navguy12
Active Member
Sorry, old RCAF habits die hard, yes 1+23 is 1 hour and 23 minutes."1+23" = 1 hour 23 minutes, I take it? (Never seen that format before)
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Sorry, old RCAF habits die hard, yes 1+23 is 1 hour and 23 minutes."1+23" = 1 hour 23 minutes, I take it? (Never seen that format before)
Whatever plan is being used to heat a TM3 battery so it can take a fast charge.......it doesn't work (as of 15 days ago, anyways)
Im in Texas. Lowest ambiant temp 17 F, but only 25 F for a few hours. Sunny and warm for some parts of the world.While charging?
I've had my app report much colder than that in the cabin...
So obviously driving at 100 kph for 90 minutes prior to a supercharger session is not something that ensures heating happens.There was never such a plan. Model S/X NEVER does this. It's 100% on the head of the user to ensure enough heating happens one way or another before they stop at a supercharger.
I think the idea is to do some hard starts that draw a lot of power from the pack at once.So obviously driving at 100 kph for 90 minutes prior to a supercharger session is not something that ensures heating happens.
Do you have any other suggestions?
I think the idea is to do some hard starts that draw a lot of power from the pack at once.
So one should employ an aggressive "pulse and glide" practice, as a do-it-yourself workaround for the design/software shortfall that seems to be implicit with these suggestions.I think the idea is to do some hard starts that draw a lot of power from the pack at once.
Awesome suggestion. The software should "know" when one is heading towards a supercharger and when the ETA is for same.It's possible Tesla doesn't have the heating while driving algorithm dialed in, or enabled, yet. Someone else mentioned adding a "on my way to supercharger" power mode so that the car sacrifices efficency for reduced charge time. This may be the best path to take as human intentions are difficult to predict, and we don't want our cars wasting power if we aren't going to charge.
As a Canadian who had -30 to -35˚C weather for a couple weeks at the end of December, this wording really concerns me. I live in an apartment with solely outdoor parking. If keeping the vehicle plugged in is all it takes, that's cool. If no amount of being plugged in will keep the battery warm and permanent damage is unavoidable (that's what I'm reading here), that is a serious design flaw for northern climates and colour me unimpressed.Here is an interesting find. The tempurature limits description in the owners manual reads differently for the model 3 than it does for the S. For the 3 it states to not expose the car to temperatures below minus 30 C for more than 24 hours. For the MS the description reads don’t leave the car unplugged at these temperatures for more than 24 hours.
They do say that this is for better long term performance in the M3 manual.
As a Canadian who had -30 to -35˚C weather for a couple weeks at the end of December, this wording really concerns me. I live in an apartment with solely outdoor parking. If keeping the vehicle plugged in is all it takes, that's cool. If no amount of being plugged in will keep the battery warm and permanent damage is unavoidable (that's what I'm reading here), that is a serious design flaw for northern climates and colour me unimpressed.
Going back to the screenshots, it looks like from 3:03 to 3:17 (ish) was spent warming the battery. Who knows if it was really charging during that period of time. After that the power draw picked up significantly and the pack was clearly charging. Based on this, I'm inclined to believe that the pack can be heated, but the heat is too weak to maintain any kind of warmth below an ambient temperature of -30˚C, hence the dire warning in the manual. But to draw any reasonably sound conclusions, we need a CAN logger …That is what I was thinking and led me to question how they can overcome charging the battery in the cold if there is now way for the battery to heat first in order to not get damaged by charging when cold. I read here that you can charge a cold battery very very slowly and not cause damage, but that does not make sense.
That would a logical assumption since the combined motors should have an increased ability to dissipate heat.So will the dual motor model 3 be able to generate more heat for the battery than the single?
Maybe they need a block heater type element to heat the coolant
This makes most sense to me.Maybe they need a block heater type element to heat the coolant
First I need to bring my own key fob to the game, then my own 12 volt heated gloves, then my own battery tender and now thisMaybe I could just add my own battery heater later.
View attachment 274570
Here is an interesting find. The tempurature limits description in the owners manual reads differently for the model 3 than it does for the S. For the 3 it states to not expose the car to temperatures below minus 30 C for more than 24 hours. For the MS the description reads don’t leave the car unplugged at these temperatures for more than 24 hours.
They do say that this is for better long term performance in the M3 manual.
repeated again page 137Temperature Limits
For better long-term performance, avoid exposing Model 3 to ambient temperatures above 140° F (60° C) or below -22° F (-30° C)for more than 24 hours at a time
Temperature Limits For better long-term performance, avoid exposing Model S to ambient temperatures above 140° F (60° C) or below -22° F (-30° C) for more than 24 hours at a time.
Page 180Temperature Limits For better long-term performance, avoid exposing Model X to ambient temperatures above 140° F (60° C) or below -22° F (-30° C) for more than 24 hours at a time.
Do not expose Model X to ambient temperatures above 140° F (60° C) or below -22° F (-30° C) for more than 24hours at a time.