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If you think like this:I have to admit I don't know what internal resistance means. My misspent undergraduate degree brain only remember that as you approach absolute 0 materials become more conductive (ie search for a room temperature superconductor)
YesAbout charging in the cold, why is it that the battery can take very low charging speed when cold but you can still drive and have a higher kW output? Is discharging easier on the chemistry?
As @Alansubie says, the battery probably can physically receive quite high current/power when charging in the bottom of the SOC, and Tesla probably limits the power to *not get* too much lithium plating.About charging in the cold, why is it that the battery can take very low charging speed when cold but you can still drive and have a higher kW output? Is discharging easier on the chemistry?
You can heat the interior, including seats and steering wheel, while still plugging in. I don’t think you can drive it while plugged in but the computer, aircon etc can be usedCan you start your tesla while it's charging? I assume you can.
Say I leave it plugged in each night, but wake up in the morning to heat up the car. Any issues?
Do you have a way to see the nominal full pack ? I could have the 82 kWh but in total (I think usable) I have 78.7… actual now the app show me 78.5 kWhThanks for the cold charging replies.
Picked up my Model 3 today. Haven't looked for the sticker, but the code that showed up in the registration docs was E5LD, so it's a nice new LG 82 for me! Very happy about that and happy with the whole car.
Ordered Oct 8 by the way, shipped from China Oct 21.
Do you have a way to see the nominal full pack ? I could have the 82 kWh but in total (I think usable) I have 78.7… actual now the app show me 78.5 kWh
I do that every morning using the Tesla app on my phone. Doesn't matter if the car is plugged in or not.Say I leave it plugged in each night, but wake up in the morning to heat up the car. Any issues?
I don't think EVSEs (aka chargers) in the US are set up for 3 phase. I think they use 3 phase chargers in Europe, though. Maybe someone else knows better than me.We have a L15-30 250V 30A 3phase outlet available at work
That is true - can't charge off all 3-phases in the USA because the USA plug only has 2 poles.I don't think EVSEs (aka chargers) in the US are set up for 3 phase. I think they use 3 phase chargers in Europe, though. Maybe someone else knows better than me.
They should be required to give the customer CoC in USA, its ridiculous how they can get away w/putting any size battery in the 3 & not tell the customer, they say it’s proprietary info, they cant tell the customer. My only request was for the 82KWH battery, per my VIN decoding Im suppose to have the BT42 (82KWH). Im sure Tesla would tell me my battery size if it was 82KWH, but they always just give me inconsistent, inaccurate responses ( one T support said it was a 65kwh CATL) If I had known it wasnt a 82KWH battery, I wouldnt of bought the car.How do you get your CoC? Can I request it before paying?
It will be interesting to see what your rated range displays once you collect the car. I received mine (UK) on the 11th December and it has never displayed the rated range. I think the most it ever did was 340 miles.
How do you get your CoC? Can I request it before paying?
Thanks for the detailed info!That is true - can't charge off all 3-phases in the USA because the USA plug only has 2 poles.
But, if you have charged on a L2 charger that reads ~208V, you have charged on 2 of 3 phases of a 3 phase power supply. Most USA commercial buildings are powered with 3 phase 208V power where there is 120V between each hot wire and neutral, and 208V between each hot wire.
So if you have a 4-plug 3-phase 208V plug, you just need an adapter that taps two of the hot wires and you can just ignore the 3rd hot wire.
In the pics above, I'm a bit concerned that I see a white wire on a L15-30 receptacle. White should only be used for neutral lines unless otherwise marked. Typically a 3-phase wire would use black, red and blue for the hot wires. If it is indeed a hot wire, it should be marked with electrical tape, usually black or red.
That is exactly what happened to me. I considered canceling as a silent protest against the system but what’s the point ? So, either get the car I didn’t want (75 kWh) or keep driving the Volvo. I bought the TeslaThey should be required to give the customer CoC in USA, its ridiculous how they can get away w/putting any size battery in the 3 & not tell the customer, they say it’s proprietary info, they cant tell the customer. My only request was for the 82KWH battery, per my VIN decoding Im suppose to have the BT42 (82KWH). Im sure Tesla would tell me my battery size if it was 82KWH, but they always just give me inconsistent, inaccurate responses ( one T support said it was a 65kwh CATL) If I had known it wasnt a 82KWH battery, I wouldnt of bought the car.
SMT reads the NFP directly, while Teslafi has to calculate the battery capacity from the rated miles reading and percent SOC that it gets from the API. The percent SOC from the API is only given as a whole number, so there will be more variation in the Teslafi value due to the rounding error.I see that my teslafi range( in the battery degradation report) varies quite much despite that the Nominal Full Pack is steady at the same level. Do we know why the teslafi range varies like this?
Also, at a quite long time during the autumn I had a NFP of 80.3-80.4 kWh and the max range in Scan My Tesla was mostly about 503-504km. The teslafi range was about the same. Now the NFP is above 81kWh, the SMT max range is 507-509km but the teslafi shows a lower range(about 500-502km). I have tried to find the reson for the lower range, it doesnt seem to be the temperature as I can have days with the same NFP but the temperature and the range doesnt show any consistence in the changes.
Thank you, very good info!SMT reads the NFP directly, while Teslafi has to calculate the battery capacity from the rated miles reading and percent SOC that it gets from the API. The percent SOC from the API is only given as a whole number, so there will be more variation in the Teslafi value due to the rounding error.
The max range in SMT is also an estimate, because the SMT rated miles is only read as a whole number.