-
Want to remove ads? Register an account and login to see fewer ads, and become a Supporting Member to remove almost all ads.
A 75D uncorked is putting out about 350kW up until something like 70 MPH, isn't it? That is over 4.5C for 5 seconds.
bariiings
Member
I haven’t seen over 95kw in a long time. I used to regularly hit 110+
Of course not. But say within the 8 years, your battery pack goes bad, maybe not because of supercharging but other reasons, maybe you can ask for v3.
Are you sure you have the v3. I thought I had v3, but later found out I dont have the right part number so it couldn't be v3.
You would need about 60 plus see degradation. But so far it looks like you are on your way. Mine started at 118kw. Then dropped to 108kw like yours around a couple of dozen, now pretty much settled at 96kw max though I can see that slowly going down to 93kw sustained now. I suspect it will never stop. I.e. eventually I will be charging at 80kw max...
bariiings
Member
I believe YouTube superstar Bjorn Nyland kept getting 94kW once he suddenly hit that throttled speed. Same on his second 90 pack still today. I could be wrong. Better geeks than myself will know.
I went back to my notes from my very first session. 110kW peak. My next to last session peaked at 112kW. At this point it just looks like variability in cable quality and temperature.
robby
Member
There are a lot of anecdotes in this thread that imply throttling, but which in and of themselves are not proof of it.
The biggest lurking variable is battery temperature. There are times I will plug in a 5% full battery and hit 116kW, and there are other times I will plug in a 5% full battery and never reach 80 kW. Sometimes the battery just doesn't warm up enough until you're well into the taper. This is especially common in cold months and climates.
For those who believe they are being throttled and have ways of reading the BMS data, it would be helpful if you can post min and max battery cell temperatures throughout the taper in addition to the display data that Tesla provides.
The biggest lurking variable is battery temperature. There are times I will plug in a 5% full battery and hit 116kW, and there are other times I will plug in a 5% full battery and never reach 80 kW. Sometimes the battery just doesn't warm up enough until you're well into the taper. This is especially common in cold months and climates.
For those who believe they are being throttled and have ways of reading the BMS data, it would be helpful if you can post min and max battery cell temperatures throughout the taper in addition to the display data that Tesla provides.
JRP3
Hyperactive Member
Did you read the thread, including confirmation from Tesla of throttling?
robby
Member
Yes. I'm not saying that throttling isn't real. I'm saying that failing to supercharge at 116kW peak does not mean you've been throttled.
Also the condition of the supercharger, cable, and handle. Well documented in threads over the past few years about low supercharging rates, especially at heavily used ones in California. Supercharger tech changed cable and/or handle and speeds jumped up!
Yes well this thread was started by someone who was told by Tesla he was in fact throttled, so tinfoil hats aside, we do have confirmation this is a thing.
I agree that there's a long list of things that can affect someone's supercharging speed, this thread just adds one more confirmed variable to that list.
Tesla Battery Charging Data from 801 Cars
In case anyone else didn't catch this, ABRP put some updated charge curves from the real-world data they are seeing on battery charge rates. To quote from them: "Charging a BTX4 battery from 10 kWh to 50 kWh takes 23 minutes. The same charge (in absolute energy, not %) takes 27 minutes in a BT85." That would make the 90 battery slot right in between the 85 and 100 for overall charge rate. 10 to 50 kW absolute capacity takes 27, 23, and 20 minutes for the 85, 90, and 100 respectively.
Also a curious side note: "It differs from the BT85 in that it charges slower at really low SoC (below 10%) but it compensates by charging a lot faster at higher SoC." The peak rate actually looks to be around 42% SOC which matches up with my experience.
And one more thing looking it over, it looks as if the only batteries so far that will really benefit from higher than 120kW Supercharger power are the 100 and the Model 3 LR. There might be a short period where other batteries get a few more kW but it doesn't look likely to make a big difference in overall charging times.
(the old data was here for comparison - the 90 curve appears similar to before. A Better Routeplanner )
In case anyone else didn't catch this, ABRP put some updated charge curves from the real-world data they are seeing on battery charge rates. To quote from them: "Charging a BTX4 battery from 10 kWh to 50 kWh takes 23 minutes. The same charge (in absolute energy, not %) takes 27 minutes in a BT85." That would make the 90 battery slot right in between the 85 and 100 for overall charge rate. 10 to 50 kW absolute capacity takes 27, 23, and 20 minutes for the 85, 90, and 100 respectively.
Also a curious side note: "It differs from the BT85 in that it charges slower at really low SoC (below 10%) but it compensates by charging a lot faster at higher SoC." The peak rate actually looks to be around 42% SOC which matches up with my experience.
And one more thing looking it over, it looks as if the only batteries so far that will really benefit from higher than 120kW Supercharger power are the 100 and the Model 3 LR. There might be a short period where other batteries get a few more kW but it doesn't look likely to make a big difference in overall charging times.
(the old data was here for comparison - the 90 curve appears similar to before. A Better Routeplanner )
The throttle is based off the number of kwH you have charged, not the number of sessions. I don't believe we have discovered a specific number of hours that triggers a throttle and what the throttle levels are, though.
All silicon-based packs (so all 90 packs, and some of the earlier, smaller packs) are subject to early throttling, unlike the 85/non-silicon packs. This includes the v3 packs. My v3 is slowing being throttled as I rack up more DCFC time, but I have been trying to keep the DCFC time on the v3 pack to a minimum.
@Naonak, can I ask how what your DC and AC charge totals are? I just set up a diagnostic port cable so I could use scan my Tesla and see that I have a DCFC total of 7848 kWh and AC total of 526 kWh for just about 22.5k miles. Mostly we drive cross country so are using a lot of Supercharging. SMT reports a nominal full pack of 95 kWh so I'm about 7% down over 16 months. I have not detected any throttling yet but I also have a 100 kWh pack which I think I can infer is not supposed to be affected anyways. But with all the DCFC I've done I'm at the high end degradation for my ownership time I think.
On my V1 pack, I had about 6 MwH charged when I noticed I was being throttled to about 85kW max charge. I've since gotten a new pack (for unrelated reasons) and have kept the DCFC charging to a minimum on it. But I believe I have noticed some throttling starting on my V3 pack with somewhere between 1 - 4 MwH charged. I need to hook up Scan My Tesla as well and check. I just haven't gotten around to it.
JPoldo
Member
I want to avoid charger throttling on my Aug2017 MS75, now with 7300 miles. How often can I use an SC between slow charges at home? Is the proper ratio 1SC for every 4 slow charges?
There is no “proper ratio”, but if you routinely charge at home and use supercharging for trips, you have nothing to worry about.
Similar threads
