You can install our site as a web app on your iOS device by utilizing the Add to Home Screen feature in Safari. Please see this thread for more details on this.
Note: This feature may not be available in some browsers.
I think in the battery or some other part of the car, itself. I was thinking it was the SC cable at first, but that wouldn't explain the much more rapid dropoff when I switch to a different, unoccupied stall.Heat at the SC cable?
I think in the battery or some other part of the car, itself. I was thinking it was the SC cable at first, but that wouldn't explain the much more rapid dropoff when I switch to a different, unoccupied stall.
Unless there is something haywire with your car, it is extremely unlikely that the overheat condition is in the battery.
Now we have a new potential explanation that didn't exist when this thread was started: that SC has been slowed to match the Model 3. If the Model 3 fast charge rate was dramatically different than the model S, it would be deceptive to call it "supercharging". This way, SC has been reduced to 90kw, and there is no disparity. Sad.
5) There's also a perfectly reasonable explanation for rate-limiting superchargers on S/X after they've supercharged past a given amount, which is to protect the pack. Which just happens to corresponds to Tesla's change in chemistry to include silicon in the anodes, which - while offering greater energy density - is not as mature of a technology as carbon and has more questions about longevity.
That's just ridiculous.Now we have a new potential explanation that didn't exist when this thread was started: that SC has been slowed to match the Model 3. If the Model 3 fast charge rate was dramatically different than the model S, it would be deceptive to call it "supercharging". This way, SC has been reduced to 90kw, and there is no disparity. Sad.
I noticed a difference with my software limited 60D. During my first road trip using Superchargers starting with about 500 miles on my car I reached 99-101 kW peak charge rate at practically every Supercharger. During my second road trip which started with about 14,000 miles on the odometer I never went higher than 96-97 kW peak charge rate at any Supercharger. I've done no Supercharging except during the road trips. This is hugely disappointing. Tesla needs to disclose this information and be more transparent about how this will impact owners.
Also, I always call Tesla right before arriving so they can tell me which stalls to avoid. There are almost always stacks or stalls that have issues and they're always helpful in telling me which ones to avoid.
I told him that all of the stalls are charging slowly right now and he said "these stalls have the original cable design. The ones I'm installing have over 10 revisions internally and this should fix your slow charging rate."
I unplugged, moved my car away, and he installed the new cable in my stall. Took about 15 minutes. I pulled back in, plugged in and immediately got 110kW. No other cars there, no other changes except for the cable.
I wonder about this... The older handles had a defined separated U-shape button on them. The newer handles have a seamless button, denoted simply by a circled dot on the handle. What I don't know is, if this is enough to tell the difference for this fix, or if the change needed was implemented many revs after the button changed.I looked at the cables and couldn't discern any obvious differences. The handles and cables themselves looked the same on the outside. I didn't take pictures and I didn't read the numbers/letters on the cables either to look for a revision marker.
@MP3Mike, this is the Bend, OR supercharger in case you're out that way anytime soon.