficiently) at minimum loading levels just before dawn so that there is enough "ramp up" capability on the grid. That's why system prices are usually lowest just around 4am. If you are charging during this lull, then stop charging as others are flicking on their coffee machines, you're helping reduce the steepness of the ramp.
Someday you might even get paid for providing this service!
Cross posting, but since the v4.3 update the Model S immediately uses shore power, when plugged in, to preheat/cool.
Shore Power used to Preheat Model S - YouTube
Evan, Via Tapatalk
Shore Power used to Preheat Model S - YouTube
Evan, Via Tapatalk
Thanks, very useful to know. I had theorized this might be a big change that would take a while, but I'm happy to be wrong!
If you get on a TOU rate, at the very least you get a discount on electricity for doing so! In California the spread rate difference is about 2x between off-peak and peak pricing depending on your utility.
Nice post. What would "convince" me is if we had a measurement of how much power is actually being drawn from the grid. I say this because, my MS when fully charged, on 120 v, shows 1 amp of draw when I warm the cabin using my iPhone app with the plug light flashing green. As you know, 120 V can do 12 AMPS when charging. The kWh requirement in general is around 6 kWh to heat the car. So, in my situation, the amperage should be 12 amps and not 1 amp.
The only caveat is that I am running 4.2 and not 4.3. I hope 4.3 uses shore power to preheat the cabin. In my case, that would be 12 amps at the plug, not 1 amp.
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In Southeast Wisconsin, the spread is 5x between peak and off peak.
So, interesting question. I just retested, and with rated range of 238 miles when I turned on preheating the car showed only 1 amp draw--presumably just enough to run the heater.
Evan, Via Tapatalk
The charge station at our office has been instrumented and it logs all activity. On several occasions we have recorded my Model S using approximately 4.5A (about 1kW) of "shore power" during cabin pre-heat via the App.
I wonder if 1 kWh is enough? I am surmise that it would have to draw more than 1 kWh to support cabin preheat. What say all of you?
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Evan, my apologies. I see that it reports 6 kWh. My bad! Now, how does 1 amp x 248 v = 6 kWh. Should 1 amp x 248 v be more like 2+ kWh? I know I am missing something.
The space heater in my office has three settings at 600, 900 or 1500 watts. If you put that heater in space the size of the car at 1500 watts it would get it toasty pretty quickly. 1000 watts doesn't seem unreasonable (btw, you mean 1kW, not 1kWh).
Todd Burch
14-Year Member
1A @ 248v = 248 W. Remember, the Model S has a heat pump, and is likely not using resistive heating unless it's really cold out. Heat pumps are more efficient. I could see somewhere on the order of 250-500W to heat the car.
And doesn't the Model S use a heat-pump for heat when it can like the 2013 Nissan LEAF SV/SL? That could be up to 3x more efficient than conventional resistive heat.
Todd, All -
I have an Efergy energy monitor on my Nema 14-50 circuit to charge the car. When I preheat in the morning, I see it go from 0 to about 660 watts (.660 kW).
Aaron
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