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It'll be like (120v * 12 amps to be safe)1.4 kWh so a little over 5 mph for a car the size of Model 3I've read what ~ model S charges at, not sure if the new batteries would affect this. For 75 kwh battery plugged into standard 110 V outlet, would it be around 3 mph?
Not all of those electrons make it into the battery. There is overhead. The OP should not assume more than 3mph on 120V. 4 if Tesla allows you to pull 16A on a 20A circuit (the plug with one blade vertical and the other horizontal is 120V/20A).It'll be like (120v * 12 amps to be safe)1.4 kWh so a little over 5 mph for a car the size of Model 3
Overhead is 10%... with the lighter weight and more aerodynamic Model 3 will likely get over 4 mi / kWh meaning even with a 10% loss it's still over 5 mphNot all of those electrons make it into the battery. There is overhead. The OP should not assume more than 3mph on 120V.
Who knows what we will end up with in the Model 3, but user Rod and Barbara posted some data points from the Model S in this thread showing 98% charging efficiency at 110V and 12 Amps: Charging efficiency | TeslaOverhead is 10%... with the lighter weight and more aerodynamic Model 3 will likely get over 4 mi / kWh meaning even with a 10% loss it's still over 5 mph
Average American drives 20-30 miles in a day. At 3-4 miles range/hour off 110, you'll easily be able to top off the battery every night after a typical day. 220V is faster, yeah, but if you don't have easy access to a higher-power outlet, 110 will do just fine for most.The bigger question is, why on earth would anyone charge at 110/120v when there are an abundance of electrical chargers at 240, 350, etc except only in the most dire needs?
The bigger question is, why on earth would anyone charge at 110/120v when there are an abundance of electrical chargers at 240, 350, etc except only in the most dire needs?
Are you saying you'd prefer to drive to a public charger and charge there for a few hours twice a week, instead of leaving your car plugged into a 110/120 outlet at your residence, or am I misunderstanding?That is all well and good, if you want to leave your car plugged in all night. I know, that is about the distance of my commute. I charge once or twice a week for a few hours to replenish or refill what I used during the past week and it rarely takes more than 6 hours. On the opposite end of the spectrum, the newest chargers being made available will do three times what a Tesla Supercharger can do, and claims to charge the battery full in a Model 3 in less than 20 minutes! I know these won't be available to our older Model S and X's, but it is nice to see the technology of charging evolve along with the vehicles.
The bigger question is, why on earth would anyone charge at 110/120v when there are an abundance of electrical chargers at 240, 350, etc except only in the most dire needs?
I park in a garage, so it's no big deal. It just becomes part of the habit, like closing the garage door after putting the car in park. Get out of the car, plug it in, go inside.That is all well and good, if you want to leave your car plugged in all night.
Well nobody's been wiring up 2 phase EVSE's for 50 years so that's moot. These days, it's really like 110 and 220, or 107 and 203 if you live in California and charge during peak hours.
Almost no such animal as 2 phase power anymore!
From Wiki:
Two-phase electrical power was an early 20th-century polyphase alternating current electric power distribution system. Two circuits were used, with voltage phases differing by one-quarter of a cycle, 90°. Usually circuits used four wires, two for each phase. Less frequently, three wires were used, with a common wire with a larger-diameter conductor. Some early two-phase generators had two complete rotor and field assemblies, with windings physically offset to provide two-phase power. The generators at Niagara Falls installed in 1895 were the largest generators in the world at that time and were two-phase machines. As of 21st century, two-phase power was superseded withthree phases and is not used in the industry. There remains, however, a two-phase commercial distribution system in Philadelphia, Pennsylvania; many buildings in Center City are permanently wired for two-phase[citation needed] andPECO (the local electric utility company) has continued the service. This type of service happens to exist in Hartford, Connecticut. It does serve a few buildings in that city.